WO2016189807A1 - Motor system - Google Patents

Motor system Download PDF

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Publication number
WO2016189807A1
WO2016189807A1 PCT/JP2016/002282 JP2016002282W WO2016189807A1 WO 2016189807 A1 WO2016189807 A1 WO 2016189807A1 JP 2016002282 W JP2016002282 W JP 2016002282W WO 2016189807 A1 WO2016189807 A1 WO 2016189807A1
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WO
WIPO (PCT)
Prior art keywords
motor
compressor
engine
rotational force
vehicle
Prior art date
Application number
PCT/JP2016/002282
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French (fr)
Japanese (ja)
Inventor
健治 杉原
Original Assignee
パナソニックＩｐマネジメント株式会社
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Publication date
Application filed by パナソニックＩｐマネジメント株式会社 filed Critical パナソニックＩｐマネジメント株式会社
Publication of WO2016189807A1 publication Critical patent/WO2016189807A1/en

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    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters

Definitions

  • the present invention relates to a motor system having a motor and a compressor.
  • Patent Document 1 discloses a starter generator in which a motor and a variable displacement swash plate compressor are connected by a common shaft, the motor generates power by power transmitted from the engine to the shaft, and the compressor compresses the air-conditioning refrigerant. Is disclosed.
  • a motor system includes a motor, a compressor that compresses an air-conditioning refrigerant, a first clutch that transmits and blocks rotational force between the motor and a drive shaft that drives a vehicle, and a motor.
  • a second clutch that transmits and shuts off the rotational force between the compressor and the compressor;
  • FIG. 1 is a block diagram showing an example of a configuration of a motor system according to Embodiment 1 Timing chart showing an example of operation of the motor system according to the first embodiment Timing chart showing an example of operation of the motor system according to the second embodiment
  • An object of the present invention is to provide a motor system that can effectively prevent power loss.
  • FIG. 1 is a block diagram illustrating an example of a configuration of a motor system according to the first embodiment.
  • the motor system 100 is mounted on a vehicle such as a car, for example. In the following, it is assumed that the motor system 100 is mounted on a vehicle.
  • the motor system 100 includes, for example, a battery 101, an inverter 102, a compressor 103, a motor 104, an engine 105, a crankshaft 106, a pulley 107, a belt 108, a compressor side clutch 109, an engine side clutch 110, a compressor side shaft 111, A motor side shaft 112 and a control unit 113 are provided.
  • the battery 101 supplies power to the motor 104 via the inverter 102.
  • the battery 101 is charged by the motor 104 via the inverter 102.
  • the inverter 102 operates under the control of the control unit 113, converts DC power output from the battery 101 into AC power, and supplies the AC power to the motor 104. Further, the inverter 102 charges the battery 101 by converting the AC power generated by the motor 104 into DC power and supplying it to the battery 101.
  • the compressor 103 is driven by the rotation of the compressor side shaft 111 and compresses the refrigerant of the air conditioner.
  • the motor 104 receives supply of electric power from the battery 101 via the inverter 102 and rotates the motor-side shaft 112 to start the engine 105 or drive the compressor 103. Further, the motor 104 generates power with the driving force transmitted from the engine 105 and charges the battery 101 via the inverter 102.
  • An engine side clutch 110 is provided on one side of the motor side shaft 112, and a compressor side clutch 109 is provided on the other side.
  • Engine 105 drives the car.
  • the crankshaft 106, the pulley 107, and the belt 108 transmit the power generated by the engine 105 to the engine side clutch 110.
  • the crankshaft 106 is an example of a drive shaft that drives a vehicle, and transmits the rotational force generated by the engine 105.
  • the compressor-side clutch 109 transmits and shuts off rotational force between the motor 104 and the compressor 103 via the compressor-side shaft 111 under the control of the control unit 113.
  • the engine side clutch 110 transmits and shuts off the rotational force between the motor 104 and the engine 105 through the crankshaft 106, the pulley 107, and the belt 108 under the control of the control unit 113.
  • the motor 104 is connected to the drive shaft of the vehicle via the engine side clutch 110.
  • the engine side clutch 110 is connected to the motor side shaft 112, but may be configured to be connected to the crankshaft 106.
  • the control unit 113 controls the inverter 102, the compressor-side clutch 109, and the engine-side clutch 110 based on the traveling state of the vehicle and the operation request of the air conditioner.
  • a gear is provided between the crankshaft 106, the compressor side shaft 111, and the motor side shaft 112 in order to change the rotational speed.
  • FIG. 2 is a timing chart showing an example of the operation of the motor system 100 according to the first embodiment.
  • the motor system 100 starts operation when the ignition switch of the vehicle is switched from the off state to the on state.
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 to perform cranking ((c), (d), (f) in FIG. 2).
  • the vehicle travels at a predetermined vehicle speed ((a) in FIG. 2).
  • the control unit 113 controls the inverter 102 to stop the driving of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 2).
  • control unit 113 controls the engine-side clutch 110 to block the rotational force so that the rotational force generated by the engine 105 is not transmitted to the motor 104 ((d) in FIG. 2). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 2).
  • the vehicle decelerates during time T3 ((a) of FIG. 2).
  • the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 2). Accordingly, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 2).
  • the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (see FIG. 2). 2 (e)). Thereby, the loss in the compressor 103 of the power generated by the engine 105 can be eliminated.
  • the vehicle is stopped ((a) in FIG. 2), and the engine 105 is stopped by the idling stop function ((c) in FIG. 2).
  • the control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 2).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104.
  • the force is transmitted to the compressor 103, and the compressor 103 is driven ((e), (f), (g) in FIG. 2).
  • the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 2).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 to perform cranking ((c), (d), (f) in FIG. 2).
  • control unit 113 controls the compressor-side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is temporarily blocked ((e) in FIG. 2).
  • the control unit 113 may control the compressor side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
  • the vehicle travels at a predetermined vehicle speed ((a) in FIG. 2). Since there is an A / C request at time T7 ((b) in FIG. 2), the control unit 113 controls the compressor side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103, The compressor 103 is driven ((e) and (g) in FIG. 2).
  • control unit 113 controls the engine side clutch 110 to block the rotational force so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) in FIG. 2).
  • the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 2).
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 2).
  • the compressor 103 stops driving ((g) in FIG. 2).
  • control unit 113 controls the inverter 102 to stop the driving of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 2).
  • control unit 113 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103 even when the motor 104 is driven ((e) in FIG. 2).
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 2).
  • a predetermined vehicle speed ((a) in FIG. 2).
  • a / C request ((b) in FIG. 2).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104.
  • the force is transmitted to the compressor 103, and the compressor 103 is driven ((e), (f), (g) in FIG. 2).
  • the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 2).
  • the vehicle decelerates during time T10 ((a) in FIG. 2).
  • the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 2). Accordingly, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 2).
  • the control unit 113 keeps the compressor side clutch 109 in the same state as time T9 so that the rotational force is transmitted from the motor 104 to the compressor 103. ((E) of FIG. 2).
  • the rotational force generated by the engine 105 can be used not only for charging the battery 101 but also for driving the compressor 103 ((g) in FIG. 2).
  • the vehicle is stopped ((a) in FIG. 2), and the engine 105 is stopped by the idling stop function ((c) in FIG. 2).
  • the control unit 113 controls the engine side clutch 110 so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) in FIG. 2).
  • the rotation force is transmitted and cut off between the motor 104, the compressor 103 that compresses the air-conditioning refrigerant, and the crankshaft 106 that drives the motor 104 and the vehicle.
  • the engine-side clutch 110 and the compressor-side clutch 109 that transmits and shuts off the rotational force between the motor 104 and the compressor 103 the loss of power generated by the motor 104 is effectively reduced. Can be prevented.
  • the engine 105 that drives the vehicle is further provided, and the crankshaft 106 transmits the rotational force generated by the engine 105, so that the power generated by the motor 104 and the engine 105 is increased. Loss can be effectively prevented.
  • the motor 104 is further provided with the control unit 113 that controls the compressor-side clutch 109 and the engine-side clutch 110 based on the driving state of the vehicle and the air conditioning operation request. Rotational force transmission and interruption between the compressor 103 and the compressor 103, and transmission and interruption of the rotational force between the motor 104 and the engine 105 can be efficiently switched.
  • the control unit 113 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. By shutting off, loss of power generated by the motor 104 and the engine 105 can be effectively prevented.
  • control unit 113 performs cranking by the motor 104 via the engine side clutch 110 when starting the engine 105, so that the motor 104 is not only driven by the compressor 103, Can also be used for cranking.
  • the compressor-side clutch 109 temporarily interrupts transmission of the rotational force between the motor 104 and the compressor 103 when the vehicle starts to travel, so that the engine 105 is started.
  • the load applied to the motor 104 can be reduced, and the vehicle can be accelerated smoothly.
  • the compressor-side clutch 109 is generated by the engine 105 by transmitting the rotational force to the compressor 103.
  • the rotating force can be used not only for charging the battery 101 but also for driving the compressor 103.
  • FIG. 3 is a timing chart showing an example of the operation of the motor system according to the second embodiment.
  • the present embodiment is different from the first embodiment in that the motor 104 assists driving of the vehicle.
  • Motor system 100 starts operation when an ignition switch of a vehicle such as a vehicle is switched from an off state to an on state.
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 and cranking is performed ((c), (d), (f) in FIG. 3).
  • the compressor-side clutch 109 since the air conditioner has not received an operation request (hereinafter referred to as “A / C request”) ((b) in FIG. 3), the compressor-side clutch 109 has a rotational force generated by the motor 104. Is not transmitted to the compressor 103 ((e) of FIG. 3). Therefore, the compressor 103 stops operating ((g) in FIG. 3). Thereby, the loss in the compressor 103 of the power generated by the motor 104 can be eliminated.
  • the vehicle travels at a predetermined vehicle speed ((a) in FIG. 3).
  • the control unit 113 controls the inverter 102 to continue the supply of electric power from the battery 101 to the motor 104, thereby assisting the motor 104 in driving the vehicle by the engine 105 ((f) in FIG. 3).
  • the difference in the output of the motor 104 is represented by the difference in the height of the graph.
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3).
  • the control unit 113 controls the inverter 102 to stop the drive of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 3).
  • control unit 113 controls the engine-side clutch 110 to block the rotational force so that the rotational force generated by the engine 105 is not transmitted to the motor 104 ((d) in FIG. 3). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 3).
  • the vehicle decelerates during time T24 ((a) of FIG. 3).
  • the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 3).
  • the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 3).
  • the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (FIG. 3). 3 (e)). Thereby, the loss in the compressor 103 of the power generated by the engine 105 can be eliminated.
  • the car is stopped ((a) in FIG. 3), and the engine 105 is stopped by the idling stop function ((c) in FIG. 3).
  • the control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 3).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104.
  • the force is transmitted to the compressor 103 to drive the compressor 103 ((e), (f), (g) in FIG. 3).
  • the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 3).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 and cranking is performed ((c), (d), (f) in FIG. 3).
  • control unit 113 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is temporarily blocked ((e) in FIG. 3).
  • the control unit 113 may control the compressor side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
  • the vehicle travels at a predetermined vehicle speed for a time T28 ((a) in FIG. 3).
  • the control unit 113 controls the compressor-side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103 and drive the compressor 103 ((e) and (g in FIG. 3). )).
  • the engine-side clutch 110 is also configured such that the rotational force generated by the motor 104 is transmitted to the engine 105 ((d) in FIG. 3). That is, the motor 104 is used for both driving the compressor 103 and assisting the engine 105.
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3). Since there is no A / C request at time T29 ((b) in FIG. 3), the compressor 103 stops driving ((f) in FIG. 3).
  • control unit 113 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103, and stops the driving of the compressor 103 ((e) in FIG. 3). (F)).
  • control unit 113 controls the inverter 102 to continue supplying power from the battery 101 to the motor 104, thereby assisting the motor 104 in driving the vehicle by the engine 105 ((f) in FIG. 3).
  • the difference in the output of the motor 104 is represented by the difference in the height of the graph.
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3).
  • the control unit 113 controls the inverter 102 to stop the drive of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 3).
  • control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 3). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 3).
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3).
  • a predetermined vehicle speed ((a) in FIG. 3).
  • a / C request ((b) in FIG. 3).
  • control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104.
  • the force is transmitted to the compressor 103, and the compressor 103 is operated ((e), (f), (g) in FIG. 3).
  • the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 3).
  • the vehicle decelerates during time T32 ((a) of FIG. 3).
  • the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 3).
  • the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 3).
  • the control unit 113 keeps the compressor side clutch 109 in the same state as at time T31, and the rotational force is applied from the motor 104 to the compressor 103. It is made to transmit ((e) of FIG. 3). Thereby, the rotational force generated by the engine 105 can be used not only for charging the battery 101 but also for driving the compressor 103.
  • the vehicle is stopped ((a) in FIG. 3), and the engine 105 is stopped by the idling stop function ((c) in FIG. 3).
  • the control unit 113 controls the engine side clutch 110 so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) of FIG. 3).
  • loss of power generated by the motor 104 and the engine 105 can be effectively prevented.
  • FIG. 4 is a block diagram showing an example of the configuration of the motor system 200 according to the third embodiment.
  • the same elements as those of the motor system 100 shown in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.
  • the motor system 200 is mounted on a vehicle such as a car, for example. In the following, it is assumed that the motor system 200 is mounted on a vehicle.
  • the motor system 200 includes, for example, a battery 101, an inverter 102, a compressor 103, a motor 104, a compressor side clutch 109, a compressor side shaft 111, a motor side shaft 112, a tire side clutch 201, a tire 202, a tire side shaft 203, A control unit 204 is included.
  • the inverter 102 operates under the control of the control unit 204, converts DC power output from the battery 101 into AC power, and supplies the AC power to the motor 104. Further, the inverter 102 charges the battery 101 by converting the AC power generated by the motor 104 into DC power and supplying it to the battery 101.
  • the motor 104 receives supply of electric power from the battery 101 via the inverter 102 and rotates the motor-side shaft 112 to drive the tire 202 and the compressor 103. Further, the motor 104 generates electric power with the rotational force transmitted from the tire 202 and charges the battery 101 via the inverter 102. Further, one side of the motor side shaft 112 is provided with a tire side clutch 201, and the other side is provided with a compressor side clutch 109.
  • the compressor side clutch 109 transmits and shuts off the rotational force between the motor 104 and the compressor 103 via the compressor side shaft 111 under the control of the control unit 204. Further, the tire side clutch 201 transmits and interrupts the rotational force between the motor 104 and the tire 202 via the tire side shaft 203 under the control of the control unit 204.
  • the tire-side shaft 203 is an example of a drive shaft that drives the vehicle, and transmits the rotational force generated by the motor 104 to the tire 202.
  • the control unit 204 controls the inverter 102, the compressor side clutch 109, and the tire side clutch 201 based on the traveling state of the vehicle and the operation request of the air conditioner.
  • FIG. 5 is a timing chart showing an example of the operation of the motor system 200 according to the third embodiment.
  • the motor system 200 starts operation when the ignition switch of the vehicle is switched from the off state to the on state.
  • control unit 204 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the tire-side clutch 201 to generate the rotational force generated by the motor 104. Is transmitted to the tire 202 to drive the vehicle (FIGS. 5C and 5E).
  • the compressor side clutch 109 does not transmit the rotational force generated by the motor 104 to the compressor 103 (FIG. 5). (D)). Therefore, the compressor 103 has stopped operating ((f) in FIG. 5). Thereby, the loss in the compressor 103 of the power generated by the motor 104 can be eliminated.
  • the vehicle travels at a predetermined vehicle speed ((a) in FIG. 5).
  • the motor 104 continues to be supplied with electric power from the battery 101 and is driven ((e) in FIG. 5).
  • the tire side clutch 201 transmits the rotational force generated by the motor 104 to the tire 202 and causes the vehicle to travel ((c) in FIG. 5).
  • the vehicle decelerates during time T43 ((a) of FIG. 5).
  • the tire side clutch 201 transmits the rotational force generated by the tire 202 to the motor 104 ((c) of FIG. 5).
  • the motor 104 performs power regeneration and charges the battery 101 ((e) of FIG. 5).
  • the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (FIG. (D) of 5). Thereby, the loss in the compressor 103 of the rotational force produced by the tire 202 can be eliminated.
  • the control unit 204 controls the tire side clutch 201 so that the rotational force is not transmitted from the motor 104 to the tire 202 even when the motor 104 is driven ((c) of FIG. 5).
  • control unit 204 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104.
  • the force is transmitted to the compressor 103 to drive the compressor 103 ((d), (e), (f) in FIG. 5).
  • the difference in the output of the motor 104 is expressed by the difference in the height of the graph.
  • the tire side clutch 201 does not transmit the rotational force generated by the motor 104 to the tire 202 ((c) of FIG. 5).
  • control unit 204 controls the tire-side clutch 201 to transmit the rotational force generated by the motor 104 to the tire 202, thereby causing the vehicle to travel ((c) and (e) in FIG. 5).
  • control unit 204 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is shut off ((d) of FIG. 5).
  • the control unit 204 may control the compressor-side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
  • the vehicle travels at a predetermined vehicle speed ((a) in FIG. 5). Since there is an A / C request at time T47 ((b) in FIG. 5), the control unit 204 controls the compressor side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103, The compressor 103 is driven ((d) and (f) in FIG. 5).
  • the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 5). Since there is no A / C request at time T8 (FIG. 5B), the compressor 103 stops driving (FIG. 5F).
  • control unit 204 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103, and stops the driving of the compressor 103 ((d) in FIG. 5). (F)).
  • control unit 204 controls the compressor-side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103 and drive the compressor 103 ((d), (f in FIG. 5). )).
  • the vehicle decelerates during time T50 ((a) of FIG. 5).
  • the tire side clutch 201 transmits the rotational force generated by the tire 202 to the motor 104 ((c) of FIG. 5).
  • the motor 104 performs power regeneration and charges the battery 101 ((e) of FIG. 5).
  • the control unit 204 keeps the compressor side clutch 109 in the same state as at time T49, and torque from the motor 104 to the compressor 103 is increased. It is made to transmit ((d) of FIG. 5).
  • the rotational force generated by the tire 202 can be used not only for charging the battery 101 but also for driving the compressor 103 ((f) in FIG. 5).
  • the control unit 204 controls the tire side clutch 201 so that the rotational force generated by the motor 104 is not transmitted to the tire 202 ((c) of FIG. 5).
  • the same effect as that of the first embodiment can be obtained even in a vehicle such as a vehicle that travels only by the driving force of the motor 104 without mounting an engine.
  • the present invention is suitable for a motor system having a motor and a compressor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Provided is a motor system in which loss of power can be effectively prevented. The motor system is provided with the following: a motor; a compressor that compresses air conditioning coolant; an engine-side clutch that transmits and cuts off rotary force between the motor and a crankshaft that causes the vehicle to be driven; and a compressor-side clutch that transmits and cuts off rotary force between the motor and the compressor.

Description

モータシステムMotor system
　本発明は、モータと圧縮機とを有するモータシステムに関する。 The present invention relates to a motor system having a motor and a compressor.
　従来、車両のエンジンを始動させるとともに、発電機として機能してバッテリの充電を行うモータと、空調冷媒を圧縮する圧縮機とが一体に構成されたスタータジェネレータが提案されている。 Conventionally, there has been proposed a starter generator in which a motor that starts a vehicle engine and functions as a generator to charge a battery and a compressor that compresses an air-conditioning refrigerant are integrated.
　例えば、特許文献１には、モータと容量可変型斜板式圧縮機とを共通のシャフトで連結し、エンジンからシャフトに伝達される動力によりモータが発電し、圧縮機が空調冷媒を圧縮するスタータジェネレータが開示されている。 For example, Patent Document 1 discloses a starter generator in which a motor and a variable displacement swash plate compressor are connected by a common shaft, the motor generates power by power transmitted from the engine to the shaft, and the compressor compresses the air-conditioning refrigerant. Is disclosed.
特開２０１３－２２３４０５号公報JP 2013-223405 A
　本発明に係るモータシステムは、モータと、空調冷媒を圧縮する圧縮機と、モータと乗物を駆動させる駆動軸との間で回転力の伝達、および、遮断を行う第１のクラッチと、モータと圧縮機との間で回転力の伝達、および、遮断を行う第２のクラッチと、を有する。 A motor system according to the present invention includes a motor, a compressor that compresses an air-conditioning refrigerant, a first clutch that transmits and blocks rotational force between the motor and a drive shaft that drives a vehicle, and a motor. A second clutch that transmits and shuts off the rotational force between the compressor and the compressor;
　本発明によれば、動力の損失を効果的に防止することができる。 According to the present invention, power loss can be effectively prevented.
実施の形態１に係るモータシステムの構成の一例を示すブロック図1 is a block diagram showing an example of a configuration of a motor system according to Embodiment 1 実施の形態１に係るモータシステムの動作の一例を示すタイミングチャートTiming chart showing an example of operation of the motor system according to the first embodiment 実施の形態２に係るモータシステムの動作の一例を示すタイミングチャートTiming chart showing an example of operation of the motor system according to the second embodiment 実施の形態３に係るモータシステムの構成の一例を示すブロック図A block diagram showing an example of a configuration of a motor system according to a third embodiment 実施の形態３に係るモータシステムの動作の一例を示すタイミングチャートTiming chart showing an example of operation of the motor system according to the third embodiment
　本発明の実施の形態の説明に先立ち、従来のモータシステムおける問題点を簡単に説明する。特許文献１の従来技術では、モータと圧縮機とでシャフトを共用するため、空調装置を動作させない場合であっても圧縮機の斜板が作動する。そのため、シャフトが回転する状況（エンジンスタート時、電力回生時など）であれば圧縮機の斜板により損失が発生するという問題を有する。 Prior to the description of the embodiment of the present invention, problems in the conventional motor system will be briefly described. In the prior art of Patent Document 1, since the shaft is shared by the motor and the compressor, the swash plate of the compressor operates even when the air conditioner is not operated. For this reason, there is a problem that loss occurs due to the swash plate of the compressor when the shaft rotates (when the engine is started, when power is regenerated, etc.).
　本発明は、動力の損失を効果的に防止することができるモータシステムを提供することを目的とする。 An object of the present invention is to provide a motor system that can effectively prevent power loss.
　以下、図面を適宜参照して、本発明の実施の形態につき詳細に説明する。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
　（実施の形態１）
　まず、実施の形態１に係るモータシステム１００の構成につき、図１を参照しながら詳細に説明する。図１は、実施の形態１に係るモータシステムの構成の一例を示すブロック図である。 (Embodiment 1)
First, the configuration of the motor system 100 according to Embodiment 1 will be described in detail with reference to FIG. FIG. 1 is a block diagram illustrating an example of a configuration of a motor system according to the first embodiment.
　＜モータシステムの構成＞
　モータシステム１００は、例えば、車などの乗物に搭載される。以下では、モータシステム１００が車に搭載されているものとする。 <Configuration of motor system>
The motor system 100 is mounted on a vehicle such as a car, for example. In the following, it is assumed that the motor system 100 is mounted on a vehicle.
　モータシステム１００は、例えば、バッテリ１０１、インバータ１０２、圧縮機１０３、モータ１０４、エンジン１０５、クランクシャフト１０６、プーリ１０７、ベルト１０８、圧縮機側クラッチ１０９、エンジン側クラッチ１１０、圧縮機側シャフト１１１、モータ側シャフト１１２、および、制御部１１３を有している。 The motor system 100 includes, for example, a battery 101, an inverter 102, a compressor 103, a motor 104, an engine 105, a crankshaft 106, a pulley 107, a belt 108, a compressor side clutch 109, an engine side clutch 110, a compressor side shaft 111, A motor side shaft 112 and a control unit 113 are provided.
　バッテリ１０１は、インバータ１０２を介して、モータ１０４に電力を供給する。また、バッテリ１０１は、インバータ１０２を介して、モータ１０４により充電される。 The battery 101 supplies power to the motor 104 via the inverter 102. The battery 101 is charged by the motor 104 via the inverter 102.
　インバータ１０２は、制御部１１３の制御により動作し、バッテリ１０１から出力された直流電力を交流電力に変換してモータ１０４に供給する。また、インバータ１０２は、モータ１０４により発電された交流電力を直流電力に変換してバッテリ１０１に供給することによりバッテリ１０１を充電する。 The inverter 102 operates under the control of the control unit 113, converts DC power output from the battery 101 into AC power, and supplies the AC power to the motor 104. Further, the inverter 102 charges the battery 101 by converting the AC power generated by the motor 104 into DC power and supplying it to the battery 101.
　圧縮機１０３は、圧縮機側シャフト１１１の回転により駆動され、空調装置の冷媒を圧縮する。 The compressor 103 is driven by the rotation of the compressor side shaft 111 and compresses the refrigerant of the air conditioner.
　モータ１０４は、インバータ１０２を介してバッテリ１０１から電力の供給を受けてモータ側シャフト１１２を回転させ、エンジン１０５を始動させたり、圧縮機１０３を駆動させたりする。また、モータ１０４は、エンジン１０５から伝達された駆動力で発電し、インバータ１０２を介してバッテリ１０１を充電する。また、モータ側シャフト１１２の一方にはエンジン側クラッチ１１０が設けられ、他方には圧縮機側クラッチ１０９が設けられる。 The motor 104 receives supply of electric power from the battery 101 via the inverter 102 and rotates the motor-side shaft 112 to start the engine 105 or drive the compressor 103. Further, the motor 104 generates power with the driving force transmitted from the engine 105 and charges the battery 101 via the inverter 102. An engine side clutch 110 is provided on one side of the motor side shaft 112, and a compressor side clutch 109 is provided on the other side.
　エンジン１０５は、車を駆動する。クランクシャフト１０６、プーリ１０７、および、ベルト１０８は、エンジン１０５により生み出された動力をエンジン側クラッチ１１０に伝達する。クランクシャフト１０６は、車を駆動する駆動軸の一例であり、エンジン１０５により生み出された回転力を伝達する。 Engine 105 drives the car. The crankshaft 106, the pulley 107, and the belt 108 transmit the power generated by the engine 105 to the engine side clutch 110. The crankshaft 106 is an example of a drive shaft that drives a vehicle, and transmits the rotational force generated by the engine 105.
　圧縮機側クラッチ１０９は、制御部１１３の制御により、圧縮機側シャフト１１１を介し、モータ１０４と圧縮機１０３との間で回転力の伝達、および、遮断を行う。 The compressor-side clutch 109 transmits and shuts off rotational force between the motor 104 and the compressor 103 via the compressor-side shaft 111 under the control of the control unit 113.
　エンジン側クラッチ１１０は、制御部１１３の制御により、クランクシャフト１０６、プーリ１０７、ベルト１０８を介し、モータ１０４とエンジン１０５との間で回転力の伝達、および、遮断を行う。モータ１０４は、エンジン側クラッチ１１０を介して、車の駆動軸と連結される。なお、図１では、エンジン側クラッチ１１０は、モータ側シャフト１１２と接続されるが、クランクシャフト１０６と接続される構成であっても良い。 The engine side clutch 110 transmits and shuts off the rotational force between the motor 104 and the engine 105 through the crankshaft 106, the pulley 107, and the belt 108 under the control of the control unit 113. The motor 104 is connected to the drive shaft of the vehicle via the engine side clutch 110. In FIG. 1, the engine side clutch 110 is connected to the motor side shaft 112, but may be configured to be connected to the crankshaft 106.
　制御部１１３は、車の走行状況、および、空調装置の稼働要求に基づき、インバータ１０２や圧縮機側クラッチ１０９、エンジン側クラッチ１１０の制御を行う。 The control unit 113 controls the inverter 102, the compressor-side clutch 109, and the engine-side clutch 110 based on the traveling state of the vehicle and the operation request of the air conditioner.
　なお、図１には示していないが、クランクシャフト１０６、圧縮機側シャフト１１１、および、モータ側シャフト１１２の間で回転数を変化させるため、それらの間にギアが設けられる。 Although not shown in FIG. 1, a gear is provided between the crankshaft 106, the compressor side shaft 111, and the motor side shaft 112 in order to change the rotational speed.
　＜モータシステムの動作＞
　つぎに、実施の形態１に係るモータシステム１００の動作につき、図２を参照しながら詳細に説明する。図２は、実施の形態１に係るモータシステム１００の動作の一例を示すタイミングチャートである。 <Operation of motor system>
Next, the operation of the motor system 100 according to Embodiment 1 will be described in detail with reference to FIG. FIG. 2 is a timing chart showing an example of the operation of the motor system 100 according to the first embodiment.
　モータシステム１００は、車のイグニッションスイッチがオフ状態からオン状態に切り替えられて動作を開始する。 The motor system 100 starts operation when the ignition switch of the vehicle is switched from the off state to the on state.
　動作を開始してから時間Ｔ１の間、車は走行を開始して加速することにより、車速が徐々に大きくなる（図２の（ａ））。 During the time T1 after starting the operation, the vehicle starts running and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 2).
　その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力をエンジン１０５に伝達させ、クランキングを行う（図２の（ｃ）、（ｄ）、（ｆ））。 At that time, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 to perform cranking ((c), (d), (f) in FIG. 2).
　この場合、空調装置はユーザからの稼働要求（以下、「Ａ／Ｃ要求」と記載する）を受けていないため（図２の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４により生み出された回転力を圧縮機１０３に伝達させない（図２の（ｅ））。そのため、圧縮機１０３は動作を停止している（図２の（ｇ））。これにより、モータ１０４により生み出された動力の圧縮機１０３における損失をなくすことができる。 In this case, since the air conditioner has not received an operation request from the user (hereinafter referred to as “A / C request”) (FIG. 2B), the compressor side clutch 109 is generated by the motor 104. The transmitted rotational force is not transmitted to the compressor 103 ((e) in FIG. 2). Therefore, the compressor 103 has stopped operating ((g) in FIG. 2). Thereby, the loss in the compressor 103 of the power generated by the motor 104 can be eliminated.
　つぎに時間Ｔ２の間、車は所定の車速で走行する（図２の（ａ））。その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を遮断することによりモータ１０４の駆動を停止させる（図２の（ｆ））。 Next, during time T2, the vehicle travels at a predetermined vehicle speed ((a) in FIG. 2). At that time, the control unit 113 controls the inverter 102 to stop the driving of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 2).
　また、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力がモータ１０４に伝達されないように回転力を遮断する（図２の（ｄ））。これにより、車は、エンジン１０５の駆動力のみで走行する（図２の（ｃ））。 Further, the control unit 113 controls the engine-side clutch 110 to block the rotational force so that the rotational force generated by the engine 105 is not transmitted to the motor 104 ((d) in FIG. 2). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 2).
　また、時間Ｔ２ではＡ／Ｃ要求がないため（図２の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ１と同じ状態に保たれる（図２の（ｅ））。 Further, since there is no A / C request at time T2 ((b) in FIG. 2), the compressor side clutch 109 is kept in the same state as at time T1 ((e) in FIG. 2).
　つぎに時間Ｔ３の間、車は減速する（図２の（ａ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力をモータ１０４に伝達させる（図２の（ｄ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図２の（ｆ））。 Next, the vehicle decelerates during time T3 ((a) of FIG. 2). At that time, the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 2). Accordingly, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 2).
　ここで、時間Ｔ３でもＡ／Ｃ要求がないため（図２の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４と圧縮機１０３との間における回転力の伝達を遮断している（図２の（ｅ））。これにより、エンジン１０５により生み出された動力の圧縮機１０３における損失をなくすことができる。 Here, since there is no A / C request even at time T3 ((b) of FIG. 2), the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (see FIG. 2). 2 (e)). Thereby, the loss in the compressor 103 of the power generated by the engine 105 can be eliminated.
　つぎに時間Ｔ４の間、車は停止中であり（図２の（ａ））、アイドリングストップ機能によりエンジン１０５が停止している（図２の（ｃ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４が駆動した場合でもモータ１０４からエンジン１０５に回転力が伝達しないようにする（図２の（ｄ））。 Next, during time T4, the vehicle is stopped ((a) in FIG. 2), and the engine 105 is stopped by the idling stop function ((c) in FIG. 2). At that time, the control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 2).
　また、時間Ｔ４でもＡ／Ｃ要求がないため（図２の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ１～Ｔ３と同じ状態に保たれる（図２の（ｅ））。 Since there is no A / C request at time T4 ((b) in FIG. 2), the compressor side clutch 109 is kept in the same state as at times T1 to T3 ((e) in FIG. 2).
　つぎに時間Ｔ５の間、時間Ｔ４と同様に車が停止中であるため、車速は０になる（図２の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図２の（ｂ））。 Next, during time T5, since the vehicle is stopped as in time T4, the vehicle speed becomes 0 ((a) in FIG. 2). Here, it is assumed that there is an A / C request ((b) in FIG. 2).
　この場合、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図２の（ｅ）、（ｆ）、（ｇ））。 In this case, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104. The force is transmitted to the compressor 103, and the compressor 103 is driven ((e), (f), (g) in FIG. 2).
　その際、エンジン側クラッチ１１０は、モータ１０４により生み出された回転力をエンジン１０５に伝達させない（図２の（ｃ）、（ｄ））。 At that time, the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 2).
　つぎに時間Ｔ６の間、車が再び走行を開始して加速することにより、車速が徐々に大きくなる（図２の（ａ））。 Next, during time T6, the vehicle starts running again and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 2).
　その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力をエンジン１０５に伝達させ、クランキングを行う（図２の（ｃ）、（ｄ）、（ｆ））。 At that time, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 to perform cranking ((c), (d), (f) in FIG. 2).
　また、時間Ｔ６ではＡ／Ｃ要求があるものの（図２の（ｂ））、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４と圧縮機１０３との間における回転力の伝達を一時的に遮断する（図２の（ｅ））。 In addition, although there is an A / C request at time T6 ((b) in FIG. 2), the control unit 113 controls the compressor-side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is temporarily blocked ((e) in FIG. 2).
　これにより、エンジン１０５の始動時にモータ１０４にかかる負荷を低減することができ、車を円滑に加速させることができる。なお、モータ１０４が高出力である場合などは、制御部１１３が、圧縮機側クラッチ１０９を制御して、モータ１０４から圧縮機１０３に回転力を伝達させることとしてもよい。 Thereby, the load applied to the motor 104 when the engine 105 is started can be reduced, and the vehicle can be accelerated smoothly. When the motor 104 has a high output, the control unit 113 may control the compressor side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
　つぎに時間Ｔ７の間、車は所定の車速で走行する（図２の（ａ））。時間Ｔ７ではＡ／Ｃ要求があるため（図２の（ｂ））、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図２の（ｅ）、（ｇ））。 Next, during time T7, the vehicle travels at a predetermined vehicle speed ((a) in FIG. 2). Since there is an A / C request at time T7 ((b) in FIG. 2), the control unit 113 controls the compressor side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103, The compressor 103 is driven ((e) and (g) in FIG. 2).
　その際、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力がエンジン１０５に伝達されないように回転力を遮断する（図２の（ｄ））。これにより、車は、エンジン１０５の駆動力のみで走行する（図２の（ｃ））。 At that time, the control unit 113 controls the engine side clutch 110 to block the rotational force so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) in FIG. 2). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 2).
　つぎに時間Ｔ８の間、車は引き続き所定の車速で走行する（図２の（ａ））。時間Ｔ８では、Ａ／Ｃ要求がないため（図２の（ｂ））、圧縮機１０３は駆動を停止する（図２の（ｇ））。 Next, during time T8, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 2). At time T8, since there is no A / C request ((b) in FIG. 2), the compressor 103 stops driving ((g) in FIG. 2).
　具体的には、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を遮断することによりモータ１０４の駆動を停止させる（図２の（ｆ））。 Specifically, the control unit 113 controls the inverter 102 to stop the driving of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 2).
　また、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４が駆動した場合でもモータ１０４から圧縮機１０３に回転力が伝達しないようにする（図２の（ｅ））。 Further, the control unit 113 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103 even when the motor 104 is driven ((e) in FIG. 2).
　つぎに時間Ｔ９の間、車は引き続き所定の車速で走行する（図２の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図２の（ｂ））。 Next, during time T9, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 2). Here, it is assumed that there is an A / C request ((b) in FIG. 2).
　この場合、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図２の（ｅ）、（ｆ）、（ｇ））。 In this case, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104. The force is transmitted to the compressor 103, and the compressor 103 is driven ((e), (f), (g) in FIG. 2).
　その際、エンジン側クラッチ１１０は、モータ１０４により生み出された回転力をエンジン１０５に伝達させない（図２の（ｃ）、（ｄ））。 At that time, the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 2).
　つぎに時間Ｔ１０の間、車は減速する（図２の（ａ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力をモータ１０４に伝達させる（図２の（ｄ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図２の（ｆ））。 Next, the vehicle decelerates during time T10 ((a) in FIG. 2). At that time, the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 2). Accordingly, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 2).
　また、Ａ／Ｃ要求があるため（図２の（ｂ））、制御部１１３は、圧縮機側クラッチ１０９を時間Ｔ９と同じ状態に保ち、モータ１０４から圧縮機１０３に回転力が伝達するようにする（図２の（ｅ））。これにより、エンジン１０５により生み出された回転力を、バッテリ１０１の充電だけでなく、圧縮機１０３の駆動にも用いることができる（図２の（ｇ））。 Further, since there is an A / C request ((b) in FIG. 2), the control unit 113 keeps the compressor side clutch 109 in the same state as time T9 so that the rotational force is transmitted from the motor 104 to the compressor 103. ((E) of FIG. 2). Thus, the rotational force generated by the engine 105 can be used not only for charging the battery 101 but also for driving the compressor 103 ((g) in FIG. 2).
　つぎに時間Ｔ１１の間、車は停止中であり（図２の（ａ））、アイドリングストップ機能によりエンジン１０５は停止している（図２の（ｃ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力がエンジン１０５に伝達されないようにする（図２の（ｄ））。 Next, during the time T11, the vehicle is stopped ((a) in FIG. 2), and the engine 105 is stopped by the idling stop function ((c) in FIG. 2). At that time, the control unit 113 controls the engine side clutch 110 so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) in FIG. 2).
　このように、本実施の形態によれば、モータ１０４と、空調冷媒を圧縮する圧縮機１０３と、モータ１０４と乗物を駆動させるクランクシャフト１０６との間で回転力の伝達、および、遮断を行うエンジン側クラッチ１１０と、モータ１０４と圧縮機１０３との間で回転力の伝達、および、遮断を行う圧縮機側クラッチ１０９と、を有することにより、モータ１０４により生み出された動力の損失を効果的に防止することができる。 As described above, according to the present embodiment, the rotation force is transmitted and cut off between the motor 104, the compressor 103 that compresses the air-conditioning refrigerant, and the crankshaft 106 that drives the motor 104 and the vehicle. By having the engine-side clutch 110 and the compressor-side clutch 109 that transmits and shuts off the rotational force between the motor 104 and the compressor 103, the loss of power generated by the motor 104 is effectively reduced. Can be prevented.
　また、本実施の形態によれば、車を駆動するエンジン１０５をさらに有し、クランクシャフト１０６がエンジン１０５により生み出された回転力を伝達することにより、モータ１０４やエンジン１０５により生み出された動力の損失を効果的に防止することができる。 In addition, according to the present embodiment, the engine 105 that drives the vehicle is further provided, and the crankshaft 106 transmits the rotational force generated by the engine 105, so that the power generated by the motor 104 and the engine 105 is increased. Loss can be effectively prevented.
　また、本実施の形態によれば、車の走行状況、および、空調の稼働要求に基づき、圧縮機側クラッチ１０９、および、エンジン側クラッチ１１０を制御する制御部１１３をさらに有することにより、モータ１０４と圧縮機１０３との間で回転力の伝達、および、遮断と、モータ１０４とエンジン１０５との間で回転力の伝達、および、遮断とを効率的に切り替えることができる。 Further, according to the present embodiment, the motor 104 is further provided with the control unit 113 that controls the compressor-side clutch 109 and the engine-side clutch 110 based on the driving state of the vehicle and the air conditioning operation request. Rotational force transmission and interruption between the compressor 103 and the compressor 103, and transmission and interruption of the rotational force between the motor 104 and the engine 105 can be efficiently switched.
　また、本実施の形態によれば、空調の稼働要求を受け付けていない場合、制御部１１３が、圧縮機側クラッチ１０９を制御して、モータ１０４と圧縮機１０３との間における回転力の伝達を遮断することにより、モータ１０４やエンジン１０５により生み出された動力の損失を効果的に防止することができる。 Further, according to the present embodiment, when the air conditioning operation request is not received, the control unit 113 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. By shutting off, loss of power generated by the motor 104 and the engine 105 can be effectively prevented.
　また、本実施の形態によれば、制御部１１３が、エンジン１０５の始動時に、モータ１０４によりエンジン側クラッチ１１０を介してクランキングを行うことにより、モータ１０４を圧縮機１０３の駆動だけでなく、クランキングにも使用することができる。 Further, according to the present embodiment, the control unit 113 performs cranking by the motor 104 via the engine side clutch 110 when starting the engine 105, so that the motor 104 is not only driven by the compressor 103, Can also be used for cranking.
　また、本実施の形態によれば、圧縮機側クラッチ１０９は、車の走行開始時に一時的にモータ１０４と圧縮機１０３との間における回転力の伝達を遮断することにより、エンジン１０５の始動時にモータ１０４にかかる負荷を低減することができ、車を円滑に加速させることができる。 Further, according to the present embodiment, the compressor-side clutch 109 temporarily interrupts transmission of the rotational force between the motor 104 and the compressor 103 when the vehicle starts to travel, so that the engine 105 is started. The load applied to the motor 104 can be reduced, and the vehicle can be accelerated smoothly.
　また、本実施の形態によれば、車が減速し、モータ１０４による電力回生が行われる場合に、圧縮機側クラッチ１０９が、回転力を圧縮機１０３に伝達することにより、エンジン１０５により生み出された回転力を、バッテリ１０１の充電だけでなく、圧縮機１０３の駆動にも用いることができる。 Further, according to the present embodiment, when the vehicle decelerates and power regeneration is performed by the motor 104, the compressor-side clutch 109 is generated by the engine 105 by transmitting the rotational force to the compressor 103. The rotating force can be used not only for charging the battery 101 but also for driving the compressor 103.
　（実施の形態２）
　実施の形態２では、エンジン１０５による車の駆動をモータ１０４が補助する場合について、図１、図３を用いて説明する。図３は、実施の形態２に係るモータシステムの動作の一例を示すタイミングチャートである。なお、本実施の形態は、モータ１０４が車の駆動を補助する点で実施の形態１とは異なる。 (Embodiment 2)
In the second embodiment, the case where the motor 104 assists the driving of the vehicle by the engine 105 will be described with reference to FIGS. FIG. 3 is a timing chart showing an example of the operation of the motor system according to the second embodiment. The present embodiment is different from the first embodiment in that the motor 104 assists driving of the vehicle.
　＜モータシステムの動作＞
　モータシステム１００は、車両等の乗物のイグニッションスイッチがオフ状態からオン状態に切り替えられて動作を開始する。 <Operation of motor system>
Motor system 100 starts operation when an ignition switch of a vehicle such as a vehicle is switched from an off state to an on state.
　動作を開始してから時間Ｔ２１の間、車は走行を開始して加速することにより、車速が徐々に大きくなる（図３の（ａ））。 During the time T21 after starting the operation, the vehicle starts running and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 3).
　その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力をエンジン１０５に伝達させ、クランキングを行う（図３の（ｃ）、（ｄ）、（ｆ））。 At that time, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 and cranking is performed ((c), (d), (f) in FIG. 3).
　この場合、空調装置は稼働要求（以下、「Ａ／Ｃ要求」と記載する）を受けていないため（図３の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４により生み出された回転力を圧縮機１０３に伝達させない（図３の（ｅ））。そのため、圧縮機１０３は動作を停止している（図３の（ｇ））。これにより、モータ１０４により生み出された動力の圧縮機１０３における損失をなくすことができる。 In this case, since the air conditioner has not received an operation request (hereinafter referred to as “A / C request”) ((b) in FIG. 3), the compressor-side clutch 109 has a rotational force generated by the motor 104. Is not transmitted to the compressor 103 ((e) of FIG. 3). Therefore, the compressor 103 stops operating ((g) in FIG. 3). Thereby, the loss in the compressor 103 of the power generated by the motor 104 can be eliminated.
　つぎに時間Ｔ２２の間、車は所定の車速で走行する（図３の（ａ））。その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を継続することにより、エンジン１０５による車の駆動をモータ１０４に補助させる（図３の（ｆ））。なお、図３の（ｆ）では、モータ１０４の出力の違いをグラフの高さの違いで表現している。 Next, during time T22, the vehicle travels at a predetermined vehicle speed ((a) in FIG. 3). At that time, the control unit 113 controls the inverter 102 to continue the supply of electric power from the battery 101 to the motor 104, thereby assisting the motor 104 in driving the vehicle by the engine 105 ((f) in FIG. 3). ). In FIG. 3F, the difference in the output of the motor 104 is represented by the difference in the height of the graph.
　また、時間Ｔ２２ではＡ／Ｃ要求がないため（図３の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ２１と同じ状態に保たれる（図３の（ｅ））。 Further, since there is no A / C request at time T22 ((b) in FIG. 3), the compressor side clutch 109 is kept in the same state as at time T21 ((e) in FIG. 3).
　つぎに時間Ｔ２３の間、車は引き続き所定の車速で走行する（図３の（ａ））。その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を遮断することによりモータ１０４の駆動を停止させる（図３の（ｆ））。 Next, during time T23, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3). At that time, the control unit 113 controls the inverter 102 to stop the drive of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 3).
　また、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力がモータ１０４に伝達されないように回転力を遮断する（図３の（ｄ））。これにより、車は、エンジン１０５の駆動力のみで走行する（図３の（ｃ））。 Further, the control unit 113 controls the engine-side clutch 110 to block the rotational force so that the rotational force generated by the engine 105 is not transmitted to the motor 104 ((d) in FIG. 3). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 3).
　また、時間Ｔ２３でもＡ／Ｃ要求がないため（図３の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ２１、Ｔ２２と同じ状態に保たれる（図３の（ｅ））。 Also, since there is no A / C request at time T23 ((b) in FIG. 3), the compressor side clutch 109 is kept in the same state as at times T21 and T22 ((e) in FIG. 3).
　つぎに時間Ｔ２４の間、車は減速する（図３の（ａ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力をモータ１０４に伝達させる（図３の（ｄ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図３の（ｆ））。 Next, the vehicle decelerates during time T24 ((a) of FIG. 3). At that time, the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 3). Thus, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 3).
　ここで、時間Ｔ２４でもＡ／Ｃ要求がないため（図３の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４と圧縮機１０３との間における回転力の伝達を遮断している（図３の（ｅ））。これにより、エンジン１０５により生み出された動力の圧縮機１０３における損失をなくすことができる。 Here, since there is no A / C request at time T24 (FIG. 3B), the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (FIG. 3). 3 (e)). Thereby, the loss in the compressor 103 of the power generated by the engine 105 can be eliminated.
　つぎに時間Ｔ２５の間、車は停止中であり（図３の（ａ））、アイドリングストップ機能によりエンジン１０５が停止している（図３の（ｃ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４が駆動した場合でもモータ１０４からエンジン１０５に回転力が伝達しないようにする（図３の（ｄ））。 Next, during time T25, the car is stopped ((a) in FIG. 3), and the engine 105 is stopped by the idling stop function ((c) in FIG. 3). At that time, the control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 3).
　また、時間Ｔ２５でもＡ／Ｃ要求がないため（図３の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ２１～Ｔ２４と同じ状態に保たれる（図３の（ｅ））。 Also, since there is no A / C request at time T25 (FIG. 3B), the compressor side clutch 109 is kept in the same state as time T21 to T24 (FIG. 3E).
　つぎに時間Ｔ２６の間、時間Ｔ２５と同様に車が停止中であるため、車速は０になる（図３の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図３の（ｂ））。 Next, during time T26, since the vehicle is stopped similarly to time T25, the vehicle speed becomes 0 ((a) in FIG. 3). Here, it is assumed that there is an A / C request ((b) in FIG. 3).
　この場合、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図３の（ｅ）、（ｆ）、（ｇ））。 In this case, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104. The force is transmitted to the compressor 103 to drive the compressor 103 ((e), (f), (g) in FIG. 3).
　その際、エンジン側クラッチ１１０は、モータ１０４により生み出された回転力をエンジン１０５に伝達させない（図３の（ｃ）、（ｄ））。 At that time, the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 3).
　つぎに時間Ｔ２７の間、車が再び走行を開始して加速することにより、車速が徐々に大きくなる（図３の（ａ））。 Next, during time T27, the vehicle starts running again and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 3).
　その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力をエンジン１０５に伝達させ、クランキングを行う（図３の（ｃ）、（ｄ）、（ｆ））。 At that time, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the engine side clutch 110 to generate the rotational force generated by the motor 104. Is transmitted to the engine 105 and cranking is performed ((c), (d), (f) in FIG. 3).
　また、時間Ｔ２７ではＡ／Ｃ要求があるものの（図３の（ｂ））、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４と圧縮機１０３との間における回転力の伝達を一時的に遮断する（図３の（ｅ））。 Although there is an A / C request at time T27 ((b) in FIG. 3), the control unit 113 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is temporarily blocked ((e) in FIG. 3).
　これにより、エンジン１０５の始動時にモータ１０４にかかる負荷を低減することができ、車を円滑に加速させることができる。なお、モータ１０４が高出力である場合などは、制御部１１３が、圧縮機側クラッチ１０９を制御して、モータ１０４から圧縮機１０３に回転力を伝達させることとしてもよい。 Thereby, the load applied to the motor 104 when the engine 105 is started can be reduced, and the vehicle can be accelerated smoothly. When the motor 104 has a high output, the control unit 113 may control the compressor side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
　つぎに時間Ｔ２８の間、車は所定の車速で走行する（図３の（ａ））。その際、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図３の（ｅ）、（ｇ））。 Next, the vehicle travels at a predetermined vehicle speed for a time T28 ((a) in FIG. 3). At that time, the control unit 113 controls the compressor-side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103 and drive the compressor 103 ((e) and (g in FIG. 3). )).
　ここで、エンジン側クラッチ１１０も、モータ１０４により生み出された回転力がエンジン１０５に伝達されるようになっている（図３の（ｄ））。すなわち、モータ１０４は、圧縮機１０３の駆動と、エンジン１０５の補助の両方に用いられる。 Here, the engine-side clutch 110 is also configured such that the rotational force generated by the motor 104 is transmitted to the engine 105 ((d) in FIG. 3). That is, the motor 104 is used for both driving the compressor 103 and assisting the engine 105.
　つぎに時間Ｔ２９の間、車は引き続き所定の車速で走行する（図３の（ａ））。時間Ｔ２９ではＡ／Ｃ要求がないため（図３の（ｂ））、圧縮機１０３は駆動を停止する（図３の（ｆ））。 Next, during time T29, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3). Since there is no A / C request at time T29 ((b) in FIG. 3), the compressor 103 stops driving ((f) in FIG. 3).
　具体的には、制御部１１３は、圧縮機側クラッチ１０９を制御して、モータ１０４から圧縮機１０３に回転力が伝達しないようにし、圧縮機１０３の駆動を停止させる（図３の（ｅ）、（ｆ））。 Specifically, the control unit 113 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103, and stops the driving of the compressor 103 ((e) in FIG. 3). (F)).
　また、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を継続することにより、エンジン１０５による車の駆動をモータ１０４に補助させる（図３の（ｆ））。なお、図３の（ｆ）では、モータ１０４の出力の違いをグラフの高さの違いで表現している。 Further, the control unit 113 controls the inverter 102 to continue supplying power from the battery 101 to the motor 104, thereby assisting the motor 104 in driving the vehicle by the engine 105 ((f) in FIG. 3). . In FIG. 3F, the difference in the output of the motor 104 is represented by the difference in the height of the graph.
　つぎに時間Ｔ３０の間、車は引き続き所定の車速で走行する（図３の（ａ））。その際、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４への電力の供給を遮断することによりモータ１０４の駆動を停止させる（図３の（ｆ））。 Next, during time T30, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3). At that time, the control unit 113 controls the inverter 102 to stop the drive of the motor 104 by cutting off the supply of power from the battery 101 to the motor 104 ((f) in FIG. 3).
　また、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４が駆動した場合でもモータ１０４からエンジン１０５に回転力が伝達しないようにする（図３の（ｄ））。これにより、車は、エンジン１０５の駆動力のみで走行する（図３の（ｃ））。 Further, the control unit 113 controls the engine side clutch 110 so that the rotational force is not transmitted from the motor 104 to the engine 105 even when the motor 104 is driven ((d) in FIG. 3). Thus, the vehicle travels only with the driving force of the engine 105 ((c) in FIG. 3).
　つぎに時間Ｔ３１の間、車が引き続き所定の車速で走行する（図３の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図３の（ｂ））。 Next, during time T31, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 3). Here, it is assumed that there is an A / C request ((b) in FIG. 3).
　この場合、制御部１１３は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を稼働させる（図３の（ｅ）、（ｆ）、（ｇ））。 In this case, the control unit 113 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104. The force is transmitted to the compressor 103, and the compressor 103 is operated ((e), (f), (g) in FIG. 3).
　その際、エンジン側クラッチ１１０は、モータ１０４により生み出された回転力をエンジン１０５に伝達させない（図３の（ｃ）、（ｄ））。 At that time, the engine-side clutch 110 does not transmit the rotational force generated by the motor 104 to the engine 105 ((c) and (d) in FIG. 3).
　つぎに時間Ｔ３２の間、車は減速する（図３の（ａ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、エンジン１０５により生み出された回転力をモータ１０４に伝達させる（図３の（ｄ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図３の（ｆ））。 Next, the vehicle decelerates during time T32 ((a) of FIG. 3). At that time, the control unit 113 controls the engine side clutch 110 to transmit the rotational force generated by the engine 105 to the motor 104 ((d) in FIG. 3). Thus, the motor 104 performs power regeneration and charges the battery 101 ((f) in FIG. 3).
　また、時間Ｔ３２ではＡ／Ｃ要求があるため（図３の（ｂ））、制御部１１３は、圧縮機側クラッチ１０９を時間Ｔ３１と同じ状態に保ち、モータ１０４から圧縮機１０３に回転力が伝達するようにする（図３の（ｅ））。これにより、エンジン１０５により生み出された回転力を、バッテリ１０１の充電だけでなく、圧縮機１０３の駆動にも用いることができる。 Further, since there is an A / C request at time T32 ((b) in FIG. 3), the control unit 113 keeps the compressor side clutch 109 in the same state as at time T31, and the rotational force is applied from the motor 104 to the compressor 103. It is made to transmit ((e) of FIG. 3). Thereby, the rotational force generated by the engine 105 can be used not only for charging the battery 101 but also for driving the compressor 103.
　つぎに時間Ｔ３３の間、車が停止中であり（図３の（ａ））、アイドリングストップ機能によりエンジン１０５が停止している（図３の（ｃ））。その際、制御部１１３は、エンジン側クラッチ１１０を制御して、モータ１０４により生み出された回転力がエンジン１０５に伝達されないようにする（図３の（ｄ））。 Next, during time T33, the vehicle is stopped ((a) in FIG. 3), and the engine 105 is stopped by the idling stop function ((c) in FIG. 3). At that time, the control unit 113 controls the engine side clutch 110 so that the rotational force generated by the motor 104 is not transmitted to the engine 105 ((d) of FIG. 3).
　このように、本実施の形態によれば、上記実施の形態１の場合と同様に、モータ１０４やエンジン１０５により生み出された動力の損失を効果的に防止することができる。 Thus, according to the present embodiment, as in the case of the first embodiment, loss of power generated by the motor 104 and the engine 105 can be effectively prevented.
　（実施の形態３）
　実施の形態３では、車の駆動をモータ１０４が行う場合について説明する。図４は、実施の形態３に係るモータシステム２００の構成の一例を示すブロック図である。なお、図４において、図１に示したモータシステム１００と同様の要素については同一符号を付し、その説明を省略する。 (Embodiment 3)
In the third embodiment, the case where the motor 104 drives the vehicle will be described. FIG. 4 is a block diagram showing an example of the configuration of the motor system 200 according to the third embodiment. In FIG. 4, the same elements as those of the motor system 100 shown in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.
　＜モータシステムの構成＞
　モータシステム２００は、例えば、車などの乗物に搭載される。以下では、モータシステム２００が車に搭載されているものとする。 <Configuration of motor system>
The motor system 200 is mounted on a vehicle such as a car, for example. In the following, it is assumed that the motor system 200 is mounted on a vehicle.
　モータシステム２００は、例えば、バッテリ１０１、インバータ１０２、圧縮機１０３、モータ１０４、圧縮機側クラッチ１０９、圧縮機側シャフト１１１、モータ側シャフト１１２、タイヤ側クラッチ２０１、タイヤ２０２、タイヤ側シャフト２０３、制御部２０４を有している。 The motor system 200 includes, for example, a battery 101, an inverter 102, a compressor 103, a motor 104, a compressor side clutch 109, a compressor side shaft 111, a motor side shaft 112, a tire side clutch 201, a tire 202, a tire side shaft 203, A control unit 204 is included.
　インバータ１０２は、制御部２０４の制御により動作し、バッテリ１０１から出力された直流電力を交流電力に変換してモータ１０４に供給する。また、インバータ１０２は、モータ１０４により発電された交流電力を直流電力に変換してバッテリ１０１に供給することによりバッテリ１０１を充電する。 The inverter 102 operates under the control of the control unit 204, converts DC power output from the battery 101 into AC power, and supplies the AC power to the motor 104. Further, the inverter 102 charges the battery 101 by converting the AC power generated by the motor 104 into DC power and supplying it to the battery 101.
　モータ１０４は、インバータ１０２を介してバッテリ１０１から電力の供給を受けてモータ側シャフト１１２を回転させ、タイヤ２０２や圧縮機１０３を駆動させる。また、モータ１０４は、タイヤ２０２から伝達された回転力で発電し、インバータ１０２を介してバッテリ１０１を充電する。また、モータ側シャフト１１２の一方にはタイヤ側クラッチ２０１が設けられ、他方には圧縮機側クラッチ１０９が設けられる。 The motor 104 receives supply of electric power from the battery 101 via the inverter 102 and rotates the motor-side shaft 112 to drive the tire 202 and the compressor 103. Further, the motor 104 generates electric power with the rotational force transmitted from the tire 202 and charges the battery 101 via the inverter 102. Further, one side of the motor side shaft 112 is provided with a tire side clutch 201, and the other side is provided with a compressor side clutch 109.
　圧縮機側クラッチ１０９は、制御部２０４の制御により、圧縮機側シャフト１１１を介し、モータ１０４と圧縮機１０３との間で回転力の伝達、および、遮断を行う。また、タイヤ側クラッチ２０１は、制御部２０４の制御により、タイヤ側シャフト２０３を介し、モータ１０４とタイヤ２０２との間で回転力の伝達、および、遮断を行う。タイヤ側シャフト２０３は、車を駆動する駆動軸の一例であり、モータ１０４により生み出された回転力をタイヤ２０２に伝達する。 The compressor side clutch 109 transmits and shuts off the rotational force between the motor 104 and the compressor 103 via the compressor side shaft 111 under the control of the control unit 204. Further, the tire side clutch 201 transmits and interrupts the rotational force between the motor 104 and the tire 202 via the tire side shaft 203 under the control of the control unit 204. The tire-side shaft 203 is an example of a drive shaft that drives the vehicle, and transmits the rotational force generated by the motor 104 to the tire 202.
　制御部２０４は、車の走行状況、および、空調装置の稼働要求に基づき、インバータ１０２、圧縮機側クラッチ１０９、および、タイヤ側クラッチ２０１の制御を行う。 The control unit 204 controls the inverter 102, the compressor side clutch 109, and the tire side clutch 201 based on the traveling state of the vehicle and the operation request of the air conditioner.
　＜モータシステムの動作＞
　つぎに、実施の形態３に係るモータシステム２００の動作につき、図５を参照しながら詳細に説明する。図５は、実施の形態３に係るモータシステム２００の動作の一例を示すタイミングチャートである。 <Operation of motor system>
Next, the operation of the motor system 200 according to Embodiment 3 will be described in detail with reference to FIG. FIG. 5 is a timing chart showing an example of the operation of the motor system 200 according to the third embodiment.
　モータシステム２００は、車のイグニッションスイッチがオフ状態からオン状態に切り替えられて動作を開始する。 The motor system 200 starts operation when the ignition switch of the vehicle is switched from the off state to the on state.
　動作を開始してからの時間Ｔ４１の間、車は走行を開始して加速することにより、車速が徐々に大きくなる（図５の（ａ））。 During the time T41 after the operation is started, the vehicle starts running and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 5).
　その際、制御部２０４は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、タイヤ側クラッチ２０１を制御して、モータ１０４により生み出された回転力をタイヤ２０２に伝達させ、車両を走行させる（図５の（ｃ）、（ｅ））。 At that time, the control unit 204 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the tire-side clutch 201 to generate the rotational force generated by the motor 104. Is transmitted to the tire 202 to drive the vehicle (FIGS. 5C and 5E).
　この場合、空調装置はＡ／Ｃ要求を受けていないため（図５の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４により生み出された回転力を圧縮機１０３に伝達させない（図５の（ｄ））。そのため、圧縮機１０３は動作を停止している（図５の（ｆ））。これにより、モータ１０４により生み出された動力の圧縮機１０３における損失をなくすことができる。 In this case, since the air conditioner does not receive the A / C request (FIG. 5B), the compressor side clutch 109 does not transmit the rotational force generated by the motor 104 to the compressor 103 (FIG. 5). (D)). Therefore, the compressor 103 has stopped operating ((f) in FIG. 5). Thereby, the loss in the compressor 103 of the power generated by the motor 104 can be eliminated.
　つぎに時間Ｔ４２の間、車は所定の車速で走行する（図５の（ａ））。その際、モータ１０４は、バッテリ１０１から電力の供給を受け続けて駆動する（図５の（ｅ））。 Next, during time T42, the vehicle travels at a predetermined vehicle speed ((a) in FIG. 5). At that time, the motor 104 continues to be supplied with electric power from the battery 101 and is driven ((e) in FIG. 5).
　また、タイヤ側クラッチ２０１は、モータ１０４により生み出された回転力をタイヤ２０２に伝達し、車両を走行させる（図５の（ｃ））。 Further, the tire side clutch 201 transmits the rotational force generated by the motor 104 to the tire 202 and causes the vehicle to travel ((c) in FIG. 5).
　なお、時間Ｔ４２でもＡ／Ｃ要求がないため（図５の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ４１と同じ状態に保たれる（図５の（ｄ））。 Since there is no A / C request at time T42 ((b) in FIG. 5), the compressor side clutch 109 is kept in the same state as at time T41 ((d) in FIG. 5).
　つぎに時間Ｔ４３の間、車は減速する（図５の（ａ））。その際、タイヤ側クラッチ２０１は、タイヤ２０２により生み出された回転力をモータ１０４に伝達させる（図５の（ｃ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図５の（ｅ））。 Next, the vehicle decelerates during time T43 ((a) of FIG. 5). At that time, the tire side clutch 201 transmits the rotational force generated by the tire 202 to the motor 104 ((c) of FIG. 5). Thereby, the motor 104 performs power regeneration and charges the battery 101 ((e) of FIG. 5).
　ここで、時間Ｔ４３でもＡ／Ｃ要求がないため（図５の（ｂ））、圧縮機側クラッチ１０９は、モータ１０４と圧縮機１０３との間における回転力の伝達を遮断している（図５の（ｄ））。これにより、タイヤ２０２により生み出された回転力の圧縮機１０３における損失をなくすことができる。 Here, since there is no A / C request at time T43 (FIG. 5 (b)), the compressor-side clutch 109 cuts off the transmission of the rotational force between the motor 104 and the compressor 103 (FIG. (D) of 5). Thereby, the loss in the compressor 103 of the rotational force produced by the tire 202 can be eliminated.
　つぎに時間Ｔ４４の間、モータ１０４は駆動せず、車は停止している（図５の（ａ）、（ｅ））。その際、制御部２０４は、タイヤ側クラッチ２０１を制御して、モータ１０４が駆動した場合でもモータ１０４からタイヤ２０２に回転力が伝達しないようにする（図５の（ｃ））。 Next, during time T44, the motor 104 is not driven and the car is stopped ((a) and (e) in FIG. 5). At that time, the control unit 204 controls the tire side clutch 201 so that the rotational force is not transmitted from the motor 104 to the tire 202 even when the motor 104 is driven ((c) of FIG. 5).
　また、時間Ｔ４４でもＡ／Ｃ要求がないため（図５の（ｂ））、圧縮機側クラッチ１０９は時間Ｔ４１～Ｔ４３と同じ状態に保たれる（図５の（ｄ））。 Also, since there is no A / C request at time T44 ((b) in FIG. 5), the compressor side clutch 109 is kept in the same state as at times T41 to T43 ((d) in FIG. 5).
　つぎに時間Ｔ４５の間、時間Ｔ４４と同様に車が停止中であるため、車速は０になる（図５の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図５の（ｂ））。 Next, during time T45, since the vehicle is stopped similarly to time T44, the vehicle speed becomes 0 ((a) in FIG. 5). Here, it is assumed that there is an A / C request ((b) of FIG. 5).
　この場合、制御部２０４は、インバータ１０２を制御して、バッテリ１０１からモータ１０４に電力を供給し、モータ１０４を駆動させるとともに、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図５の（ｄ）、（ｅ）、（ｆ））。なお、図５の（ｅ）では、モータ１０４の出力の違いをグラフの高さの違いで表現している。 In this case, the control unit 204 controls the inverter 102 to supply electric power from the battery 101 to the motor 104 to drive the motor 104 and to control the compressor-side clutch 109 to generate rotation generated by the motor 104. The force is transmitted to the compressor 103 to drive the compressor 103 ((d), (e), (f) in FIG. 5). In FIG. 5E, the difference in the output of the motor 104 is expressed by the difference in the height of the graph.
　また、この場合、タイヤ側クラッチ２０１は、モータ１０４により生み出された回転力をタイヤ２０２に伝達させない（図５の（ｃ））。 In this case, the tire side clutch 201 does not transmit the rotational force generated by the motor 104 to the tire 202 ((c) of FIG. 5).
　つぎに時間Ｔ４６の間、車が再び走行を開始して加速することにより、車速が徐々に大きくなる（図５の（ａ））。 Next, during time T46, the vehicle starts running again and accelerates, so that the vehicle speed gradually increases ((a) in FIG. 5).
　その際、制御部２０４は、タイヤ側クラッチ２０１を制御して、モータ１０４により生み出された回転力をタイヤ２０２に伝達させ、車両を走行させる（図５の（ｃ）、（ｅ））。 At that time, the control unit 204 controls the tire-side clutch 201 to transmit the rotational force generated by the motor 104 to the tire 202, thereby causing the vehicle to travel ((c) and (e) in FIG. 5).
　また、時間Ｔ４６ではＡ／Ｃ要求があるものの（図５の（ｂ））、制御部２０４は、圧縮機側クラッチ１０９を制御して、モータ１０４と圧縮機１０３との間における回転力の伝達を遮断する（図５の（ｄ））。 In addition, although there is an A / C request at time T46 ((b) in FIG. 5), the control unit 204 controls the compressor side clutch 109 to transmit the rotational force between the motor 104 and the compressor 103. Is shut off ((d) of FIG. 5).
　これにより、タイヤ２０２の駆動時にモータ１０４にかかる負荷を低減することができ、車を円滑に加速させることができる。なお、モータ１０４が高出力である場合などは、制御部２０４が、圧縮機側クラッチ１０９を制御して、モータ１０４から圧縮機１０３に回転力を伝達させることとしてもよい。 Thus, the load applied to the motor 104 when the tire 202 is driven can be reduced, and the vehicle can be accelerated smoothly. When the motor 104 has a high output, the control unit 204 may control the compressor-side clutch 109 to transmit the rotational force from the motor 104 to the compressor 103.
　つぎに時間Ｔ４７の間、車は所定の車速で走行する（図５の（ａ））。時間Ｔ４７ではＡ／Ｃ要求があるため（図５の（ｂ））、制御部２０４は、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図５の（ｄ）、（ｆ））。 Next, during time T47, the vehicle travels at a predetermined vehicle speed ((a) in FIG. 5). Since there is an A / C request at time T47 ((b) in FIG. 5), the control unit 204 controls the compressor side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103, The compressor 103 is driven ((d) and (f) in FIG. 5).
　つぎに時間Ｔ４８の間、車は引き続き所定の車速で走行する（図５の（ａ））。時間Ｔ８ではＡ／Ｃ要求がないため（図５の（ｂ））、圧縮機１０３は駆動を停止する（図５の（ｆ））。 Next, during time T48, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 5). Since there is no A / C request at time T8 (FIG. 5B), the compressor 103 stops driving (FIG. 5F).
　具体的には、制御部２０４は、圧縮機側クラッチ１０９を制御して、モータ１０４から圧縮機１０３に回転力が伝達しないようにし、圧縮機１０３の駆動を停止させる（図５の（ｄ）、（ｆ））。 Specifically, the control unit 204 controls the compressor side clutch 109 so that the rotational force is not transmitted from the motor 104 to the compressor 103, and stops the driving of the compressor 103 ((d) in FIG. 5). (F)).
　つぎに時間Ｔ４９の間、車は引き続き所定の車速で走行する（図５の（ａ））。ここで、Ａ／Ｃ要求があったものとする（図５の（ｂ））。 Next, during time T49, the vehicle continues to travel at a predetermined vehicle speed ((a) in FIG. 5). Here, it is assumed that there is an A / C request ((b) of FIG. 5).
　この場合、制御部２０４は、圧縮機側クラッチ１０９を制御して、モータ１０４により生み出された回転力を圧縮機１０３に伝達させ、圧縮機１０３を駆動させる（図５の（ｄ）、（ｆ））。 In this case, the control unit 204 controls the compressor-side clutch 109 to transmit the rotational force generated by the motor 104 to the compressor 103 and drive the compressor 103 ((d), (f in FIG. 5). )).
　つぎに時間Ｔ５０の間、車は減速する（図５の（ａ））。その際、タイヤ側クラッチ２０１は、タイヤ２０２により生み出された回転力をモータ１０４に伝達させる（図５の（ｃ））。これにより、モータ１０４は、電力回生を行って、バッテリ１０１を充電する（図５の（ｅ））。 Next, the vehicle decelerates during time T50 ((a) of FIG. 5). At that time, the tire side clutch 201 transmits the rotational force generated by the tire 202 to the motor 104 ((c) of FIG. 5). Thereby, the motor 104 performs power regeneration and charges the battery 101 ((e) of FIG. 5).
　また、時間Ｔ５０でもＡ／Ｃ要求があるため（図５の（ｂ））、制御部２０４は、圧縮機側クラッチ１０９を時間Ｔ４９と同じ状態に保ち、モータ１０４から圧縮機１０３に回転力が伝達するようにする（図５の（ｄ））。これにより、タイヤ２０２により生み出された回転力を、バッテリ１０１の充電だけでなく、圧縮機１０３の駆動にも用いることができる（図５の（ｆ））。 In addition, since there is an A / C request at time T50 ((b) in FIG. 5), the control unit 204 keeps the compressor side clutch 109 in the same state as at time T49, and torque from the motor 104 to the compressor 103 is increased. It is made to transmit ((d) of FIG. 5). Thus, the rotational force generated by the tire 202 can be used not only for charging the battery 101 but also for driving the compressor 103 ((f) in FIG. 5).
　つぎに時間Ｔ５１の間、車は停止中であり、車速は０になる（図５の（ａ））。その際、制御部２０４は、タイヤ側クラッチ２０１を制御して、モータ１０４により生み出された回転力がタイヤ２０２に伝達されないようにする（図５の（ｃ））。 Next, during time T51, the vehicle is stopped and the vehicle speed becomes 0 ((a) in FIG. 5). At that time, the control unit 204 controls the tire side clutch 201 so that the rotational force generated by the motor 104 is not transmitted to the tire 202 ((c) of FIG. 5).
　このように、本実施の形態によれば、エンジンを搭載せずに、モータ１０４の駆動力のみで走行する車などの乗物においても、実施の形態１と同様の効果を得ることができる。 Thus, according to the present embodiment, the same effect as that of the first embodiment can be obtained even in a vehicle such as a vehicle that travels only by the driving force of the motor 104 without mounting an engine.
　本発明は、モータと圧縮機とを有するモータシステムに好適である。 The present invention is suitable for a motor system having a motor and a compressor.
　１００，２００　モータシステム
　１０１　バッテリ
　１０２　インバータ
　１０３　圧縮機
　１０４　モータ
　１０５　エンジン
　１０６　クランクシャフト
　１０７　プーリ
　１０８　ベルト
　１０９　圧縮機側クラッチ
　１１０　エンジン側クラッチ
　１１１　圧縮機側シャフト
　１１２　モータ側シャフト
　１１３，２０４　制御部
　２０１　タイヤ側クラッチ
　２０２　タイヤ
　２０３　タイヤ側シャフト DESCRIPTION OF SYMBOLS 100,200 Motor system 101 Battery 102 Inverter 103 Compressor 104 Motor 105 Engine 106 Crankshaft 107 Pulley 108 Belt 109 Compressor side clutch 110 Engine side clutch 111 Compressor side shaft 112 Motor side shaft 113,204 Control part 201 Tire side clutch 202 tire 203 tire side shaft

Claims (8)

  1. 　モータと、
    　空調冷媒を圧縮する圧縮機と、
    　前記モータと乗物を駆動させる駆動軸との間で回転力の伝達、および、遮断を行う第１のクラッチと、
    　前記モータと前記圧縮機との間で回転力の伝達、および、遮断を行う第２のクラッチと、
    　を備えるモータシステム。     A motor,
    A compressor for compressing the air-conditioning refrigerant;
    A first clutch that transmits and blocks rotational force between the motor and a drive shaft that drives the vehicle;
    A second clutch that transmits and shuts off rotational force between the motor and the compressor;
    A motor system comprising:
  2. 　前記乗物の走行状況、および、空調の稼働要求に基づき、前記第１のクラッチ、および、前記第２のクラッチを制御する制御部をさらに備える請求項１に記載のモータシステム。 2. The motor system according to claim 1, further comprising a control unit that controls the first clutch and the second clutch based on a traveling state of the vehicle and an operation request for air conditioning.
  3. 　前記制御部は、前記空調の稼働要求を受け付けていない場合、前記第２のクラッチを制御して、前記モータと前記圧縮機との間における回転力の伝達を遮断する請求項２に記載のモータシステム。 3. The motor according to claim 2, wherein when the operation request for the air conditioning is not received, the control unit controls the second clutch to block transmission of rotational force between the motor and the compressor. system.
  4. 　前記乗物を駆動するエンジンをさらに備え、
    　前記駆動軸は、前記エンジンにより生み出された回転力を伝達する請求項１～３いずれか１項に記載のモータシステム。     An engine for driving the vehicle;
    The motor system according to any one of claims 1 to 3, wherein the drive shaft transmits a rotational force generated by the engine.
  5. 　前記制御部は、前記エンジンの始動時に、前記モータにより前記第１のクラッチを介してクランキングを行う請求項４に記載のモータシステム。 The motor system according to claim 4, wherein the control unit performs cranking by the motor via the first clutch when the engine is started.
  6. 　前記第２のクラッチは、前記乗物の走行開始時に一時的に前記モータと前記圧縮機との間における回転力の伝達を遮断する請求項１～５のいずれか１項に記載のモータシステム。 The motor system according to any one of claims 1 to 5, wherein the second clutch temporarily interrupts transmission of rotational force between the motor and the compressor when the vehicle starts to travel.
  7. 　前記乗物が減速し、前記モータによる電力回生が行われる場合に、前記第２のクラッチは、前記回転力を前記圧縮機に伝達する請求項１～６のいずれか１項に記載のモータシステム。 The motor system according to any one of claims 1 to 6, wherein the second clutch transmits the rotational force to the compressor when the vehicle decelerates and power regeneration is performed by the motor.
  8. 　前記駆動軸は、前記モータにより生み出された回転力をタイヤに伝達する請求項１～３のいずれか１項に記載のモータシステム。 4. The motor system according to claim 1, wherein the drive shaft transmits a rotational force generated by the motor to a tire.
PCT/JP2016/002282 2015-05-28 2016-05-10 Motor system WO2016189807A1 (en)

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JP2015-108627 2015-05-28

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010513771A (en) * 2006-12-15 2010-04-30 ヴァレオ エキプマン エレクトリク モトゥール Coupling assembly for vehicle air conditioner, vehicle using the same, and method for controlling engine assembly

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010513771A (en) * 2006-12-15 2010-04-30 ヴァレオ エキプマン エレクトリク モトゥール Coupling assembly for vehicle air conditioner, vehicle using the same, and method for controlling engine assembly

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