JP2011126448A - Auxiliary drive mechanism for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an auxiliary drive mechanism for hybrid vehicle that secures operation of an auxiliary in any travel state, and smoothly selects power transmitted from a travel motor side or power transmitted from an auxiliary motor side. <P>SOLUTION: In the auxiliary drive mechanism for hybrid vehicle, a first clutch (21) and a first dumper (31) are interposed between a drive force extracting mechanism (10) and an auxiliary (A), and a second clutch (22) and a second dumper (32) are interposed on the side opposite to the drive force extracting mechanism (10) of the auxiliary (A) and are connected with the auxiliary motor (41). When a rotation speed transmitted from a traveling drive system (P) is smaller than a set rotation speed (N1), the auxiliary motor (41) is driven, the first clutch (21) is disconnected, and the second clutch (22) is connected. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to various auxiliary machines in a hybrid vehicle (hybrid electric vehicle) in which a motor / generator (traveling motor) and an internal combustion engine (engine) are mounted, and the vehicle travels only with the driving force generated by the motor. The present invention relates to an accessory drive mechanism for driving.

  Even in a hybrid vehicle, when traveling, a hydraulic pump that drives a power steering (a so-called “power steering pump”), an air compressor that supplies compressed air used in a brake, etc., or an air conditioner that compresses refrigerant with a vehicle air conditioner Compressors (so-called “cooler compressors”) or the like must be driven, and it is necessary to ensure the driving of various auxiliary machines in both the engine and motor travel.

FIG. 7 shows a drive line in a normal vehicle that is not a hybrid vehicle. In FIG. 7, the auxiliary machinery A is mounted on an engine E, and is driven as a driving force extraction mechanism 1 via a winding transmission means such as a belt or a gear train.
FIG. 8 is a schematic diagram showing an embodiment of a parallel hybrid vehicle, which is connected to the travel motor M from the engine E via the clutch C, and various auxiliary machines A are provided in the engine E as in the previous example. It is driven by the driving force extraction mechanism 1. In this configuration, for example, when the travel is performed by the travel motor M with the clutch C disengaged, the engine E is stopped or idling, so that each auxiliary device A does not reach the required output, and the travel is abnormal. There is a fear. In this case, it is possible to drive the auxiliary machine through the engine with the travel motor M, but the engine E is idled, so that the loss is large.

In response to such problems, an auxiliary motor for driving the auxiliary machines is provided, and an electromagnetic clutch is interposed in the power transmission mechanism for taking out the power from the traveling drive system to the auxiliary machine. A technology for detecting an abnormality in the system and operating an electromagnetic clutch, and a technology for providing an auxiliary machine driven by an auxiliary electric motor and an auxiliary machine driven by a traveling electric motor, and switching driving in the event of an abnormality have been proposed. (See Patent Document 1).
However, in this technique (Patent Document 1), the former may cause a failure of the transmission system if the switching timing of both the driving / auxiliary motors is deviated, and the latter is a dual system, and thus costs or arrangement space. There is a problem above.

Also, in an electric vehicle, a first auxiliary machine group necessary for traveling and a second auxiliary machine group necessary for stopping are provided, and the former is driven by a traveling motor and the latter is driven by a dedicated auxiliary driving motor. The overlapping auxiliary machines are merged on the output side, or the air compressor is used as both the first auxiliary machine group and the second auxiliary machine group, and the clutch is formed from the traveling motor and the auxiliary machine driving motor. Has been disclosed (see Patent Document 2).
However, this technique (Patent Document 2) has a problem in that it is an overlapping dual system, or in the example in which the first auxiliary machine group and the second auxiliary machine group are combined, a specific drive is performed. Disclosure of means is not allowed.

Japanese Patent No. 3611731 Japanese Patent No. 3685246

  The present invention has been proposed in view of the above-described problems of the prior art, and can ensure the operation of the auxiliary machine in any traveling state and is transmitted from the traveling motor side. An object of the present invention is to provide an accessory drive mechanism for a hybrid vehicle that can smoothly switch between power and power transmitted from the auxiliary motor side.

The auxiliary vehicle drive mechanism of the hybrid vehicle of the present invention includes a drive force extraction mechanism (10) that extracts power from a travel drive system (P) having an engine (E) and a travel motor (M).
An auxiliary machine (A: power steering pump, air compressor, etc.) is connected to the driving force take-out mechanism (10), and a first clutch (A) is connected between the driving force take-out mechanism (10) and the auxiliary machine (A). 21: an electromagnetic clutch) and a first damper (31) are interposed, and the first damper (31) is disposed on the auxiliary machine (A) side,
An auxiliary motor (41: auxiliary drive motor) is connected to the side of the auxiliary machine (A) opposite to the driving force extraction mechanism (10), and between the auxiliary machine (A) and the auxiliary motor (41). The second clutch (31: electromagnetic clutch) and the second damper (32) are interposed, and the second damper (32) is disposed on the auxiliary machine (A) side,
A rotation speed measurement device (Ma) that measures the rotation speed of the travel drive system (P) and a control device (5) are provided, and the control device (5) includes a measurement result (travel drive). System rotation speed)
If the rotational speed transmitted from the travel drive system (P) is equal to or higher than the set rotational speed (N1: for example, a low rotational speed near the engine idling rotational speed), the control device (5) turns the auxiliary motor (41) on. Stop, connect the first clutch (21), disconnect the second clutch (22),
If the rotational speed transmitted from the traveling drive system (P) is lower than the set rotational speed (N1), the auxiliary motor (41) is driven, the first clutch (21) is disconnected, and the second clutch (22 ) Are connected to each other.

  Here, as the auxiliary machine (A), a pump (A1: so-called “power steering pump”) that drives a power steering, an air compressor (A2) that supplies compressed air for braking, and an air conditioner compresses the refrigerant. Air-conditioning compressor (A3: so-called “cooler compressor”) and the like.

In addition, the auxiliary machine (A) is connected to the driving force extraction mechanism (10) via the first auxiliary machine system (11) and / or the second auxiliary machine system (12),
The first auxiliary system (11) is connected to the driving force take-off mechanism (10), and includes a pump (A1: so-called “power steering pump”) that drives the power steering and an air compressor (A2) that supplies compressed air. And
The second auxiliary system (12) preferably includes an air conditioning compressor (A3) for compressing the refrigerant by the air conditioner.

Here, in the first auxiliary machine system (11), in the region between the pump (A1) and the air compressor (A2) for supplying compressed air and the second damper (22), the first auxiliary machine system A power distribution mechanism (13) for extracting power from (11),
The power distribution mechanism (13) is connected to the air conditioning compressor (A3), and a third clutch (23: electromagnetic clutch) is provided between the power distribution mechanism (13) and the air conditioning compressor (A3). It is preferable to be interposed (FIG. 2).

And the signal (ON / OFF signal of an air conditioner) of whether the air conditioner is operating is input to the control device (5),
The control device (5) disconnects the third clutch (23) when the air conditioner is not operating (the air conditioner OFF signal is input to the control device), and the air conditioner is activated. (When the ON signal of the air conditioner is input to the control device 5), it is preferable to have a function of connecting the third clutch (23).

Alternatively, the second auxiliary system (12) is also connected to the driving force extraction mechanism (10), and the second auxiliary system (12) is connected to the driving force extraction mechanism (10) on the side away from the driving force extraction mechanism (10). 2 auxiliary motors (42) are interposed,
A fourth clutch (24: electromagnetic clutch) and a fourth damper (34) are interposed between the driving force extraction mechanism (10) and the air conditioning compressor (A3), and the fourth damper (34). Is arranged on the auxiliary machine side,
A fifth clutch (25: electromagnetic clutch) and a fifth damper (35) are interposed between the air conditioning compressor (A3) and the second auxiliary motor (42), and the fifth damper (35 ) Is preferably arranged on the auxiliary machine side (FIG. 6).

  According to the present invention having the above-described configuration, since the auxiliary motors (41, 42) are provided, for example, in various facilities or commercial areas, the hybrid vehicle is not driven by the engine (E) but only by the traveling motor (M). The power steering pump, air compressor, and cooler compressor can be operated even when traveling on the road.

Further, according to the present invention, by using the clutches (21, 22,...) And the dampers (31, 32,...), The travel drive system (P: engine or travel motor side) can be realized with a simple configuration. ) And the power transmitted from the auxiliary motors (41, 42) can be allowed to have an error in switching timing.
In addition, the power transmitted from the travel drive system (P) and the power transmitted from the auxiliary motor (41) do not interfere with each other, and it is prevented that the power transmission system is forced and damaged.

Here, in the present invention, when an electromagnetic clutch is used as the clutch, the electromagnetic clutch is an electric product, so it is weak against physical shock compared to a mechanical clutch and easily damaged by the shock at the time of disconnection and connection. .
In particular, in such a configuration, since power is transmitted to a plurality of auxiliary machines via a single transmission mechanism, the load and the load fluctuation are large, and the impact at the time of disconnection and connection of the electromagnetic clutch is large.
However, according to the present invention, since the damper is provided on the auxiliary side of the mechanical clutch, the shock when the large load is connected and the shock when the large load is disconnected are alleviated by the damper. . As a result, according to the present invention, it is possible to protect the clutch (particularly, the electromagnetic clutch) from a physical shock that acts during disconnection and connection.

  Here, when the auxiliary motor is converted into the rotation of the power transmission system, for example, it is only necessary to secure a rotational speed slightly higher than the rotational speed corresponding to the low rotational speed in the vicinity of the engine idling rotational speed. The power consumed by the motor can be reduced and suppressed.

  Thereby, according to this invention, the reliability of a mechanism can be improved by simplifying a structure and control, and introduction cost can be reduced.

  Furthermore, in the present invention, if a signal indicating whether or not the air conditioner is in operation (ON / OFF signal of the air conditioner) is input to the control device, the operation state or the non-operation state regardless of the traveling state. The power necessary to drive the auxiliary equipment for the air conditioner (cooler compressor that compresses the refrigerant by the air conditioner) is reliably transmitted from the travel drive system or the auxiliary motor dedicated to air conditioning.

It is a block diagram which shows the outline | summary of embodiment of this invention. It is the block diagram which showed the auxiliary machinery system | strain of FIG. 1 in detail. It is a block diagram of the control mechanism in an embodiment. It is a flowchart which shows the control in embodiment. It is a characteristic view which shows the action | operation of the motor in embodiment. It is a block diagram which shows the modification of embodiment. It is a schematic diagram showing a driving force take-out mechanism for auxiliary equipment of a vehicle that is a base of a hybrid vehicle. It is a schematic diagram which shows the driving force taking-out mechanism for auxiliary machines in the conventional hybrid vehicle.

Embodiments of the present invention will be described below with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected to the components similar to having demonstrated in FIG. 7, FIG. 8, and the overlapping description is abbreviate | omitted.
In FIG. 1, a travel drive system P of a hybrid vehicle is connected to a travel motor (motor / generator) M from an engine E via a clutch C, and further connected to a rear axle R by a drive shaft via a transmission T. ing. A driving force extraction mechanism 10 is interposed between the output side of the traveling motor M and the transmission T.

The driving force take-out mechanism 10 drives a first auxiliary machine system 11, and the first auxiliary machine system 11 is connected to an auxiliary machine A (post-operative operation) via a first clutch 21 and a first damper 31. To include a plurality of auxiliary machines).
At the rear end of the auxiliary machine A (the end portion on the side separated from the driving force take-out mechanism 10: the right end portion in FIG. 1), the second damper 32 and the second clutch 22 are used (first). An auxiliary motor 41 is connected.
The first and second clutches 31 and 32 are preferably electromagnetic clutches (including third to fifth clutches described later).

In FIG. 2, the auxiliary machine A is embodied as a power steering pump A1, an air compressor A2, and an air conditioning compressor A3, and a configuration for driving the auxiliary machine is shown.
In FIG. 2, the first drive system 11 is provided with a first clutch 21 and a damper 31, and a power steering pump A1 and an air compressor A2 are provided so as to be driven in tandem. Here, the arrangement of the power steering pump A1 and the air compressor A2 can be reversed from that shown in FIG.

In the first drive system 11, a power distribution mechanism 13 is connected to the rear ends of the power steering pump A1 and the air compressor A2 (the end on the side separated from the drive force extraction mechanism 10: the right end in FIG. 2). Has been. The auxiliary motor 41 is connected to the rear end side of the power distribution mechanism 13 via the second clutch 22 and the second damper 32.
Further, a second drive system 12 is branched from the power distribution mechanism 13, and the air-conditioning compressor A 3 can be driven to the second drive system 12 via an electromagnetic clutch 23 that is a third clutch. Is intervening.

Referring also to FIG. 3, in the control device 5, an ignition switch detection means signal (ignition switch ON / OFF signal) from an ignition switch (not shown), a motor rotation number detection signal from the motor rotation detection sensor Ma, and An air conditioner ON / OFF signal from an air conditioner ON / OFF switch (not shown) is input to the input means 5a, and the input means 5a is connected to the calculation means 5b.
The calculating means 5b performs control which will be described later, and outputs control signals to the first to third clutches 21 to 23 and the auxiliary motor 41 via the output means 5c.

Hereinafter, the control in the illustrated embodiment will be described mainly with reference to FIG.
In step S1 of FIG. 4, it is determined whether or not the ignition switch is ON. If the ignition switch is OFF (step S1 is OFF), the auxiliary motor 41 is stopped and terminated (step S12).
If the ignition switch is ON (step S1 is ON), the rotational speed of the traveling motor M is read (step S2), and then the air conditioner ON / OFF signal is read (step S3). Then, it is determined whether or not the read rotational speed of the traveling motor M is smaller than a predetermined value (step S4).
Note that the control shown in step S3 can also be executed immediately before step S9.

If the rotational speed of the traveling motor M is greater than the predetermined value (NO in step S4), the auxiliary motor 41 is stopped (step S5). Then, the first clutch 21 (electromagnetic clutch 1) is connected, and the second clutch 22 (electromagnetic clutch 2) is disconnected (step S6).
As a result, the driving forces of the power steering pump A1 and the air compressor A2 are transmitted from the traveling motor M side and not from the auxiliary motor 41 side.
On the other hand, if the rotational speed of the traveling motor M is smaller than the predetermined value (YES in step S4), the auxiliary motor 41 is driven (step S7). Then, the first clutch 21 (electromagnetic clutch 1) is disconnected and the second clutch 22 (electromagnetic clutch 2) is connected (step S8).
As a result, the driving forces of the power steering pump A1 and the air compressor A2 are transmitted from the auxiliary motor 41 side and not from the traveling motor M side.

Here, when the driving force of the power steering pump A1 and the air compressor A2 is switched from one side on the auxiliary motor 41 side or the traveling motor M side to the other side, the timings of connection and disconnection of the clutches 21 and 22 are slightly shifted. However, the power steering pump A1, the air compressor A2, the auxiliary motor 41, and the like are not damaged by sudden power transmission and disconnection.
This is because the dampers 31 and 32 have an effect of reducing the impact at the time of switching.

Next, in step S9, it is determined whether the air conditioner signal is ON or OFF (step S9). If the air conditioner signal is ON (YES in step S9), the electromagnetic clutch 23 (third clutch) is connected (step S10), and the air conditioning compressor A3 is driven.
On the other hand, if the air conditioner signal is OFF (NO in step S9), the electromagnetic clutch 23 (third clutch) is disconnected (step S11), and the air conditioning compressor A3 is stopped.
After steps S10 and S11, the process returns to step S1.

FIG. 5 shows an example of the rotational speeds of the power steering pump A1 and the air compressor A2 and the operation pattern of the air conditioning compressor A3. The vertical axis in FIG. 5 indicates the rotation speed, and the horizontal axis indicates time.
In FIG. 5, the driving motor M indicated by the dotted line accelerates (ab), travels at a constant speed (bc), and then decelerates (cd). The number of rotations is indicated by a solid line and a rough dotted line. Here, the solid line in FIG. 5 shows the case where the power steering pump A1 and the air compressor A2 are driven, and the rough dotted line shows the case where the air conditioning compressor A3 is driven. The reason why the rotational characteristics of the same auxiliary motor 41 are expressed by two types of characteristics is that the operation patterns of the power steering pump A1 and the air compressor A2 are different from the operation patterns of the air conditioning compressor A3. In the example of FIG. 5, the air conditioning compressor A3 does not operate until the rotational speed of the traveling motor M reaches the predetermined rotational speed N1.
Here, in the region on the right side of FIG. 5, the rotational speed on the rough dotted line is higher than the rotational speed on the solid line, but it varies from case to case depending on the gear ratio and the like.

In FIG. 5, the characteristic of the traveling motor M indicated by the fine dotted line is that the auxiliary pump 41 is driven as indicated by the solid line until the predetermined rotational speed N1 is reached, and the power steering pump A1 and the air compressor A2 are driven at the predetermined rotational speed. Drive with. Therefore, the characteristic indicated by the solid line (the rotational speed of the auxiliary motor 41 related to the power steering pump A1 and the air compressor A2) rises at a slightly higher rotational speed than the predetermined rotational speed N1.
Here, as described above, since the air conditioning compressor A3 does not operate until the rotational speed of the traveling motor M reaches the predetermined rotational speed N1, the characteristic indicated by the rough dotted line (the auxiliary motor 41 related to the air conditioning compressor A3 The number of revolutions) has not risen.
When the traveling motor M exceeds the predetermined rotational speed N1, the clutch 22 is disengaged and the auxiliary motor 41 is stopped, and the traveling motor M drives the auxiliary machines A1 and A2. Therefore, in FIG. 5, the rotational speed is zero in the characteristics indicated by the solid line.

When the traveling motor M decelerates to a predetermined rotational speed N1 or less, the auxiliary motor 41 is started again, the clutch 22 is connected, and the power steering pump A1 and the air compressor A2 are driven at the predetermined rotational speed.
In the example of FIG. 5, the air conditioning compressor is driven by the auxiliary motor 41 when the rotational speed of the traveling motor M decreases below the predetermined rotational speed N1. Therefore, in FIG. 5, the characteristic indicated by the rough dotted line also rises in the region on the right side of the time point when the rotational speed of the traveling motor M has decreased below the predetermined rotational speed N1.

Next, a modification of the embodiment shown in FIGS. 1 to 5 will be described with reference to FIG.
The modification of FIG. 6 is different from the embodiment shown in FIGS. 1 to 5 in the drive system of the cooler compressor A3.
In the modified example of FIG. 6, the first auxiliary machine system 11 and the second auxiliary machine system 12 are driven from the driving force extraction mechanism 10 provided between the traveling motor M and the transmission T, respectively. .
The first auxiliary machine drive system 11 is connected to a power steering pump A1 and an air compressor A2 via a first clutch 21 and a first damper 31, and is opposed to the air compressor A2 (driving force take-out mechanism 10). The first auxiliary motor 41 is connected via the second clutch 22 and the second damper 32 to the side away from the right side (right side in FIG. 6).
The second auxiliary machine drive system 12 is connected to the air conditioning compressor A3 via the fourth clutch 24 and the fourth damper 31, and is opposite to the air conditioning compressor A3 (the side separated from the driving force take-out mechanism 10). : On the right side in FIG. 6, the second auxiliary motor 42 is connected via the fifth clutch 25 and the fifth damper 35.

In the modification of FIG. 6, the first auxiliary machine system 11 necessary for traveling and the second auxiliary machine system 12 that needs to be driven regardless of traveling are separate drive systems.
In the modification shown in FIG. 6, the operation characteristic shown in FIG. 5 is the characteristic of the first auxiliary motor 41, and the characteristic shown by the rough dotted line is the characteristic of the second auxiliary motor 42.
Other configurations and operational effects in the modification of FIG. 6 are the same as those of the embodiment of FIGS.

  It should be noted that the illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1,10 ... Driving force taking-out mechanism 11 ... 1st auxiliary machine system 12 ... 2nd auxiliary machine system 21-25 ... 1st-5th (electromagnetic) clutch 31-35. .... First to fifth dampers 41, 42 ... Auxiliary motor 5 ... Control device A ... Auxiliary machine A1 ... Power steering pump A2 ... Air compressor A3 ... Cooler compressor E ... Engine C ... Clutch M ... Travel motor P ... Travel drive system T ... Transmission

Claims (5)

A driving force extraction mechanism for extracting power from a traveling drive system having an engine and a traveling motor;
An auxiliary machine is connected to the driving force take-out mechanism, a first clutch and a first damper are interposed between the driving force take-out mechanism and the auxiliary machine, and the first damper is located on the auxiliary machine side. Has been placed,
An auxiliary motor is connected to the side of the auxiliary machine opposite to the driving force extraction mechanism, and a second clutch and a second damper are interposed between the auxiliary machine and the auxiliary motor, and the second damper is provided. Is arranged on the auxiliary machine side,
A rotation speed measurement device that measures the rotation speed of the traveling drive system and a control device are provided, and the measurement result of the rotation speed measurement device is input to the control device,
The control device stops the auxiliary motor, connects the first clutch and disconnects the second clutch if the rotational speed transmitted from the traveling drive system is equal to or higher than the set rotational speed,
If the rotational speed transmitted from the traveling drive system is lower than the set rotational speed, the auxiliary motor is driven, and the first clutch is disconnected and the second clutch is connected. Auxiliary drive mechanism for hybrid vehicles. The auxiliary machine is connected to the driving force extraction mechanism via the first auxiliary machine system and / or the second auxiliary machine system,
The first auxiliary system is connected to a driving force take-out mechanism, and includes a pump that drives the power steering and an air compressor that supplies compressed air.
The auxiliary drive system for a hybrid vehicle according to claim 1, wherein the second auxiliary system includes an air conditioning compressor for compressing the refrigerant by the air conditioner. A power distribution mechanism for extracting power from the first auxiliary system is interposed in a region between the pump and the air compressor that supplies compressed air and the second damper in the first auxiliary system.
The auxiliary drive mechanism for a hybrid vehicle according to claim 2, wherein a power distribution mechanism is connected to the air conditioning compressor, and a third clutch is interposed between the power distribution mechanism and the air conditioning compressor. A signal indicating whether the air conditioner is operating is input to the control device,
The control device has a function of disconnecting the third clutch when the air conditioner is not operating, and connecting the third clutch when the air conditioner is operating. 3 Auxiliary drive mechanism of hybrid vehicle. The second auxiliary system is also connected to the driving force extraction mechanism, and a second auxiliary motor is interposed on the side away from the driving force extraction mechanism of the second auxiliary system,
A fourth clutch and a fourth damper are interposed between the driving force take-out mechanism and the air conditioning compressor, and the fourth damper is disposed on the auxiliary machine side,
The hybrid vehicle auxiliary device according to claim 2, wherein a fifth clutch and a fifth damper are interposed between the air conditioning compressor and the second auxiliary motor, and the fifth damper is disposed on the auxiliary machine side. Machine drive mechanism.

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