WO2019064817A1 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
WO2019064817A1
WO2019064817A1 PCT/JP2018/026117 JP2018026117W WO2019064817A1 WO 2019064817 A1 WO2019064817 A1 WO 2019064817A1 JP 2018026117 W JP2018026117 W JP 2018026117W WO 2019064817 A1 WO2019064817 A1 WO 2019064817A1
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WO
WIPO (PCT)
Prior art keywords
storage means
connection mode
control device
inverter
switching
Prior art date
Application number
PCT/JP2018/026117
Other languages
French (fr)
Japanese (ja)
Inventor
明彦 山下
達也 古▲瀬▼
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2019544310A priority Critical patent/JP6783948B2/en
Priority to CN201880060578.2A priority patent/CN111133188B/en
Publication of WO2019064817A1 publication Critical patent/WO2019064817A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a control device for a vehicle.
  • Patent Document 1 discloses a system for switching the electrical connection mode of the battery and the capacitor with respect to such a generator motor and changing the amount of power supply when the generator motor is made to function as a motor.
  • a battery and a capacitor are connected in parallel to drive relatively low voltage.
  • the battery and the capacitor are connected in series to drive relatively high voltage to assist acceleration.
  • Patent No. 6112246 gazette
  • Patent Document 1 when the battery and the capacitor are connected in series, a high voltage is applied particularly to the switching element of the high side arm among the switching elements constituting the inverter connected to the generator motor. It is necessary to raise the OFF voltage. Therefore, there are cases where dedicated parts such as replacement of switching elements are required, and utilization of the conventional circuit and sharing with other switching elements can not be achieved, and costs may increase.
  • An object of the present invention is to switch the power supply amount of a motor generator while suppressing the cost increase.
  • the vehicle control apparatus is A generator motor (70) that functions as a motor that rotationally drives a crankshaft (51) of an engine (E) of the vehicle (1), and that functions as a generator that generates a generated electric power from the rotation of the crankshaft (51) ,
  • An inverter (90) comprising a plurality of switching elements (91a-91c, 92a-92c) connected in a bridge, and connected to the generator motor (70); First storage means (46), A second storage means (47), Switching means (100) for switching the connection between the first storage means (46) and the second storage means (47) and the inverter (90) in the first connection mode and the second connection mode
  • the first storage means (46) and the second storage means (47) connected in parallel are connected to the inverter (90), and the first storage means
  • the negative electrode of (46) and the negative electrode of the second storage means (47) are connected via a ground (G), In the second connection mode, the first storage means (46) and the second storage means
  • connection state is set to the second connection mode to drive the generator motor (70)
  • connection state is set to the first connection mode after a predetermined time has elapsed. It is characterized by
  • the vehicle control apparatus Under the condition that the engine (E) is started, the connection state is the second connection mode, It is characterized by
  • connection state is the second connection mode, It is characterized by
  • the vehicle control apparatus is The first storage means (46) is a battery,
  • the second storage means (47) is a capacitor,
  • the rated voltage of the capacitor is above the nominal voltage of the battery, By the first connection mode, the battery and the capacitor are brought to the same potential. It is characterized by
  • the vehicle control apparatus is The first storage means (46) is capable of supplying power to the electric component (81) of the vehicle. It is characterized by
  • the vehicle control apparatus according to the present invention of claim 7 is
  • the second storage means (47) is a capacitor, and also serves as a smoothing capacitor of the inverter (90). It is characterized by
  • the power supply amount of the motor generator can be switched by switching the connection state.
  • the second connection mode since the first storage means and the second storage means are connected in series, more power can be supplied to the motor generator.
  • the negative electrode of the first storage means and the positive electrode of the second storage means are at the ground potential, the negative electrode of the second storage means is at the ground potential.
  • the voltage to the switching element of the high side arm can be suppressed low as viewed from the ground potential, and a dedicated part is not required. Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
  • the startability of the engine can be improved.
  • the acceleration performance of the vehicle can be improved.
  • a voltage that is twice the nominal voltage of the battery can be supplied to the generator motor.
  • the first storage means can also be used as a power source of the electric component.
  • FIG. 1 is a side view of an example of a vehicle to which the present invention is applied.
  • the block diagram of the control system of the vehicle of FIG. The circuit diagram of control circuits, such as a generator motor. Operation
  • FIG. 1 shows a side view of a scooter type motorcycle 1 as an example of a vehicle to which the present invention is applied.
  • the front portion and the rear portion of the vehicle body are connected via the low floor portion 4.
  • the vehicle body frame is generally composed of a down tube 6 and a main pipe 7.
  • a seat 8 is disposed above the main pipe 7.
  • the steering wheel 11 is pivotally supported by the head pipe 5 and extended upward, and a front fork 12 for pivotally supporting the front wheel WF rotatably is attached to the lower side of the steering wheel 11.
  • a handle cover 13 which doubles as an instrument panel is attached.
  • an ECU 80 as a control device of the motorcycle 1 is disposed in front of the head pipe 5.
  • a bracket 15 is provided at the rear end of the down tube 6 at the rising portion of the main pipe 7.
  • the hanger bracket 18 of the swing unit 2 is swingably supported by the bracket 15 via the link member 16.
  • a 4-cycle single cylinder engine E is disposed at the front of the swing unit 2.
  • the continuously variable transmission 10 is disposed behind the engine E, and a rear wheel WR is pivotally supported by the output shaft of the reduction mechanism 9.
  • a rear shock unit 3 is interposed between the upper end of the reduction mechanism 9 and the bent portion of the main pipe 7.
  • FIG. 2 is a cross-sectional view taken along line AA of FIG.
  • the swing unit 2 has a right case 75 on the right side in the vehicle width direction and a crankcase 74 as a left case 76 on the left side in the vehicle width direction.
  • the crankshaft 51 is rotatably supported by bearings 53 and 54 fixed to the crankcase 70.
  • a connecting rod 73 is connected to the crankshaft 51 via a crank pin 52.
  • the left case 76 doubles as a transmission chamber case, and a belt drive pulley including a movable pulley half 60 and a fixed pulley half 61 is attached to the left end of the crankshaft 51.
  • the stationary pulley half 61 is fastened to the left end of the crankshaft 51 by a nut 77.
  • the movable pulley half 60 is spline-fitted to the crankshaft 51 so as to be axially slidable.
  • a V-belt 62 is wound between the two pulley halves 60 and 61.
  • a lamp plate 57 is fixed to the crankshaft 51 on the right side of the movable pulley half 60.
  • the slide piece 58 attached to the outer peripheral end of the ramp plate 57 is engaged with the ramp plate sliding boss 59 formed at the outer peripheral end of the movable pulley half 60 in the axial direction.
  • a tapered surface is formed on the outer peripheral portion of the ramp plate 57 so as to be inclined toward the movable pulley half 60 as it goes radially outward.
  • a plurality of the tapered surfaces are provided between the tapered surface and the movable pulley half 60.
  • the weight roller 63 is accommodated.
  • the generator motor 70 functions as a motor for rotationally driving the crankshaft 51 at the time of start-up of the engine E or at the time of acceleration assist, and also functions as a generator for generating the generated electric power from the rotation of the crankshaft 51 during operation of the engine E.
  • the generator motor 70 includes an outer rotor 71 fixed to the tapered end of the crankshaft 51 with a mounting bolt 120 and a stator 72 disposed inside the outer rotor 71 and fixed to the right case 75 with a mounting bolt 121. ing.
  • a radiator 68 and a cover member 69 in which a plurality of slits are formed are attached to the right side of the blower fan 65 fixed to the outer rotor 71 by a mounting bolt 67, as shown.
  • a sprocket 55 is fixed to the crankshaft 51 between the generator motor 70 and the bearing 54.
  • a cam chain for driving a cam shaft (not shown) is wound around the sprocket 55.
  • the sprocket 55 is integrally formed with a gear 56 for transmitting power to an oil pump (not shown) for circulating engine oil.
  • FIG. 3 is a block diagram showing a configuration of a control system of the motorcycle 1.
  • the ECU 80 includes a processor such as a CPU, a storage device such as a ROM and a RAM, and an interface for transmitting and receiving signals to and from an external device.
  • the switch 30 operated by the rider and various sensors SR are connected to the ECU 80, and the fuel injection device 40, the ignition device 41, the generator motor 70, the lamp 42, the indicator 43, and the relay 44 are connected based on the detection results. Control etc.
  • a main switch that switches ON / OFF of the main power supply of the motorcycle 1
  • a starter switch that instructs starting of the engine E
  • an idle stop control permission switch that instructs whether to permit idle stop control, etc. Is included.
  • the sensor SR includes a throttle sensor 31 for detecting an accelerator operation of a rider, a crank angle sensor 32 for detecting a rotation angle of the crankshaft 51, a water temperature sensor 33 for detecting a coolant temperature of the engine E, and a vehicle speed of the motorcycle 1
  • a vehicle speed sensor 34, a rotation angle sensor 35 for detecting a rotation angle of the generator motor 70, a seating sensor 36 for detecting whether or not the rider is seated on the seat 8, and the like are included.
  • the motorcycle 1 may be subjected to idle stop control to temporarily stop the engine E when a predetermined condition is satisfied at the time of a stop such as waiting for a signal.
  • the ECU 80 may determine whether or not to execute the idle stop control based on the detection result of the idle stop control permission switch or the seating sensor 36.
  • the predetermined condition for starting the idle stop is, for example, that the idle stop control permission switch is on (permitted), and the seating speed of the rider is detected by the seating sensor 36, and the vehicle speed detected by the vehicle speed sensor 34 is a predetermined value (for example, 5 km) / H) or less, and the engine speed detected by the crank angle sensor 32 is less than or equal to a predetermined value (for example, 2000 rpm), and the throttle opening detected by the throttle sensor 31 is less than or equal to a predetermined value (for example, 5 degrees)
  • the predetermined time has elapsed in the state of.
  • the restart condition of the engine E after the idle stop is, for example, the case where the throttle opening degree is equal to or more than a predetermined value.
  • the fuel injection device 40 injects fuel into intake air of the engine E.
  • the igniter 41 ignites the mixture in the engine E.
  • the lighting device 42 is, for example, a headlight.
  • the display 43 is a device for displaying information on a lidar, such as a meter and various indicators.
  • the relay 44 is, for example, a starter relay that is turned on when the engine E is started.
  • the generator motor 70 is a three-phase brushless motor generator provided with a stator in which a three-phase winding is wound.
  • An inverter 90 for driving the generator motor 70 is connected to the generator motor 70.
  • the inverter 90 is provided with a plurality of switching elements 91a to 91c (collectively referred to as switching elements 91) and switching elements 92a to 92c (collectively referred to as switching elements 92) connected in a bridge, and the inverter 90 is a full wave. Configure a rectifier bridge circuit.
  • the switching elements 91 and 92 are N-type MOSFETs, and each have a drain D, a source S, a gate G, and a parasitic diode Di.
  • a set of the switching element 91a and the switching element 92a is connected in series between the high side wire 90a and the low side wire 90b to form a leg.
  • the inverter 90 has three pairs of legs connected in parallel, with the switching element 91 as the high side arm and the switching element 92 as the low side arm, and each connection point between the switching element 91 and the switching element 92 The coils of the corresponding phase of the generator motor 70 are connected to each other.
  • a smoothing capacitor 93 and a switching element 94 connected in series are provided between the wiring 90 a and the wiring 90 b.
  • the switching element 94 is a MOSFET as in the case of the switching elements 91 and 92 in the present embodiment.
  • the switching element 94 is turned on, for example, when the generator motor 70 is made to function as a generator, and the generated voltage is smoothed by the smoothing capacitor 93.
  • a control signal sent from the ECU 80 is input to each gate G of the switching elements 91, 92 and 94, and ON / OFF control of each element is executed.
  • the motorcycle 1 includes a storage element 46 as its main power source.
  • the storage element 46 is a lead battery with a nominal voltage of 12V.
  • the storage element 46 supplies electric power to each electric component of the motorcycle 1 such as the generator motor 70, the ECU 80, the load 81, etc., when functioning as a motor.
  • the load 81 includes, for example, electrical components of the motorcycle 1 such as the lamp 42 and the like.
  • the positive electrode of the storage element 46 is connected to the wire 90 a of the inverter 90 via the wire 112 b and the relay 110.
  • the negative electrode of the storage element 46 is connected to the ground.
  • the ECU 80 and the load 81 are connected in parallel to the storage element 46 via the fuse 113a, the switch 111 and the fuse 113b.
  • the driver having the ECU 80 and the switching circuit 100 is provided with a converter or the like that converts the voltage of the storage element 46 and supplies it.
  • the switch 111 is a main switch operated by the rider or a relay switch that is turned on / off in conjunction with the main switch.
  • the ECU 80 controls the relay 110 to turn on the contact 110b side, and after the engine E is started, turns on the contact 110a side.
  • the motorcycle 1 includes an storage element 47 that functions as an auxiliary power source for the generator motor 70 when functioning as a motor.
  • the storage element 47 is a capacitor, and for example, a lithium ion capacitor, a conductive polymer capacitor, an electric double layer capacitor, or the like can be used.
  • the rated voltage of the capacitor is equal to or higher than the nominal voltage of storage element 46 (here, 12 V).
  • the switching circuit 100 is a circuit that switches the connection state between the storage elements 46 and 47 and the inverter 90.
  • the switching circuit 100 includes a plurality of switching elements 101 to 103.
  • the switching elements 101 to 103 are MOSFETs in the same manner as the switching elements 91 and 92.
  • the switching element 101 and the switching element 102 are connected in series between the wiring 112 b and the ground.
  • the positive electrode of the storage element 47 is connected to the connection point between the switching element 101 and the switching element 102, and the negative electrode is connected to the wiring 90b.
  • the switching element 103 is connected to the negative electrode of the storage element 47 and the ground G, the source S is connected to the negative electrode of the storage element 47, and the drain D is connected to the ground G.
  • connection states of the storage elements 46 and 47 and the inverter 90 can be switched to two connection modes, if roughly classified.
  • a control signal sent from the ECU 80 is input to each gate G of the switching elements 101 to 103, and ON / OFF control of each element is executed.
  • connection modes One of the connection modes is a parallel connection mode.
  • this connection mode storage elements 46 and 47 connected in parallel are connected in parallel to inverter 90, and the negative electrodes of storage elements 46 and 47 are connected via ground G.
  • each negative electrode may be directly connected to the ground G, or may be connected via a switch or a resistor.
  • Another one of the connection modes is a series connection mode. In this connection mode, storage elements 46 and 47 connected in series are connected in parallel to inverter 90, and the negative electrode of storage element 46 and the positive electrode of storage element 47 are connected via ground G. In this case, the negative electrode of the storage element 46 and the positive electrode of the storage element 47 may be directly connected to the ground G, or may be connected via a switch or a resistor.
  • FIG. 5 shows an example of the parallel connection mode.
  • the switching element 101 is turned on, and the switching elements 102 and 103 are turned off.
  • the storage element 47 can be charged by the storage element 46, and thick arrows indicate the flow of current in that case.
  • the switching element 103 current flows through the parasitic diode Di.
  • the storage element 47 is charged to the same potential as the storage element 46.
  • the capacity of the storage element 47 may be such that the storage element 46 can be fully charged in several tens of ms.
  • the generator motor 70 can also be driven by the voltage of the storage element 46 (12 V here).
  • FIG. 6 shows another example of the parallel connection mode.
  • the switching element 101 and the switching element 103 are turned on, and the switching element 102 is turned off.
  • the generator motor 70 can be made to function as a generator to charge the storage elements 46 and 47, and thick arrows illustrate the flow of current in that case.
  • FIG. 7 shows an example of the serial connection mode.
  • the switching elements 101 and 103 are turned off, and the switching element 102 is turned on.
  • the generator motor 70 can be driven by the voltage of the storage elements 46 and 47 connected in series, and the generator motor 70 can supply a large amount of power.
  • the potential of the storage element 47 is made the same potential as the potential of the storage element 46, and the storage element is connected in series. A voltage of twice the potential difference 46 can be supplied to the generator motor 70.
  • a voltage of -12 V to +12 V is applied to inverter 90, so that the voltage to switching element 91 of the high side arm can be suppressed low when viewed from the ground potential. Not required Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
  • FIG. 8 shows an example of processing performed when the main switch of the motorcycle 1 is turned ON, and in particular, illustrates processing for starting the engine E.
  • the switching circuit 100 is controlled to the parallel connection mode of FIG.
  • the storage element 47 can be charged by the storage element 46. It is assumed that the storage element 47 is discharged and empty while the motorcycle 1 is stopped. Therefore, in the present embodiment, first, the storage element 47 is charged.
  • S2 it is determined whether the starter switch is turned on. If it is ON, the process proceeds to S3. At S3, the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70.
  • the parallel connection mode of S1 may be maintained until the charge amount of the storage element 47 reaches a specified amount. Whether or not the charge amount of the storage element 47 has reached a specified amount may be based on whether or not the elapsed time of the parallel connection mode has reached a specified time, or a sensor for detecting the charge amount of the storage element 47 may be used. It is good also as the reference and providing the detection result of the sensor.
  • the inverter 90 is controlled to rotationally drive the generator motor 70, and the engine E is started. Since a larger amount of power is supplied to the generator motor 70, the engine E can be started more smoothly. In particular, in a single-cylinder engine as in the present embodiment, when the engine E is stopped and started in the compression process, a large torque is required by the rotation of the crankshaft 51. However, by applying a voltage twice as high as that of the storage element 46 to the generator motor 70, the startability of the engine E can be improved. In S4, the time from the drive start of the generator motor 70 by the inverter 90 is also timed. This is timing of the discharge time of the storage element 47.
  • S5 it is determined whether the start of the engine E has succeeded. Whether or not the engine E has been successfully started can be determined from the detection result of the crank angle sensor 32, for example. If it is determined that the start is successful, the process proceeds to S6, and if it is determined that the start is not performed, the process proceeds to S7. In S7, it is determined whether the discharge time of the storage element 47, which has started counting in S4, has reached a specified time. If the specified time is reached, the process returns to S1, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, overdischarge of storage element 47 can be prevented, and reverse charging and deterioration thereof can be avoided.
  • the specified time can be, for example, a time in the range of several seconds (eg, several tens of ms to several hundreds of ms) to one second. If the specified time has not been reached, the process returns to S5 and waits for the engine E to start.
  • the generator motor 70 can function as a generator, and can supply power to the load 81 while charging the storage element 46 by the power generation. Thus, one process ends.
  • the control example of FIG. 8 is also applicable to the case where the engine E is restarted after the idle stop control.
  • the process of S1 is performed during the idle stop control, and instead of the determination of the start operation of S2, the establishment determination of the restart condition (for example, whether or not there is an acceleration operation) may be performed. Is the same.
  • FIG. 9 shows an example of switching control of the switching circuit 100 after the engine E of the motorcycle 1 is started, and is mainly an example of control during traveling.
  • the series connection mode is adopted to assist the acceleration of the motorcycle 1.
  • This process can be executed when the number of revolutions of the engine E is equal to or greater than a prescribed number of revolutions.
  • the prescribed rotational speed may be lower or higher than the engine rotational speed connected to the centrifugal clutch. That is, as long as the engine E is being driven, the motorcycle 1 may be stopped or the vehicle speed may be out.
  • the amount of change on the acceleration side of the accelerator opening is calculated from the detection result of the throttle sensor 31.
  • S12 it is determined whether the amount of change calculated in S11 is equal to or greater than a specified value. If it is determined that the value is equal to or more than the specified value, it is determined that rapid acceleration is required, and the process proceeds to S13. If it is less than the specified value, one process ends.
  • the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70.
  • the inverter 90 while controlling the inverter 90 to rotationally drive the generator motor 70, the output of the engine E is increased and accelerated. Thereby, the acceleration performance of the motorcycle 1 can be temporarily improved, and drivability can be improved. Further, measurement of the discharge time of the storage element 47 is started.
  • the process proceeds to S16, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, reverse charge of storage element 47 can be prevented, and the deterioration thereof can be avoided.
  • the specified time can be, for example, a time in the range of several seconds (eg, 0.1 second) to several seconds. Thus, one process ends.
  • the switching circuit 100 is basically maintained in the parallel connection mode of FIG. 6 after the start of the engine E by the process of S6 of FIG. 8 and the storage elements 46 and 47 are charged. Therefore, when the switching circuit 100 is switched to the series connection mode of FIG. 7 in the process of S13, the storage element 47 is not charged as in S1 of FIG. A process of charging the storage element 47 may be performed as shown in S1 of FIG. 8, but omitting this process improves the reaction to the acceleration operation and can improve the drivability. On the other hand, when the switching circuit 100 is switched to the serial connection mode of FIG. 7 in the process of S13, the storage amount of the storage element 47 may be confirmed and switching may be performed when a sufficient charge amount can be confirmed. In that case, a sensor for detecting the charge amount of the storage element 47 may be provided, and the detection result of the sensor may be used as a reference.
  • FIG. 10 is a circuit diagram showing an example thereof. Points different from the circuit of the above embodiment will be described.
  • the switching circuit 100 in the example of FIG. 10 includes a plurality of switching elements 104 to 107.
  • the switching elements 104 to 107 are MOSFETs in the same manner as the switching elements 91 and 92.
  • the switching element 104 is located between the wire 90 a and the positive electrode of the storage element 47 and connected thereto.
  • the switching element 106 is located between the wire 90 b and the negative electrode of the storage element 47 and connected thereto.
  • a diode 114 is provided in the wiring 90 b.
  • the switching element 105 is located between the positive electrode of the storage element 47 and the wiring 90 c and connected to them.
  • the wiring 90c is connected to the ground.
  • the switching element 107 is located between the negative electrode of the storage element 47 and the wiring 90 c and connected thereto.
  • the switching element 104 In the case of a circuit equivalent to the parallel connection mode of FIG. 5 (charging of the storage element 47 by the storage element 46), the switching element 104 is turned on and the switching elements 105 to 107 are turned off. In the case of a circuit equivalent to the parallel connection mode of FIG. 6 (charging of the storage elements 46 and 47 by the generator motor 70), the switching elements 104 and 107 are turned on and the switching elements 105 and 106 are turned off. In the case of a circuit equivalent to the series connection mode of FIG. 7, the switching elements 105 and 106 are turned on, and the switching elements 104 and 107 are turned off.

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Abstract

This vehicle control device comprises: a generator motor; an inverter that is connected to the generator motor; first and second power storage means; and a switching means that switches a connection state between the first power storage means, the second power storage means, and the inverter between a first connection mode and a second connection mode. In the first connection mode: the first power storage means and the second power storage means, which are connected in parallel with each other, are connected to the inverter; and a negative electrode of the first power storage means and a negative electrode of the second power storage means are connected to each other via ground. In the second connection mode: the first power storage means and the second power storage means, which are connected in series with each other, are connected to the inverter; and the negative electrode of the first power storage means and a positive electrode of the second power storage means are connected to each other via ground.

Description

車両用制御装置Vehicle control device
　本発明は車両用制御装置に関する。 The present invention relates to a control device for a vehicle.
　車両の発電機をエンジンの始動モータやアシストモータとして利用する技術が提案されている。特許文献１には、このような発電電動機に対するバッテリとキャパシタの電気的な接続態様を切り替え、発電電動機をモータとして機能させる場合の電力供給量を変化させるシステムが開示されている。このシステムはエンジンの始動時にはバッテリとキャパシタを並列に接続して相対的に低電圧の駆動としている。一方、車両走行後の加速時においてはバッテリとキャパシタとを直列に接続して相対的に高電圧の駆動とし、加速をアシストしている。 A technology has been proposed which utilizes a generator of a vehicle as a starter motor or an assist motor of an engine. Patent Document 1 discloses a system for switching the electrical connection mode of the battery and the capacitor with respect to such a generator motor and changing the amount of power supply when the generator motor is made to function as a motor. In this system, when the engine is started, a battery and a capacitor are connected in parallel to drive relatively low voltage. On the other hand, at the time of acceleration after traveling of the vehicle, the battery and the capacitor are connected in series to drive relatively high voltage to assist acceleration.
特許第６１１２２４６号公報Patent No. 6112246 gazette
　特許文献１の構成では、バッテリとキャパシタとを直列に接続した場合、発電電動機に接続されたインバータを構成するスイッチング素子のうち、特に、ハイサイドアームのスイッチング素子に高電圧がかかり、そのＯＮ／ＯＦＦ電圧を上げる必要がある。そのため、スイッチング素子の入れ替え等、専用部品を必要とする場合があり、従来回路の利用や他のスイッチング素子との共通化を図れず、コストが増加する場合がある。 In the configuration of Patent Document 1, when the battery and the capacitor are connected in series, a high voltage is applied particularly to the switching element of the high side arm among the switching elements constituting the inverter connected to the generator motor. It is necessary to raise the OFF voltage. Therefore, there are cases where dedicated parts such as replacement of switching elements are required, and utilization of the conventional circuit and sharing with other switching elements can not be achieved, and costs may increase.
　本発明の目的は、コストアップを抑制しつつ、電動発電機の電力供給量を切り替えることにある。 An object of the present invention is to switch the power supply amount of a motor generator while suppressing the cost increase.
　請求項１の本発明による車両用制御装置は、
　車両(1)のエンジン(E)のクランク軸(51)を回転駆動するモータとして機能するとともに、前記クランク軸(51)の回転から回生起電力を生成するジェネレータとして機能する発電電動機(70)と、
　ブリッジ接続された複数のスイッチング素子(91a-91c,92a-92c)を備え、前記発電電動機(70)に接続されたインバータ(90)と、
　第一の蓄電手段(46)と、
　第二の蓄電手段(47)と、
　前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)と、前記インバータ(90)との接続状態を第一の接続態様と第二の接続態様とで切り替える切替手段(100)と、を備え、
　前記第一の接続態様では、並列に接続された前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)が前記インバータ(90)に接続され、かつ、前記第一の蓄電手段(46)の負極と前記第二の蓄電手段(47)の負極とがグランド(G)を介して接続され、
　前記第二の接続態様では、直列に接続された前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)が前記インバータ(90)に接続され、かつ、前記第一の蓄電手段(46)の負極と前記第二の蓄電手段(47)の正極とが前記グランド(G)を介して接続される、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 1 is
A generator motor (70) that functions as a motor that rotationally drives a crankshaft (51) of an engine (E) of the vehicle (1), and that functions as a generator that generates a generated electric power from the rotation of the crankshaft (51) ,
An inverter (90) comprising a plurality of switching elements (91a-91c, 92a-92c) connected in a bridge, and connected to the generator motor (70);
First storage means (46),
A second storage means (47),
Switching means (100) for switching the connection between the first storage means (46) and the second storage means (47) and the inverter (90) in the first connection mode and the second connection mode And
In the first connection mode, the first storage means (46) and the second storage means (47) connected in parallel are connected to the inverter (90), and the first storage means The negative electrode of (46) and the negative electrode of the second storage means (47) are connected via a ground (G),
In the second connection mode, the first storage means (46) and the second storage means (47) connected in series are connected to the inverter (90), and the first storage means The negative electrode of (46) and the positive electrode of the second storage means (47) are connected via the ground (G),
It is characterized by
　請求項２の本発明による車両用制御装置は、
　前記発電電動機(70)を駆動するために前記接続状態を前記第二の接続態様とした場合、所定時間の経過後に前記接続状態を前記第一の接続態様とする、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 2 is
When the connection state is set to the second connection mode to drive the generator motor (70), the connection state is set to the first connection mode after a predetermined time has elapsed.
It is characterized by
　請求項３の本発明による車両用制御装置は、
　前記エンジン(E)の始動を条件として、前記接続状態を前記第二の接続態様とする、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 3 is
Under the condition that the engine (E) is started, the connection state is the second connection mode,
It is characterized by
　請求項４の本発明による車両用制御装置は、
　アクセル開度の加速側の変化量が規定値以上となったことを条件として、前記接続状態を前記第二の接続態様とする、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 4 is
Under the condition that the amount of change on the acceleration side of the accelerator opening becomes equal to or greater than a specified value, the connection state is the second connection mode,
It is characterized by
　請求項５の本発明による車両用制御装置は、
　前記第一の蓄電手段(46)はバッテリであり、
　前記第二の蓄電手段(47)はコンデンサであり、
　前記コンデンサの定格電圧は前記バッテリの公称電圧以上であり、
　前記第一の接続態様によって、前記バッテリと前記コンデンサとが同電位とされる、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 5 is
The first storage means (46) is a battery,
The second storage means (47) is a capacitor,
The rated voltage of the capacitor is above the nominal voltage of the battery,
By the first connection mode, the battery and the capacitor are brought to the same potential.
It is characterized by
　請求項６の本発明による車両用制御装置は、
　前記第一の蓄電手段(46)は、前記車両の電装部品(81)に電力を供給可能である、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 6 is
The first storage means (46) is capable of supplying power to the electric component (81) of the vehicle.
It is characterized by
　請求項７の本発明による車両用制御装置は、
　前記第二の蓄電手段(47)はコンデンサであって、前記インバータ(90)の平滑コンデンサを兼用する、
ことを特徴とする。 The vehicle control apparatus according to the present invention of claim 7 is
The second storage means (47) is a capacitor, and also serves as a smoothing capacitor of the inverter (90).
It is characterized by
　請求項１の本発明によれば、前記接続状態を切り替えることで前記電動発電機の電力供給量を切り替えることができる。前記第二の接続態様においては、前記第一の蓄電手段及び前記第二の蓄電手段が直列に接続されるのでより大きな電力を前記電動発電機に供給することができる。前記第二の接続態様では、前記第一の蓄電手段の負極と前記第二の蓄電手段の正極とがグランド電位となるので、前記第二の蓄電手段の負極がグランド電位となる構成よりも、グランド電位から見てハイサイドアームの前記スイッチング素子に対する電圧を低く抑えることができ、専用部品を必須としない。このため、コストアップを抑制しつつ、電動発電機の電力供給量を切り替えることができる。 According to the present invention of claim 1, the power supply amount of the motor generator can be switched by switching the connection state. In the second connection mode, since the first storage means and the second storage means are connected in series, more power can be supplied to the motor generator. In the second connection mode, since the negative electrode of the first storage means and the positive electrode of the second storage means are at the ground potential, the negative electrode of the second storage means is at the ground potential. The voltage to the switching element of the high side arm can be suppressed low as viewed from the ground potential, and a dedicated part is not required. Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
　請求項２の本発明によれば、前記第二の蓄電手段が過放電し、該第二の蓄電手段が逆充電されることを防止することができる。 According to the present invention of claim 2, it is possible to prevent the second storage means from being over-discharged and the second storage means from being reversely charged.
　請求項３の本発明によれば、前記エンジンの始動性を向上することができる。 According to the present invention of claim 3, the startability of the engine can be improved.
　請求項４の本発明によれば、前記車両の加速性能を向上することができる。 According to the present invention of claim 4, the acceleration performance of the vehicle can be improved.
　請求項５の本発明によれば、前記第二の接続態様において、前記バッテリの公称電圧の倍の電圧を前記発電電動機に供給することができる。 According to the present invention of claim 5, in the second connection mode, a voltage that is twice the nominal voltage of the battery can be supplied to the generator motor.
　請求項６の本発明によれば、前記第一の蓄電手段を前記電装部品の電源としても利用することができる。 According to the sixth aspect of the present invention, the first storage means can also be used as a power source of the electric component.
　請求項７の本発明によれば、部品数の増加を抑制することができる。 According to the seventh aspect of the present invention, an increase in the number of parts can be suppressed.
本発明を適用した車両の例の側面図。FIG. 1 is a side view of an example of a vehicle to which the present invention is applied. 図１のＡ－Ａ線断面図。AA line sectional drawing of FIG. 図１の車両の制御系のブロック図。The block diagram of the control system of the vehicle of FIG. 発電電動機等の制御回路の回路図。The circuit diagram of control circuits, such as a generator motor. 図４の制御回路の動作説明図。Operation | movement explanatory drawing of the control circuit of FIG. 図４の制御回路の動作説明図。Operation | movement explanatory drawing of the control circuit of FIG. 図４の制御回路の動作説明図。Operation | movement explanatory drawing of the control circuit of FIG. ＥＣＵが実行する処理例を示すフローチャート。The flowchart which shows the processing example which ECU performs. ＥＣＵが実行する処理例を示すフローチャート。The flowchart which shows the processing example which ECU performs. 発電電動機等の制御回路の他の構成例を示す回路図。The circuit diagram which shows the other structural example of control circuits, such as a generator motor.
　図１は、本発明を適用した車両の一例として、スクータ型自動二輪車１の側面図を示す。車体前部と車体後部とは低床フロア部４を介して連結されている。車体フレームは、概ねダウンチューブ６とメインパイプ７とから構成されている。メインパイプ７の上方には、シート８が配置されている。 FIG. 1 shows a side view of a scooter type motorcycle 1 as an example of a vehicle to which the present invention is applied. The front portion and the rear portion of the vehicle body are connected via the low floor portion 4. The vehicle body frame is generally composed of a down tube 6 and a main pipe 7. A seat 8 is disposed above the main pipe 7.
　ハンドル１１は、ヘッドパイプ５に軸支されて上方に延ばされており、一方の下方側には、前輪ＷＦを回転自在に軸支するフロントフォーク１２が取り付けられている。ハンドル１１の上部には、計器盤を兼ねたハンドルカバー１３が取り付けられている。また、ヘッドパイプ５の前方には、自動二輪車１の制御装置としてのＥＣＵ８０が配設されている。 The steering wheel 11 is pivotally supported by the head pipe 5 and extended upward, and a front fork 12 for pivotally supporting the front wheel WF rotatably is attached to the lower side of the steering wheel 11. At the top of the handle 11, a handle cover 13 which doubles as an instrument panel is attached. Further, an ECU 80 as a control device of the motorcycle 1 is disposed in front of the head pipe 5.
　ダウンチューブ６の後端で、メインパイプ７の立ち上がり部には、ブラケット１５が突設されている。ブラケット１５には、スイングユニット２のハンガーブラケット１８がリンク部材１６を介して揺動自在に支持されている。 A bracket 15 is provided at the rear end of the down tube 6 at the rising portion of the main pipe 7. The hanger bracket 18 of the swing unit 2 is swingably supported by the bracket 15 via the link member 16.
　スイングユニット２の前部には、４サイクル単気筒のエンジンＥが配設されている。エンジンＥの後方には無段変速機１０が配設されており、減速機構９の出力軸には後輪ＷＲが軸支されている。減速機構９の上端とメインパイプ７の屈曲部との間には、リヤショックユニット３が介装されている。スイングユニット２の上方には、エンジンＥから延出した吸気管１９に接続される燃料噴射装置のスロットルボディ２０およびエアクリーナ１４が配設されている。 At the front of the swing unit 2, a 4-cycle single cylinder engine E is disposed. The continuously variable transmission 10 is disposed behind the engine E, and a rear wheel WR is pivotally supported by the output shaft of the reduction mechanism 9. A rear shock unit 3 is interposed between the upper end of the reduction mechanism 9 and the bent portion of the main pipe 7. Above the swing unit 2 are disposed a throttle body 20 and an air cleaner 14 of a fuel injection system connected to an intake pipe 19 extending from the engine E.
　図２は、図１のＡ－Ａ線断面図である。スイングユニット２は、車幅方向右側の右ケース７５および車幅方向左側の左ケース７６なるクランクケース７４を有する。クランク軸５１は、クランクケース７０に固定された軸受５３、５４により回転自在に支持されている。クランク軸５１には、クランクピン５２を介してコンロッド７３が連結されている。 FIG. 2 is a cross-sectional view taken along line AA of FIG. The swing unit 2 has a right case 75 on the right side in the vehicle width direction and a crankcase 74 as a left case 76 on the left side in the vehicle width direction. The crankshaft 51 is rotatably supported by bearings 53 and 54 fixed to the crankcase 70. A connecting rod 73 is connected to the crankshaft 51 via a crank pin 52.
　左ケース７６は変速室ケースを兼ねており、クランク軸５１の左端部には、可動側プーリ半体６０と固定側プーリ半体６１とからなるベルト駆動プーリが取り付けられている。固定側プーリ半体６１は、クランク軸５１の左端部にナット７７によって締結されている。また、可動側プーリ半体６０は、クランク軸５１にスプライン嵌合されて軸方向に摺動可能とされる。両プーリ半体６０、６１の間には、Ｖベルト６２が巻き掛けられている。 The left case 76 doubles as a transmission chamber case, and a belt drive pulley including a movable pulley half 60 and a fixed pulley half 61 is attached to the left end of the crankshaft 51. The stationary pulley half 61 is fastened to the left end of the crankshaft 51 by a nut 77. The movable pulley half 60 is spline-fitted to the crankshaft 51 so as to be axially slidable. A V-belt 62 is wound between the two pulley halves 60 and 61.
　可動側プーリ半体６０の右側では、ランププレート５７がクランク軸５１に固定されている。ランププレート５７の外周端部に取り付けられたスライドピース５８は、可動側プーリ半体６０の外周端で軸方向に形成されたランププレート摺動ボス部５９に係合されている。また、ランププレート５７の外周部には、径方向外側に向かうにつれて可動側プーリ半体６０寄りに傾斜するテーパ面が形成されており、このテーパ面と可動側プーリ半体６０との間に複数のウェイトローラ６３が収容されている。 A lamp plate 57 is fixed to the crankshaft 51 on the right side of the movable pulley half 60. The slide piece 58 attached to the outer peripheral end of the ramp plate 57 is engaged with the ramp plate sliding boss 59 formed at the outer peripheral end of the movable pulley half 60 in the axial direction. Further, a tapered surface is formed on the outer peripheral portion of the ramp plate 57 so as to be inclined toward the movable pulley half 60 as it goes radially outward. A plurality of the tapered surfaces are provided between the tapered surface and the movable pulley half 60. The weight roller 63 is accommodated.
　クランク軸５１の回転速度が増加すると、遠心力によってウェイトローラ６３が径方向外側に移動する。これにより、可動側プーリ半体６０が図示左方に移動して固定側プーリ半体６１に接近し、その結果、両プーリ半体６０、６１間に挟まれたＶベルト６２が径方向外側に移動してその巻き掛け径が大きくなる。スイングユニット２の後方側には、両プーリ半体６０、６１に対応してＶベルト６２の巻き掛け径が可変する被動プーリ（不図示）が設けられている。エンジンＥの駆動力は、上記ベルト伝達機構によって自動調整され、不図示の遠心クラッチおよび減速機構９（図１参照）を介して後輪ＷＲに伝達される。 When the rotational speed of the crankshaft 51 is increased, the weight roller 63 is moved radially outward by the centrifugal force. As a result, the movable pulley half 60 moves to the left in the figure and approaches the fixed pulley half 61, and as a result, the V-belt 62 sandwiched between the two pulley halves 60, 61 moves radially outward. It moves and its winding diameter becomes large. On the rear side of the swing unit 2, a driven pulley (not shown) is provided corresponding to the two pulley halves 60, 61 so that the winding diameter of the V-belt 62 can be varied. The driving force of the engine E is automatically adjusted by the above-described belt transmission mechanism, and is transmitted to the rear wheel WR via a centrifugal clutch and a reduction gear mechanism 9 (see FIG. 1) (not shown).
　右ケース７５の内部には、発電電動機７０が配設されている。発電電動機７０はエンジンＥの始動時や加速アシスト時にクランク軸５１を回転駆動するモータとして機能するとともに、エンジンＥの運転中にクランク軸５１の回転から回生起電力を生成するジェネレータとして機能する。 Inside the right case 75, a generator motor 70 is disposed. The generator motor 70 functions as a motor for rotationally driving the crankshaft 51 at the time of start-up of the engine E or at the time of acceleration assist, and also functions as a generator for generating the generated electric power from the rotation of the crankshaft 51 during operation of the engine E.
　発電電動機７０は、クランク軸５１の先端テーパ部に取付ボルト１２０で固定されたアウタロータ７１と、アウタロータ７１の内側に配設されて右ケース７５に取付ボルト１２１で固定されるステータ７２とから構成されている。アウタロータ７１に対して取付ボルト６７で固定される送風ファン６５の図示右方側には、ラジエータ６８および複数のスリットが形成されたカバー部材６９が取り付けられている。 The generator motor 70 includes an outer rotor 71 fixed to the tapered end of the crankshaft 51 with a mounting bolt 120 and a stator 72 disposed inside the outer rotor 71 and fixed to the right case 75 with a mounting bolt 121. ing. A radiator 68 and a cover member 69 in which a plurality of slits are formed are attached to the right side of the blower fan 65 fixed to the outer rotor 71 by a mounting bolt 67, as shown.
　クランク軸５１には、発電電動機７０と軸受５４との間に、スプロケット５５が固定されている。スプロケット５５には、不図示のカムシャフトを駆動するカムチェーンが巻き掛けられる。また、スプロケット５５は、エンジンオイルを循環させるオイルポンプ（不図示）に動力を伝達するギヤ５６と一体的に形成されている。 A sprocket 55 is fixed to the crankshaft 51 between the generator motor 70 and the bearing 54. A cam chain for driving a cam shaft (not shown) is wound around the sprocket 55. The sprocket 55 is integrally formed with a gear 56 for transmitting power to an oil pump (not shown) for circulating engine oil.
　図３は自動二輪車１の制御系の構成を示すブロック図である。ＥＣＵ８０はＣＰＵ等のプロセッサ、ＲＯＭ、ＲＡＭ等の記憶デバイス、外部デバイスとの間で信号の送信、受信を行うインタフェースを含む。ＥＣＵ８０には、ライダが操作するスイッチ３０、各種のセンサＳＲが接続され、それらの検知結果に基づいて、燃料噴射装置４０、点火装置４１、発電電動機７０、灯火器４２、表示器４３、リレー４４等を制御する。 FIG. 3 is a block diagram showing a configuration of a control system of the motorcycle 1. As shown in FIG. The ECU 80 includes a processor such as a CPU, a storage device such as a ROM and a RAM, and an interface for transmitting and receiving signals to and from an external device. The switch 30 operated by the rider and various sensors SR are connected to the ECU 80, and the fuel injection device 40, the ignition device 41, the generator motor 70, the lamp 42, the indicator 43, and the relay 44 are connected based on the detection results. Control etc.
　スイッチ３０には、例えば、自動二輪車１の主電源のＯＮ／ＯＦＦを切り替えるメインスイッチやエンジンＥの始動を指示するスタータスイッチ、アイドルストップ制御を許可するか否かを指示するアイドルストップ制御許可スイッチ等が含まれる。 For example, a main switch that switches ON / OFF of the main power supply of the motorcycle 1, a starter switch that instructs starting of the engine E, an idle stop control permission switch that instructs whether to permit idle stop control, etc. Is included.
　センサＳＲには、ライダのアクセル操作を検知するスロットルセンサ３１、クランク軸５１の回転角を検知するクランク角センサ３２、エンジンＥの冷却水温度を検知する水温センサ３３、自動二輪車１の車速を検知する車速センサ３４、発電電動機７０の回転角を検知する回転角センサ３５、ライダがシート８に着座しているか否かを検知する着座センサ３６等が含まれる。 The sensor SR includes a throttle sensor 31 for detecting an accelerator operation of a rider, a crank angle sensor 32 for detecting a rotation angle of the crankshaft 51, a water temperature sensor 33 for detecting a coolant temperature of the engine E, and a vehicle speed of the motorcycle 1 A vehicle speed sensor 34, a rotation angle sensor 35 for detecting a rotation angle of the generator motor 70, a seating sensor 36 for detecting whether or not the rider is seated on the seat 8, and the like are included.
　自動二輪車１は、信号待ち等の停車時に所定条件を満たすとエンジンＥを一旦停止させるアイドルストップ制御が実行されてもよい。ＥＣＵ８０はアイドルストップ制御許可スイッチや着座センサ３６の検知結果によりアイドルストップ制御を実行するか否かを判定してもよい。アイドルストップを開始する所定条件は、例えば、アイドルストップ制御許可スイッチがオン（許可）で、かつ着座スセンサ３６でライダの着座が検知され、車速センサ３４で検知される車速が所定値（例えば、５ｋｍ／ｈ）以下で、かつクランク角センサ３２で検知されるエンジン回転数が所定値（例えば、２０００ｒｐｍ）以下で、かつスロットルセンサ３１で検知されるスロットル開度が所定値（例えば、５度）以下の状態において所定時間が経過した場合である。アイドルストップ後のエンジンＥの再始動条件は、例えば、スロットル開度が所定値以上の場合である。 The motorcycle 1 may be subjected to idle stop control to temporarily stop the engine E when a predetermined condition is satisfied at the time of a stop such as waiting for a signal. The ECU 80 may determine whether or not to execute the idle stop control based on the detection result of the idle stop control permission switch or the seating sensor 36. The predetermined condition for starting the idle stop is, for example, that the idle stop control permission switch is on (permitted), and the seating speed of the rider is detected by the seating sensor 36, and the vehicle speed detected by the vehicle speed sensor 34 is a predetermined value (for example, 5 km) / H) or less, and the engine speed detected by the crank angle sensor 32 is less than or equal to a predetermined value (for example, 2000 rpm), and the throttle opening detected by the throttle sensor 31 is less than or equal to a predetermined value (for example, 5 degrees) The predetermined time has elapsed in the state of. The restart condition of the engine E after the idle stop is, for example, the case where the throttle opening degree is equal to or more than a predetermined value.
　燃料噴射装置４０はエンジンＥの吸入空気に燃料を噴射する。点火装置４１はエンジンＥ内の混合気を点火する。灯火器４２は例えばヘッドライトである。表示器４３はメータ、各種インジケータ等、ライダに情報を表示する装置である。リレー４４は例えばエンジンＥを始動する際にＯＮにされるスタータリレーである。 The fuel injection device 40 injects fuel into intake air of the engine E. The igniter 41 ignites the mixture in the engine E. The lighting device 42 is, for example, a headlight. The display 43 is a device for displaying information on a lidar, such as a meter and various indicators. The relay 44 is, for example, a starter relay that is turned on when the engine E is started.
　図４を参照して発電電動機７０及びその駆動回路について説明する。本実施形態の場合、発電電動機７０は三相巻線が巻きまわされたステータを備える三相ブラシレスモータ発電機である。発電電動機７０にはこれを駆動するインバータ９０が接続されている。インバータ９０はインバータ９０はブリッジ接続された複数のスイッチング素子９１ａ～９１ｃ（総称するときはスイッチング素子９１という。）及びスイッチング素子９２ａ～９２ｃ（総称するときはスイッチング素子９２という。）を備え、全波整流ブリッジ回路を構成する。 The generator motor 70 and its drive circuit will be described with reference to FIG. In the case of the present embodiment, the generator motor 70 is a three-phase brushless motor generator provided with a stator in which a three-phase winding is wound. An inverter 90 for driving the generator motor 70 is connected to the generator motor 70. The inverter 90 is provided with a plurality of switching elements 91a to 91c (collectively referred to as switching elements 91) and switching elements 92a to 92c (collectively referred to as switching elements 92) connected in a bridge, and the inverter 90 is a full wave. Configure a rectifier bridge circuit.
　スイッチング素子９１及び９２は、本実施形態の場合、Ｎ型のＭＯＳＦＥＴであり、ドレインＤ、ソースＳ、ゲートＧ及び寄生ダイオードＤｉを有する。スイッチング素子９１ａとスイッチング素子９２ａの組は、ハイ側の配線９０ａとロー側の配線９０ｂとの間で直列に接続されて、レグを構成する。スイッチング素子９１ｂとスイッチング素子９２ｂの組及びスイッチング素子９１ｃとスイッチング素子９２ｃの組も同様であり、それぞれレグを構成する。このようにインバータ９０は、スイッチング素子９１をハイサイドアーム、スイッチング素子９２をローサイドアームとする、並列接続された３組のレグを有しており、スイッチング素子９１とスイッチング素子９２との各接続点に、発電電動機７０の対応する相のコイルが接続されている。 In the present embodiment, the switching elements 91 and 92 are N-type MOSFETs, and each have a drain D, a source S, a gate G, and a parasitic diode Di. A set of the switching element 91a and the switching element 92a is connected in series between the high side wire 90a and the low side wire 90b to form a leg. The same applies to the set of the switching element 91b and the switching element 92b, and the set of the switching element 91c and the switching element 92c, which respectively constitute a leg. Thus, the inverter 90 has three pairs of legs connected in parallel, with the switching element 91 as the high side arm and the switching element 92 as the low side arm, and each connection point between the switching element 91 and the switching element 92 The coils of the corresponding phase of the generator motor 70 are connected to each other.
　配線９０ａと配線９０ｂとの間には、直列に接続された平滑コンデンサ９３及びスイッチング素子９４が設けられている。スイッチング素子９４は、本実施形態の場合、スイッチング素子９１及び９２と同様にＭＯＳＦＥＴである。スイッチング素子９４は、例えば、発電電動機７０をジェネレータとして機能させる場合にＯＮとされ、平滑コンデンサ９３によって発電電圧が平滑化される。 A smoothing capacitor 93 and a switching element 94 connected in series are provided between the wiring 90 a and the wiring 90 b. The switching element 94 is a MOSFET as in the case of the switching elements 91 and 92 in the present embodiment. The switching element 94 is turned on, for example, when the generator motor 70 is made to function as a generator, and the generated voltage is smoothed by the smoothing capacitor 93.
　スイッチング素子９１、９２及び９４の各ゲートＧにはＥＣＵ８０から送出される制御信号が入力され、これら各素子のＯＮ／ＯＦＦ制御が実行される。 A control signal sent from the ECU 80 is input to each gate G of the switching elements 91, 92 and 94, and ON / OFF control of each element is executed.
　自動二輪車１は、その主電源として蓄電素子４６を備える。蓄電素子４６は本実施形態の場合、公称電圧が１２Ｖの鉛バッテリである。蓄電素子４６は、モータとして機能させる場合の発電電動機７０、ＥＣＵ８０、負荷８１等、自動二輪車１の各電気部品に電力を供給する。負荷８１は例えば灯火器４２等の、自動二輪車１の電装部品が含まれる。蓄電素子４６の正極は、配線１１２ｂ及びリレー１１０を介してインバータ９０の配線９０ａに接続されている。蓄電素子４６の負極はグランドに接続されている。ＥＣＵ８０及び負荷８１は、ヒューズ１１３ａ、スイッチ１１１及びヒューズ１１３ｂを介して蓄電素子４６に並列に接続されている。なお、ＥＣＵ８０と切替回路１００を有するドライバーには蓄電素子４６の電圧を変換して供給するコンバータ等が設けられる。スイッチ１１１は、ライダが操作するメインスイッチ、或いは、メインスイッチに連動してＯＮ／ＯＦＦされるリレースイッチである。スイッチ１１１がＯＮの状態で、エンジンＥの始動操作が行われると、ＥＣＵ８０はリレー１１０を制御して接点１１０ｂ側をＯＮとし、エンジンＥの始動後には接点１１０ａ側をＯＮとする。 The motorcycle 1 includes a storage element 46 as its main power source. In the case of this embodiment, the storage element 46 is a lead battery with a nominal voltage of 12V. The storage element 46 supplies electric power to each electric component of the motorcycle 1 such as the generator motor 70, the ECU 80, the load 81, etc., when functioning as a motor. The load 81 includes, for example, electrical components of the motorcycle 1 such as the lamp 42 and the like. The positive electrode of the storage element 46 is connected to the wire 90 a of the inverter 90 via the wire 112 b and the relay 110. The negative electrode of the storage element 46 is connected to the ground. The ECU 80 and the load 81 are connected in parallel to the storage element 46 via the fuse 113a, the switch 111 and the fuse 113b. The driver having the ECU 80 and the switching circuit 100 is provided with a converter or the like that converts the voltage of the storage element 46 and supplies it. The switch 111 is a main switch operated by the rider or a relay switch that is turned on / off in conjunction with the main switch. When the start operation of the engine E is performed with the switch 111 turned on, the ECU 80 controls the relay 110 to turn on the contact 110b side, and after the engine E is started, turns on the contact 110a side.
　自動二輪車１は、蓄電素子４６とは別に、モータとして機能させる場合の発電電動機７０の補助的な電源として機能する蓄電素子４７を備える。蓄電素子４７は本実施形態の場合、コンデンサであって、例えば、リチウムイオンキャパシタ、導電性高分子コンデンサ、電気二重層キャパシタ等を利用できる。コンデンサの定格電圧は蓄電素子４６の公称電圧（ここでは１２Ｖ）以上である。 Aside from the storage element 46, the motorcycle 1 includes an storage element 47 that functions as an auxiliary power source for the generator motor 70 when functioning as a motor. In the case of the present embodiment, the storage element 47 is a capacitor, and for example, a lithium ion capacitor, a conductive polymer capacitor, an electric double layer capacitor, or the like can be used. The rated voltage of the capacitor is equal to or higher than the nominal voltage of storage element 46 (here, 12 V).
　切替回路１００は、蓄電素子４６及び４７と、インバータ９０との接続状態を切り替える回路である。本実施形態の場合、切替回路１００は複数のスイッチング素子１０１～１０３を備える。本実施形態の場合、スイッチング素子１０１～１０３はスイッチング素子９１及び９２と同様にＭＯＳＦＥＴである。スイッチング素子１０１とスイッチング素子１０２は配線１１２ｂとグランドの間に直列に接続されている。蓄電素子４７の正極は、スイッチング素子１０１とスイッチング素子１０２との接続点に接続され、負極が配線９０ｂに接続されている。スイッチング素子１０３は、蓄電素子４７の負極とグランドＧに接続され、ソースＳが蓄電素子４７の負極に、ドレインＤがグランドＧに接続されている。 The switching circuit 100 is a circuit that switches the connection state between the storage elements 46 and 47 and the inverter 90. In the case of the present embodiment, the switching circuit 100 includes a plurality of switching elements 101 to 103. In the case of the present embodiment, the switching elements 101 to 103 are MOSFETs in the same manner as the switching elements 91 and 92. The switching element 101 and the switching element 102 are connected in series between the wiring 112 b and the ground. The positive electrode of the storage element 47 is connected to the connection point between the switching element 101 and the switching element 102, and the negative electrode is connected to the wiring 90b. The switching element 103 is connected to the negative electrode of the storage element 47 and the ground G, the source S is connected to the negative electrode of the storage element 47, and the drain D is connected to the ground G.
　スイッチング素子１０１～１０３のＯＮ／ＯＦＦを切り替えることにより、蓄電素子４６及び４７と、インバータ９０との接続状態を、大別すると二つの接続態様に切り替えることができる。スイッチング素子１０１～１０３の各ゲートＧにはＥＣＵ８０から送出される制御信号が入力され、これら各素子のＯＮ／ＯＦＦ制御が実行される。 When the switching elements 101 to 103 are switched ON / OFF, the connection states of the storage elements 46 and 47 and the inverter 90 can be switched to two connection modes, if roughly classified. A control signal sent from the ECU 80 is input to each gate G of the switching elements 101 to 103, and ON / OFF control of each element is executed.
　接続態様の一つは並列接続態様である。この接続態様では、並列に接続された蓄電素子４６及び４７がインバータ９０に並列に接続され、かつ、蓄電素子４６及び４７の各負極がグランドＧを介して接続される。なお、この場合、各負極はグランドＧに直接接続されてもよいし、スイッチや抵抗を介して接続されてもよい。接続態様の他の一つは直列接続態様である。この接続態様では、直列に接続された蓄電素子４６及び４７がインバータ９０に並列に接続され、かつ、蓄電素子４６の負極と蓄電素子４７の正極とがグランドＧを介して接続される。なお、この場合、蓄電素子４６の負極と蓄電素子４７の正極はグランドＧに直接接続されてもよいし、スイッチや抵抗を介して接続されてもよい。 One of the connection modes is a parallel connection mode. In this connection mode, storage elements 46 and 47 connected in parallel are connected in parallel to inverter 90, and the negative electrodes of storage elements 46 and 47 are connected via ground G. In this case, each negative electrode may be directly connected to the ground G, or may be connected via a switch or a resistor. Another one of the connection modes is a series connection mode. In this connection mode, storage elements 46 and 47 connected in series are connected in parallel to inverter 90, and the negative electrode of storage element 46 and the positive electrode of storage element 47 are connected via ground G. In this case, the negative electrode of the storage element 46 and the positive electrode of the storage element 47 may be directly connected to the ground G, or may be connected via a switch or a resistor.
　図５は並列接続態様の例を示している。スイッチング素子１０１がＯＮ、スイッチング素子１０２及び１０３がＯＦＦとされる。この接続態様の場合、蓄電素子４６で蓄電素子４７を充電することができ、太線矢印はその場合の電流の流れを例示している。スイッチング素子１０３では寄生ダイオードＤｉを電流が流れる。蓄電素子４７が蓄電素子４６と同電位に充電される。蓄電素子４７の容量は蓄電素子４６によって数十msで満充電できる程度の容量であってもよい。この接続態様は、また、蓄電素子４６の電圧（ここでは１２Ｖ）で発電電動機７０を駆動することもできる。 FIG. 5 shows an example of the parallel connection mode. The switching element 101 is turned on, and the switching elements 102 and 103 are turned off. In the case of this connection mode, the storage element 47 can be charged by the storage element 46, and thick arrows indicate the flow of current in that case. In the switching element 103, current flows through the parasitic diode Di. The storage element 47 is charged to the same potential as the storage element 46. The capacity of the storage element 47 may be such that the storage element 46 can be fully charged in several tens of ms. In this connection mode, the generator motor 70 can also be driven by the voltage of the storage element 46 (12 V here).
　図６は並列接続態様の別の例を示している。スイッチング素子１０１及びスイッチング素子１０３がＯＮ、スイッチング素子１０２がＯＦＦとされる。この接続態様の場合、発電電動機７０をジェネレータとして機能させて蓄電素子４６及び４７を充電することができ、太線矢印はその場合の電流の流れを例示している。 FIG. 6 shows another example of the parallel connection mode. The switching element 101 and the switching element 103 are turned on, and the switching element 102 is turned off. In the case of this connection mode, the generator motor 70 can be made to function as a generator to charge the storage elements 46 and 47, and thick arrows illustrate the flow of current in that case.
　図７は直列接続態様の例を示している。スイッチング素子１０１及び１０３がＯＦＦ、スイッチング素子１０２がＯＮとされる。この接続態様の場合、直列に接続された蓄電素子４６及び４７の電圧で発電電動機７０を駆動することができ、発電電動機７０により大きな電力を供給できる。本実施形態の場合、図５の並列接続態様において蓄電素子４７が充電されると、蓄電素子４７の電位が蓄電素子４６の電位と同電位とされ、これを直列に接続することで、蓄電素子４６の二倍の電位差の電圧を発電電動機７０に供給できる。 FIG. 7 shows an example of the serial connection mode. The switching elements 101 and 103 are turned off, and the switching element 102 is turned on. In the case of this connection mode, the generator motor 70 can be driven by the voltage of the storage elements 46 and 47 connected in series, and the generator motor 70 can supply a large amount of power. In the case of the present embodiment, when the storage element 47 is charged in the parallel connection mode of FIG. 5, the potential of the storage element 47 is made the same potential as the potential of the storage element 46, and the storage element is connected in series. A voltage of twice the potential difference 46 can be supplied to the generator motor 70.
　このとき、蓄電素子４６の負極と蓄電素子４７の正極とがグランドに接続されているので、蓄電素子４６の正極は＋１２Ｖ、蓄電素子４７の負極は－１２Ｖである。したがって、インバータ９０には、－１２Ｖ～＋１２Ｖの電圧が印加される。同じ電位差（２４Ｖ）で、０Ｖ～２４Ｖの電圧をインバータ９０に印加する構成では、ハイサイドアームを構成するスイッチング素子９１に高電圧がかかり、そのＯＮ／ＯＦＦに必要なゲートＧの電圧が高くなる。そのため、高いゲート電圧を得る為の専用部品を必要とする場合があり、インバータ９０を新規に設計、製造しなければならない場合がある。これはコストアップの要因となる。 At this time, since the negative electrode of the storage element 46 and the positive electrode of the storage element 47 are connected to the ground, the positive electrode of the storage element 46 is +12 V, and the negative electrode of the storage element 47 is -12 V. Therefore, a voltage of -12 V to +12 V is applied to inverter 90. In the configuration in which a voltage of 0 V to 24 V is applied to the inverter 90 with the same potential difference (24 V), a high voltage is applied to the switching element 91 forming the high side arm, and the voltage of the gate G necessary for its ON / OFF becomes high. . Therefore, special components for obtaining a high gate voltage may be required, and the inverter 90 may have to be newly designed and manufactured. This is a factor of cost increase.
　一方、本実施形態の構成によると、インバータ９０には－１２Ｖ～＋１２Ｖの電圧が印加されるので、グランド電位から見てハイサイドアームのスイッチング素子９１に対する電圧を低く抑えることができ、専用部品を必須としない。このため、コストアップを抑制しつつ、電動発電機の電力供給量を切り替えることができる。 On the other hand, according to the configuration of the present embodiment, a voltage of -12 V to +12 V is applied to inverter 90, so that the voltage to switching element 91 of the high side arm can be suppressed low when viewed from the ground potential. Not required Therefore, it is possible to switch the power supply amount of the motor generator while suppressing the cost increase.
　＜制御例＞
　ＥＣＵ８０による切替回路１００の切替制御例について図８を参照して説明する。図８は自動二輪車１のメインスイッチがＯＮとされた場合に実行される処理例を示しており、特に、エンジンＥを始動する場合の処理を例示している。 <Example of control>
An example of switching control of the switching circuit 100 by the ECU 80 will be described with reference to FIG. FIG. 8 shows an example of processing performed when the main switch of the motorcycle 1 is turned ON, and in particular, illustrates processing for starting the engine E.
　Ｓ１では切替回路１００を図５の並列接続態様に制御する。これにより蓄電素子４７を蓄電素子４６で充電できる。自動二輪車１の停車中に蓄電素子４７は放電して空になっている場合が想定される。そこで本実施形態では、まず、蓄電素子４７を充電するようにしている。 At S1, the switching circuit 100 is controlled to the parallel connection mode of FIG. Thus, the storage element 47 can be charged by the storage element 46. It is assumed that the storage element 47 is discharged and empty while the motorcycle 1 is stopped. Therefore, in the present embodiment, first, the storage element 47 is charged.
　Ｓ２ではスタータスイッチがＯＮとされたか否かを判定する。ＯＮとされた場合、Ｓ３へ進む。Ｓ３では切替回路１００を図７の直列接続態様に制御する。これにより、発電電動機７０に対してより大きな電力を供給可能となる。なお、スタータスイッチがＯＮとされたときに蓄電素子４７の充電量が不十分な場合がある。その場合、蓄電素子４７の充電量が規定量に達するまで、Ｓ１の並列接続態様を維持してもよい。蓄電素子４７の充電量が規定量に達したか否かは、並列接続態様の経過時間が規定時間に達したか否かを基準としてもよいし、蓄電素子４７の充電量を検知するセンサを設け、そのセンサの検知結果を基準としてもよい。 In S2, it is determined whether the starter switch is turned on. If it is ON, the process proceeds to S3. At S3, the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70. When the starter switch is turned on, the charge amount of the storage element 47 may be insufficient. In that case, the parallel connection mode of S1 may be maintained until the charge amount of the storage element 47 reaches a specified amount. Whether or not the charge amount of the storage element 47 has reached a specified amount may be based on whether or not the elapsed time of the parallel connection mode has reached a specified time, or a sensor for detecting the charge amount of the storage element 47 may be used. It is good also as the reference and providing the detection result of the sensor.
　Ｓ４ではインバータ９０を制御して発電電動機７０を回転駆動しつつ、エンジンＥを始動する。発電電動機７０にはより大きな電力が供給されるので、エンジンＥをよりスムーズに始動させることが可能となる。特に本実施形態のように単気筒エンジンでは、エンジンＥが圧縮工程で停止していて始動する場合、クランク軸５１の回転により大きなトルクが必要となる。しかし、蓄電素子４６の電圧の倍の電圧を発電電動機７０に印加することで、エンジンＥの始動性を向上できる。Ｓ４ではまた、インバータ９０による発電電動機７０の駆動開始からの時間を計時する。これは蓄電素子４７の放電時間の計時である。 In S4, the inverter 90 is controlled to rotationally drive the generator motor 70, and the engine E is started. Since a larger amount of power is supplied to the generator motor 70, the engine E can be started more smoothly. In particular, in a single-cylinder engine as in the present embodiment, when the engine E is stopped and started in the compression process, a large torque is required by the rotation of the crankshaft 51. However, by applying a voltage twice as high as that of the storage element 46 to the generator motor 70, the startability of the engine E can be improved. In S4, the time from the drive start of the generator motor 70 by the inverter 90 is also timed. This is timing of the discharge time of the storage element 47.
　Ｓ５ではエンジンＥの始動に成功したか否かを判定する。エンジンＥの始動に成功したか否かは例えばクランク角センサ３２の検知結果から判定することができる。始動に成功したと判定した場合はＳ６へ進み、始動していないと判定した場合はＳ７へ進む。Ｓ７ではＳ４で計時を開始した蓄電素子４７の放電時間が規定時間に達したか否かを判定する。規定時間に達した場合はＳ１へ戻り、切替回路１００を図５の並列接続態様に制御する。これにより、蓄電素子４７が過放電することを防止でき、その逆充電や劣化を回避することができる。規定時間は、例えば、コンマ数秒（例えば数十ｍｓ～数百ｍｓ）から１秒の範囲内の時間とすることができる。規定時間に達していない場合はＳ５へ戻ってエンジンＥの始動を待つ。 In S5, it is determined whether the start of the engine E has succeeded. Whether or not the engine E has been successfully started can be determined from the detection result of the crank angle sensor 32, for example. If it is determined that the start is successful, the process proceeds to S6, and if it is determined that the start is not performed, the process proceeds to S7. In S7, it is determined whether the discharge time of the storage element 47, which has started counting in S4, has reached a specified time. If the specified time is reached, the process returns to S1, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, overdischarge of storage element 47 can be prevented, and reverse charging and deterioration thereof can be avoided. The specified time can be, for example, a time in the range of several seconds (eg, several tens of ms to several hundreds of ms) to one second. If the specified time has not been reached, the process returns to S5 and waits for the engine E to start.
　Ｓ６では切替回路１００を図６の並列接続態様に制御する。発電電動機７０はジェネレータとして機能させ、その発電により蓄電素子４６を充電しつつ、負荷８１に電力を供給することができる。以上により一回の処理が終了する。 At S6, the switching circuit 100 is controlled to the parallel connection mode of FIG. The generator motor 70 can function as a generator, and can supply power to the load 81 while charging the storage element 46 by the power generation. Thus, one process ends.
　なお、図８の制御例はアイドルストップ制御後にエンジンＥを再始動する場合にも適用できる。この場合、例えば、アイドルストップ制御中はＳ１の処理を行い、Ｓ２の始動操作の判定に代えて、再始動条件の成立判定（例えば加速操作があるか否か）を行えばよく、他の処理は同様である。 The control example of FIG. 8 is also applicable to the case where the engine E is restarted after the idle stop control. In this case, for example, the process of S1 is performed during the idle stop control, and instead of the determination of the start operation of S2, the establishment determination of the restart condition (for example, whether or not there is an acceleration operation) may be performed. Is the same.
　図９は自動二輪車１のエンジンＥの始動後における切替回路１００の切替制御例を示しており、主に走行中での制御例である。ライダが急加速操作を行った場合に直列接続態様とし、自動二輪車１の加速をアシストする。この処理はエンジンＥの回転数が規定回転数以上の場合に実行することができる。規定回転数は、遠心クラッチが接続するエンジン回転数より低くてもよいし、高くてもよい。つまり、エンジンＥの駆動中であれば、自動二輪車１が停止していてもよいし、車速が出ている状態であってもよい。 FIG. 9 shows an example of switching control of the switching circuit 100 after the engine E of the motorcycle 1 is started, and is mainly an example of control during traveling. When the rider performs a rapid acceleration operation, the series connection mode is adopted to assist the acceleration of the motorcycle 1. This process can be executed when the number of revolutions of the engine E is equal to or greater than a prescribed number of revolutions. The prescribed rotational speed may be lower or higher than the engine rotational speed connected to the centrifugal clutch. That is, as long as the engine E is being driven, the motorcycle 1 may be stopped or the vehicle speed may be out.
　Ｓ１１では、スロットルセンサ３１の検知結果からアクセル開度の加速側の変化量を演算する。Ｓ１２ではＳ１１で演算した変化量が規定値以上であるか否かを判定する。規定値以上であると判定した場合、急加速が要求されたと判断してＳ１３へ進む。規定値未満の場合は一回の処理を終了する。 In S11, the amount of change on the acceleration side of the accelerator opening is calculated from the detection result of the throttle sensor 31. In S12, it is determined whether the amount of change calculated in S11 is equal to or greater than a specified value. If it is determined that the value is equal to or more than the specified value, it is determined that rapid acceleration is required, and the process proceeds to S13. If it is less than the specified value, one process ends.
　Ｓ１３では切替回路１００を図７の直列接続態様に制御する。これにより、発電電動機７０に対してより大きな電力を供給可能となる。Ｓ１４ではインバータ９０を制御して発電電動機７０を回転駆動しつつ、エンジンＥの出力をアップして加速する。これにより、自動二輪車１の加速性能が一時的に向上し、ドライバビリティを向上できる。また、蓄電素子４７の放電時間の計時を開始する。 At S13, the switching circuit 100 is controlled to the series connection mode of FIG. As a result, more power can be supplied to the generator motor 70. In S14, while controlling the inverter 90 to rotationally drive the generator motor 70, the output of the engine E is increased and accelerated. Thereby, the acceleration performance of the motorcycle 1 can be temporarily improved, and drivability can be improved. Further, measurement of the discharge time of the storage element 47 is started.
　Ｓ１５では蓄電素子４７の放電時間が規定時間に達したか否かを判定する。規定時間に達した場合はＳ１６へ進み、切替回路１００を図６の並列接続態様に制御する。これにより、蓄電素子４７が逆充電されることを防止でき、その劣化を回避することができる。規定時間は、蓄電素子４７の容量を大きくした場合、例えば、コンマ数秒（例えば０．１秒）から数秒の範囲内の時間とすることができる。以上により一回の処理を終了する。 In S15, it is determined whether or not the discharge time of the storage element 47 has reached a specified time. If the specified time is reached, the process proceeds to S16, and the switching circuit 100 is controlled to the parallel connection mode of FIG. Thereby, reverse charge of storage element 47 can be prevented, and the deterioration thereof can be avoided. When the capacity of the storage element 47 is increased, the specified time can be, for example, a time in the range of several seconds (eg, 0.1 second) to several seconds. Thus, one process ends.
　なお、本実施形態の場合、図８のＳ６の処理によりエンジンＥの始動後は基本的に切替回路１００が図６の並列接続態様に維持され、蓄電素子４６及び４７が充電される。したがって、Ｓ１３の処理において切替回路１００を図７の直列接続態様へ切り替えるにあたり、図８のＳ１のように蓄電素子４７を充電することはしていない。図８のＳ１のように蓄電素子４７を充電する処理を行ってもよいが、この処理を省略する方が加速操作に対する反応がよくなりドライバビリティを向上できる。一方、Ｓ１３の処理において切替回路１００を図７の直列接続態様へ切り替えるにあたり、蓄電素子４７の蓄電量を確認し、十分な充電量が確認できた場合に切り替えてもよい。その場合、蓄電素子４７の充電量を検知するセンサを設け、そのセンサの検知結果を基準としてもよい。 In the case of this embodiment, the switching circuit 100 is basically maintained in the parallel connection mode of FIG. 6 after the start of the engine E by the process of S6 of FIG. 8 and the storage elements 46 and 47 are charged. Therefore, when the switching circuit 100 is switched to the series connection mode of FIG. 7 in the process of S13, the storage element 47 is not charged as in S1 of FIG. A process of charging the storage element 47 may be performed as shown in S1 of FIG. 8, but omitting this process improves the reaction to the acceleration operation and can improve the drivability. On the other hand, when the switching circuit 100 is switched to the serial connection mode of FIG. 7 in the process of S13, the storage amount of the storage element 47 may be confirmed and switching may be performed when a sufficient charge amount can be confirmed. In that case, a sensor for detecting the charge amount of the storage element 47 may be provided, and the detection result of the sensor may be used as a reference.
　＜他の実施形態＞
　平滑コンデンサ９３と蓄電素子４７とを兼用してもよい。これにより部品数の増加を抑制することができる。図１０はその一例を示す回路図である。上記実施形態の回路と異なる点について説明する。 Other Embodiments
The smoothing capacitor 93 and the storage element 47 may be used in combination. This can suppress an increase in the number of parts. FIG. 10 is a circuit diagram showing an example thereof. Points different from the circuit of the above embodiment will be described.
　図１０の例の切替回路１００は、複数のスイッチング素子１０４～１０７を備える。本実施形態の場合、スイッチング素子１０４～１０７はスイッチング素子９１及び９２と同様にＭＯＳＦＥＴである。スイッチング素子１０４は、配線９０ａと蓄電素子４７の正極との間に位置してこれらに接続されている。スイッチング素子１０６は、配線９０ｂと蓄電素子４７の負極との間に位置してこれらに接続されている。配線９０ｂにはダイオード１１４が設けられている。 The switching circuit 100 in the example of FIG. 10 includes a plurality of switching elements 104 to 107. In the case of this embodiment, the switching elements 104 to 107 are MOSFETs in the same manner as the switching elements 91 and 92. The switching element 104 is located between the wire 90 a and the positive electrode of the storage element 47 and connected thereto. The switching element 106 is located between the wire 90 b and the negative electrode of the storage element 47 and connected thereto. A diode 114 is provided in the wiring 90 b.
　スイッチング素子１０５は蓄電素子４７の正極と配線９０ｃとの間に位置してこれらに接続されている。配線９０ｃはグランドに接続されている。スイッチング素子１０７は蓄電素子４７の負極と配線９０ｃとの間に位置してこれらに接続されている。スイッチング素子１０４～１０７のＯＮ／ＯＦＦを切り替えることにより、蓄電素子４６及び４７と、インバータ９０との接続状態を切り替えることができる。 The switching element 105 is located between the positive electrode of the storage element 47 and the wiring 90 c and connected to them. The wiring 90c is connected to the ground. The switching element 107 is located between the negative electrode of the storage element 47 and the wiring 90 c and connected thereto. By switching ON / OFF switching elements 104 to 107, the connection state between storage elements 46 and 47 and inverter 90 can be switched.
　図５の並列接続態様（蓄電素子４６による蓄電素子４７の充電）と等価な回路とする場合、スイッチング素子１０４をＯＮとし、スイッチング素子１０５～１０７をＯＦＦとする。図６の並列接続態様（発電電動機７０による蓄電素子４６及び４７の充電）と等価な回路とする場合、スイッチング素子１０４、１０７をＯＮとし、スイッチング素子１０５、１０６をＯＦＦとする。図７の直列接続態様と等価な回路とする場合、スイッチング素子１０５及び１０６をＯＮとし、スイッチング素子１０４及び１０７をＯＦＦとする。 In the case of a circuit equivalent to the parallel connection mode of FIG. 5 (charging of the storage element 47 by the storage element 46), the switching element 104 is turned on and the switching elements 105 to 107 are turned off. In the case of a circuit equivalent to the parallel connection mode of FIG. 6 (charging of the storage elements 46 and 47 by the generator motor 70), the switching elements 104 and 107 are turned on and the switching elements 105 and 106 are turned off. In the case of a circuit equivalent to the series connection mode of FIG. 7, the switching elements 105 and 106 are turned on, and the switching elements 104 and 107 are turned off.
　本発明は上記実施の形態に制限されるものではなく、本発明の精神及び範囲から離脱することなく、様々な変更及び変形が可能である。従って、本発明の範囲を公にするために、以下の請求項を添付する。 The present invention is not limited to the above embodiment, and various changes and modifications can be made without departing from the spirit and scope of the present invention. Accordingly, the following claims are attached to disclose the scope of the present invention.

Claims (7)

  1. 　車両(1)のエンジン(E)のクランク軸(51)を回転駆動するモータとして機能するとともに、前記クランク軸(51)の回転から回生起電力を生成するジェネレータとして機能する発電電動機(70)と、
    　ブリッジ接続された複数のスイッチング素子(91a-91c,92a-92c)を備え、前記発電電動機(70)に接続されたインバータ(90)と、
    　第一の蓄電手段(46)と、
    　第二の蓄電手段(47)と、
    　前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)と、前記インバータ(90)との接続状態を第一の接続態様と第二の接続態様とで切り替える切替手段(100)と、を備え、
    　前記第一の接続態様では、並列に接続された前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)が前記インバータ(90)に接続され、かつ、前記第一の蓄電手段(46)の負極と前記第二の蓄電手段(47)の負極とがグランド(G)を介して接続され、
    　前記第二の接続態様では、直列に接続された前記第一の蓄電手段(46)及び前記第二の蓄電手段(47)が前記インバータ(90)に接続され、かつ、前記第一の蓄電手段(46)の負極と前記第二の蓄電手段(47)の正極とが前記グランド(G)を介して接続される、
    ことを特徴とする車両用制御装置。     A generator motor (70) that functions as a motor that rotationally drives a crankshaft (51) of an engine (E) of the vehicle (1), and that functions as a generator that generates a generated electric power from the rotation of the crankshaft (51) ,
    An inverter (90) comprising a plurality of switching elements (91a-91c, 92a-92c) connected in a bridge, and connected to the generator motor (70);
    First storage means (46),
    A second storage means (47),
    Switching means (100) for switching the connection between the first storage means (46) and the second storage means (47) and the inverter (90) in the first connection mode and the second connection mode And
    In the first connection mode, the first storage means (46) and the second storage means (47) connected in parallel are connected to the inverter (90), and the first storage means The negative electrode of (46) and the negative electrode of the second storage means (47) are connected via a ground (G),
    In the second connection mode, the first storage means (46) and the second storage means (47) connected in series are connected to the inverter (90), and the first storage means The negative electrode of (46) and the positive electrode of the second storage means (47) are connected via the ground (G),
    Control device for vehicles characterized by the above.
  2. 　請求項１に記載の車両用制御装置であって、
    　前記発電電動機(70)を駆動するために前記接続状態を前記第二の接続態様とした場合、所定時間の経過後に前記接続状態を前記第一の接続態様とする、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    When the connection state is set to the second connection mode to drive the generator motor (70), the connection state is set to the first connection mode after a predetermined time has elapsed.
    Control device for vehicles characterized by the above.
  3. 　請求項１に記載の車両用制御装置であって、
    　前記エンジン(E)の始動を条件として、前記接続状態を前記第二の接続態様とする、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    Under the condition that the engine (E) is started, the connection state is the second connection mode,
    Control device for vehicles characterized by the above.
  4. 　請求項１に記載の車両用制御装置であって、
    　アクセル開度の加速側の変化量が規定値以上となったことを条件として、前記接続状態を前記第二の接続態様とする、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    Under the condition that the amount of change on the acceleration side of the accelerator opening becomes equal to or greater than a specified value, the connection state is the second connection mode,
    Control device for vehicles characterized by the above.
  5. 　請求項１に記載の車両用制御装置であって、
    　前記第一の蓄電手段(46)はバッテリであり、
    　前記第二の蓄電手段(47)はコンデンサであり、
    　前記コンデンサの定格電圧は前記バッテリの公称電圧以上であり、
    　前記第一の接続態様によって、前記バッテリと前記コンデンサとが同電位とされる、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    The first storage means (46) is a battery,
    The second storage means (47) is a capacitor,
    The rated voltage of the capacitor is above the nominal voltage of the battery,
    By the first connection mode, the battery and the capacitor are brought to the same potential.
    Control device for vehicles characterized by the above.
  6. 　請求項１に記載の車両用制御装置であって、
    　前記第一の蓄電手段(46)は、前記車両の電装部品(81)に電力を供給可能である、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    The first storage means (46) is capable of supplying power to the electric component (81) of the vehicle.
    Control device for vehicles characterized by the above.
  7. 　請求項１に記載の車両用制御装置であって、
    　前記第二の蓄電手段(47)はコンデンサであって、前記インバータ(90)の平滑コンデンサを兼用する、
    ことを特徴とする車両用制御装置。     The vehicle control device according to claim 1, wherein
    The second storage means (47) is a capacitor, and also serves as a smoothing capacitor of the inverter (90).
    Control device for vehicles characterized by the above.
PCT/JP2018/026117 2017-09-29 2018-07-11 Vehicle control device WO2019064817A1 (en)

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