JP2008063974A - Electric turbocharger - Google Patents

Abstract

A cooling device capable of efficiently cooling a rotating electrical machine mounted on an electric supercharger is provided.
A refrigerant (an electric oil pump 354 that supplies lubricating oil) and an ECU 251 that controls the electric oil pump 354 are provided in an engine 100 and a rotor 214 of a rotating electric machine 216. The electric oil pump 354 controls the amount of lubricating oil supplied to the engine 100 and the rotating electrical machine 216 in accordance with the rotational speed of the electric machine 216. The ECU 251 controls the engine 100 in accordance with the operating state of the engine 100 and the operating state of the rotating electrical machine 216. Since the amount of lubricating oil supplied to the rotating electrical machine 216 is controlled, the rotating electrical machine 216 can be appropriately cooled.
[Selection] Figure 2

Description

  The present invention relates to an electric supercharger, and more particularly to an electric supercharger capable of efficiently cooling a motor (rotating electric machine) that rotates the supercharger.

2. Description of the Related Art Conventionally, an apparatus for cooling a motor is known in order to achieve an object such as an improvement in motor output. For example, Japanese Patent Laying-Open No. 2003-102147 (Patent Document 1) discloses a motor cooling device in which a stator side cooling passage for cooling a stator of a motor and a rotor side cooling passage for cooling a rotor are formed. The cooling device includes distribution means for distributing the coolant to the stator side cooling passage and the rotor side cooling passage according to an arbitrary flow rate ratio. Thereby, this cooling device makes it possible to cool the motor efficiently.
JP 2003-102147 A Japanese Patent Laid-Open No. 9-42292

  In order to improve the output of the engine, a supercharger that compresses air supplied to the engine by rotation of a compressor wheel and supercharges is known. An electric supercharger that applies a rotational force to a compressor wheel by a rotating electric machine is known. However, the need for cooling has not been considered so far for rotating electrical machines mounted on electric superchargers.

  The objective of this invention is providing the cooling device which can cool efficiently the rotary electric machine mounted in an electric supercharger.

  In summary, the present invention is an electric supercharger that rotates using the exhaust gas of an internal combustion engine to compress the intake air of the internal combustion engine, and a rotating electrical machine that supports the rotation of the supercharger. A refrigerant supply device for supplying refrigerant to the internal combustion engine and the rotating electrical machine, and a supply amount of the refrigerant respectively supplied to the internal combustion engine and the rotating electrical machine based on the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine A controller that calculates the first and second supply amounts and controls the refrigerant supply device so that the first and second supply amounts of refrigerant are supplied to the internal combustion engine and the rotating electrical machine, respectively;

  Preferably, the electric supercharger includes a first supply path for supplying refrigerant from the refrigerant supply apparatus to the internal combustion engine, a second supply path for supplying refrigerant from the refrigerant supply apparatus to the rotating electrical machine, And an electromagnetic valve that is provided in the middle of the two supply paths and is controlled by the control unit. The control unit controls the refrigerant supply device so that an amount of the refrigerant that is the sum of the first supply amount and the second supply amount is supplied from the refrigerant supply device, and based on the number of rotations of the rotating electrical machine, The opening degree of the solenoid valve is controlled so that the supply amount of the refrigerant of 2 is supplied to the rotating electrical machine.

  More preferably, the control unit maintains the opening degree of the electromagnetic valve at a predetermined value until the rotation speed of the rotating electrical machine reaches a predetermined rotation speed.

  More preferably, the rotating electrical machine includes a rotor that rotates the supercharger, a stator that is provided to face the rotor, and a housing that houses the rotor and the stator. The casing is formed with a passage through which the refrigerant flows so that heat can exchange heat between the refrigerant flowing in from the second supply path and the rotor.

  More preferably, the refrigerant is a lubricating oil for an internal combustion engine. The refrigerant supply device includes an oil pan that accumulates lubricating oil and an electric oil pump that sends the lubricating oil accumulated in the oil pan to the first and second supply paths. The control unit controls the amount of lubricating oil sent from the electric oil pump by controlling the rotation speed of the electric oil pump.

  More preferably, the control unit stores in advance a function that associates the rotational speed of the internal combustion engine with the rotational speed of the electric oil pump, and a coefficient that is determined according to the rotational speed of the rotating electrical machine. The control unit determines the rotational speed of the electric oil pump based on the result obtained by multiplying the rotational speed of the internal combustion engine by a coefficient and the function.

  More preferably, the control unit associates the rotational speed of the internal combustion engine with the rotational speed of the electric oil pump, the first coefficient determined according to the rotational speed of the rotating electrical machine, and the time point when the rotating electrical machine starts rotating. The second coefficient determined according to the elapsed time is stored in advance. The control unit determines the rotational speed of the electric oil pump based on a result obtained by multiplying the rotational speed of the internal combustion engine by the first and second coefficients and a function.

  More preferably, the second coefficient is set so as to be maintained at a constant value for a predetermined period from the time when the rotating electrical machine starts rotating.

  More preferably, the control unit stores in advance a first function that associates the rotational speed of the internal combustion engine with the rotational speed of the electric oil pump, and a coefficient that is determined according to the temperature of the rotor. The control unit determines the rotational speed of the electric oil pump based on the result obtained by multiplying the rotational speed of the internal combustion engine by a coefficient and the function.

  More preferably, the electric supercharger further includes a temperature sensor for detecting the temperature of the stator. The control unit further stores in advance a second function that associates the temperature of the stator with the temperature of the rotor. The control unit estimates the rotor temperature based on the detection result of the temperature sensor and the second function.

  More preferably, the electric supercharger further includes a voltage detection unit that detects an induced voltage generated in the stator. The control unit further stores in advance a second function that associates the induced power detected by the voltage detection unit with the rotor temperature. The control unit estimates the rotor temperature based on the detection result of the voltage detection unit and the second function.

  More preferably, the control unit further stores in advance a second function that associates the number of rotations of the rotating electrical machine with the amount of heat generated in the rotor. The control unit estimates the rotor temperature based on the amount of heat generated in the rotor obtained based on the rotational speed of the rotor and the second function and the energy input to the rotating electrical machine.

  More preferably, the electric supercharger further includes a power supply device that supplies power to the rotating electrical machine. The control unit monitors the pressure value of the lubricating oil sent from the electric oil pump. The control unit stops supplying power to the rotating electrical machine when the pressure value of the lubricating oil is higher than the threshold value determined according to the number of revolutions of the electric oil pump and the temperature of the rotating electrical machine exceeds the limit value. The power feeding device is controlled as follows.

  More preferably, the control unit monitors the pressure value of the lubricating oil sent from the electric oil pump. When the pressure value of the lubricating oil is lower than a threshold value determined according to the rotational speed of the electric oil pump, the control unit determines whether or not the pressure value exceeds a lower limit value determined according to the engine rotational speed. When the pressure value falls below the lower limit value, the rotational speed of the electric oil pump is increased.

  ADVANTAGE OF THE INVENTION According to this invention, the rotary electric machine mounted in an electric supercharger can be cooled efficiently.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a diagram illustrating a configuration of an engine system in which the electric supercharger according to the first embodiment is mounted.

  Referring to FIG. 1, the engine system includes an engine 100, a supercharger 200, an intercooler 162, an engine ECU (Electronic Control Unit) 250, and a supercharger ECU 340. The engine system according to the present embodiment is mounted on a vehicle such as an automobile. Engine ECU 250 and supercharger ECU 340 may be integrated into one ECU. In the configuration shown in FIG. 1, engine ECU 250 and supercharger ECU 340 are connected so that they can communicate in both directions.

  Air sucked from the suction port 150 is filtered by the air cleaner 152. The air filtered by the air cleaner 152 flows to the supercharger 200 through the intake passage 156. The air flowing through the supercharger 200 is compressed by the compressor 202, then flows through the intake passage 160, and is cooled by the intercooler 162. The air cooled by the intercooler 162 flows through the intake passage 102 and is taken into the engine 100.

  An air flow meter 154 that detects the intake air amount Q is provided in the intake passage 156. Air flow meter 154 transmits a signal representing the detected intake air amount to engine ECU 250.

  The intercooler 162 cools the air that has been compressed by the compressor 202 and has risen in temperature. Since the volume of the cooled air is smaller than that before cooling, more air is sent into the engine 100.

  Further, a bypass passage 158 that bypasses the intake passage 156 and the intake passage 160 is provided, and an air bypass valve 164 that adjusts the flow rate of the air flowing through the bypass passage 158 is provided in the middle of the bypass passage 158. Air bypass valve 164 operates in accordance with a control signal received from engine ECU 250.

  A throttle valve 166 that adjusts the flow rate of air flowing through the intake passage 102 is provided in the middle of the intake passage 102. The throttle valve 166 is driven by a throttle motor 168. Throttle motor 168 is driven in accordance with a control signal received from engine ECU 250.

  An intake pipe pressure sensor 170 and an intake air temperature sensor 172 are provided in the intake passage 102. The intake pipe pressure sensor 170 detects the pressure of air in the intake passage 102. Intake pipe pressure sensor 170 transmits a signal representing the detected air pressure to engine ECU 250. The intake air temperature sensor 172 detects the temperature of air in the intake passage 102. Intake air temperature sensor 172 transmits a signal representing the detected air temperature to engine ECU 250.

  Engine 100 includes a cylinder head (not shown) and a cylinder block 112. The cylinder block 112 is provided with a plurality of cylinders in the vertical direction of the drawing in FIG. In each cylinder, a piston 114 is slidable in the vertical direction of the drawing. Piston 114 is connected to crankshaft 120 via connecting rod 116. A piston 114, connecting rod 116 and crankshaft 120 form a crank mechanism.

  A combustion chamber 108 is formed at the upper part of the piston 114. The combustion chamber 108 is provided with a spark plug 110 and a fuel injection injector 106 toward the combustion chamber 108. In the present embodiment, engine 100 is described as being a direct injection engine, but is not particularly limited to a direct injection engine. For example, engine 100 may be an internal combustion engine, and may be a port injection type engine or a diesel engine.

  In the cylinder head, an intake passage 102 and an exhaust passage 130 are provided so as to be connected to the combustion chamber 108, respectively. An intake valve 104 is provided between the intake passage 102 and the combustion chamber 108. An exhaust valve 128 is provided between the exhaust passage 130 and the combustion chamber 108. The intake valve 104 and the exhaust valve 128 are driven by a camshaft (not shown) that rotates in conjunction with the crankshaft 120.

  The air flowing through the intake passage 102 is sucked into the combustion chamber 108 by opening the intake valve 104 when the piston 114 descends. The air flowing into the combustion chamber 108 is mixed with the fuel injected from the fuel injection injector 106. When the intake valve 104 is closed and the piston 114 rises to near the top dead center, the air mixed with fuel is ignited and burned in the spark plug 110. Piston 114 is pushed down by the pressure by combustion. At this time, the vertical motion of the piston 114 is converted into the rotational motion of the crankshaft 120 via the crank mechanism. When the piston 114 is lowered to near the bottom dead center, the exhaust valve 128 is opened. When the piston 114 rises again, the air combusted in the combustion chamber 108, that is, the exhaust gas, flows through the exhaust passage 130. The air flowing through the exhaust passage 130 drives the turbine 204 of the supercharger 200 and then flows through the exhaust pipe 180 and is guided to the catalyst 182. The exhaust gas is purified by the catalyst 182 and then discharged outside the vehicle.

  A pulley (not shown) is provided at one end of the crankshaft 120. The pulley is connected to a pulley provided on the rotating shaft of the alternator 126 via a belt 124. The alternator 126 is operated by the rotation of the crankshaft 120 to generate power.

  The timing rotor 118 is provided on the crankshaft 120 and rotates together with the crankshaft 120. A plurality of protrusions are provided on the outer periphery of the timing rotor 118 at predetermined intervals. The crank position sensor 122 is provided to face the protrusion of the timing rotor 304. When the timing rotor 118 rotates, the air gap between the projection of the timing rotor 118 and the crank position sensor 122 changes, so that the magnetic flux passing through the coil portion of the crank position sensor 122 increases and decreases, and an electromotive force is generated in the coil portion. . Crank position sensor 122 transmits a signal representing the electromotive force to engine ECU 250. Engine ECU 250 detects the crank angle based on the signal transmitted from crank position sensor 122.

  Further, the vehicle is provided with a vehicle speed sensor (not shown) on the wheel, and detects the rotation speed (wheel speed) of the wheel. The vehicle speed sensor transmits a signal representing the detection result to engine ECU 250. Engine ECU 250 calculates the vehicle speed from the rotational speed of the wheel.

  Engine ECU 250 performs arithmetic processing based on signals transmitted from each sensor such as intake pressure, intake air temperature, intake air amount, wheel speed, accelerator pedal 235 depression amount, maps and programs stored in memory, and engine 100 Are controlled so as to be in a desired operation state.

  The supercharger 200 includes a compressor 202, a shaft 210, and a turbine 204. The shaft 210 can be rotated by a motor (rotating electric machine) 216.

  A compressor wheel (also referred to as a compressor rotor, a compressor blade, etc.) 206 is accommodated in the housing of the compressor 202. The compressor wheel 206 compresses (supercharges) the air filtered by the air cleaner 152.

  A turbine wheel (also referred to as a turbine rotor, a turbine blade, or the like) 208 is accommodated in the housing of the turbine 204. The turbine wheel 208 is rotated by exhaust gas.

  The compressor wheel 206 and the turbine wheel 208 are provided at both ends of the shaft 210, respectively. That is, when the turbine wheel 208 is rotated by the exhaust gas, the compressor wheel 206 is also rotated.

  Further, a motor 216 having a shaft 210 as a rotation axis is provided between the compressor wheel 206 and the turbine wheel 208. The shaft 210 is rotatably supported by the housing of the motor 216.

  The motor 216 applies a rotational force to the shaft 210 by electric power supplied from a supercharger EDU (Electronic Drive Unit) 330 in accordance with a control signal of the supercharger ECU 340. The supercharger EDU 330 uses the power supplied from the high voltage battery 320 to supply power to the motor 216 according to the control signal input from the supercharger ECU 340. Supercharger EDU330 is an inverter, for example.

  The motor 216 is provided with a rotor position sensor 211. The rotor position sensor 211 detects the rotation position (rotation angle) and rotation speed of the rotor (rotor). The rotor position sensor 211 transmits a signal representing the detection result to the supercharger ECU 340. The rotor position sensor 211 is, for example, a hall sensor.

  The high voltage battery 320 is electrically connected to the DC / DC converter 310. The DC / DC converter 310 is electrically connected to the alternator 126 described above. Therefore, the electric power generated in the alternator 126 is boosted to an appropriate voltage by the DC / DC converter 310 and then supplied to the high voltage battery 320. Thereby, the high voltage battery 320 is charged. Further, the electric power generated in the alternator 126 is supplied to the low voltage battery 300. Thereby, the low voltage battery 300 is charged. The low voltage battery 300 supplies electric power to the engine ECU 250, the supercharger ECU 340, and the like.

  The supercharger ECU 340 performs arithmetic processing based on the information transmitted from the engine ECU 250, the signal transmitted from the rotor position sensor, and the map and program stored in the memory, and the supercharger 200 performs a desired operation. Control the devices so that they are in a state.

  In the supercharger 200 having the above configuration, after the air mixed with fuel is burned in the engine 100, the exhaust gas is guided into the turbine 204 from the exhaust passage 130. The exhaust gas then rotates the turbine wheel 208 and the rotational force is transmitted to the shaft 210. Thereafter, the exhaust gas flows through the exhaust pipe 180 and is guided to the catalyst 182. The exhaust gas guided to the catalyst 182 is exhausted outside the vehicle in a purified state.

  On the other hand, the air taken from outside the vehicle to be supplied to the engine 100 is filtered by the air cleaner 152, then flows through the intake passage 156 and is guided into the compressor 202. The air is compressed (supercharged) by a compressor wheel 206 that rotates integrally with the shaft 210. The compressed air is guided to the intercooler 162 and is sucked into the combustion chamber 108 through the intake passage 102 of the engine 100 in a cooled state.

  Further, supercharger ECU 340, when the air compressed by compressor 202 does not reach a desired supercharging pressure in the low rotation range of engine 100 (for example, the rotation speed of engine 100 is equal to or lower than a predetermined rotation speed). In some cases, the motor 216 is driven to control the boost pressure of the compressor 202 to be forcibly increased.

  The engine system further includes an electric oil pump 354 driven by electric power supplied from the low voltage battery 300 and an oil pan 352. The electric oil pump 354 supplies the lubricating oil accumulated in the oil pan 352 to the engine 100 and also supplies it to the rotor and bearings of the motor 216.

  Lubricating oil not only serves to smooth the operation of engine 100 and motor 216, but also serves as a refrigerant for engine 100 and motor 216. Since the rotor is cooled by heat exchange between the rotor of the motor 216 and the lubricating oil, a decrease in the output of the motor 216 (a decrease in magnetic force) can be suppressed.

  An electromagnetic proportional valve 240 is provided in the middle of a path for supplying lubricating oil from the electric oil pump 354 to the rotor of the motor 216. The amount of lubricating oil supplied to the rotor is determined by the rotational speed of the electric oil pump 354 and the opening of the electromagnetic proportional valve 240.

FIG. 2 is a diagram illustrating a configuration of the electric supercharger according to the first embodiment.
Referring to FIG. 2, the electric supercharger according to Embodiment 1 includes an ECU 251, a supercharger EDU 330, a supercharger 200, a motor 216, an oil pan 352, an electric oil pump 354, a supply path 242 and a discharge path 244. It is comprised including.

  The motor 216 includes a rotor 214 provided in the middle of the shaft 210, a stator 212 provided facing the rotor 214 from a direction orthogonal to the rotation axis of the shaft 210, and a housing 230 that houses the stator 212. The stator 212 is formed so as to surround the rotor 214 around the rotation axis. In the present embodiment, motor 216 is a three-phase motor (in this embodiment, a U phase, a V phase, and a W phase). The rotor 214 is provided with a permanent magnet. A temperature sensor 241 (for example, a thermistor or a thermocouple) that detects the temperature of the stator 212 is provided in the vicinity of the stator 212. The detection result of the temperature sensor 241 is input to the ECU 251.

  The shaft 210 is rotatably supported by the housing 230 of the motor 216 by a bearing portion 222 provided on the turbine wheel 208 side, a bearing portion 224 provided on the compressor wheel 206 side, and a thrust bearing 228. A spacer (not shown) is provided between the compressor wheel 206 and the thrust bearing 228.

  The electric oil pump 354 operates by receiving electric power from the low-voltage battery 300, and supplies the lubricating oil accumulated in the oil pan 352 to the supply path 246 in the engine 100 and the supply path 242 to the motor 216. The supply passage 242 branches into three passages from one passage: a lubricant supply passage to the rotor 214, a lubricant supply passage to the bearing portion 222, and a lubricant supply passage to the bearing portion 224. . An electromagnetic proportional valve 240 is provided in the middle of the path from the electric oil pump 354 to the rotor 214 among the three paths.

  The housing 230 is formed with a passage for the lubricating oil to flow so that the lubricating oil and the rotor 214 can exchange heat. Further, a passage for supplying lubricating oil to the bearing portions 222 and 224 is formed in the housing 230. Lubricating oil inside the housing 230 flows into the discharge path 244. The lubricating oil that has flowed into the discharge path 244 returns to the oil pan 352.

  The ECU 251 illustrated in FIG. 2 collectively represents the engine ECU 250 and the supercharger ECU 340 illustrated in FIG. 1 as one ECU. The ECU 251 controls the engine 100, the motor 216, the supercharger EDU 330 (inverter), the electric oil pump 354, and the electromagnetic proportional valve 240.

  The ECU 251 determines the amount of lubricating oil supplied to the engine and the rotor 214 of the motor 216 based on the rotational speed of the engine 100 and the rotational speed of the rotor 214 (hereinafter also referred to as “electric supercharger rotational speed”). A certain first and second supply amount is calculated. ECU 251 controls electric oil pump 354 such that first and second supply amounts of lubricating oil are supplied to engine 100 and rotor 214 of motor 216, respectively.

  The electric oil pump 354 operates with power supplied from the low-voltage battery 300. If the electric oil pump operates more than necessary, the power consumption of the electric oil pump 354 increases. As a result, the low voltage battery 300 needs to be charged, so the engine 100 rotates the alternator 126 via the belt 124. As a result, fuel consumption may deteriorate.

  According to the present embodiment, ECU 251 controls the amount of lubricating oil supplied to engine 100 and motor 216 according to the operating state of engine 100 and the operating state of motor 216. Thereby, the supply amount of the lubricating oil can be finely controlled, so that the motor 216 can be appropriately cooled. Further, since it is possible to prevent the lubricating oil from being supplied from the electric oil pump 354 to the motor 216 more than necessary, the power consumption of the electric oil pump 354 can be suppressed. Therefore, fuel consumption can be improved.

FIG. 3 is a flowchart for explaining a cooling operation of the electric supercharger according to the first embodiment.
When the process is started with reference to FIGS. 3 and 2, first in step S <b> 1, ECU 251 obtains the value of engine speed (engine speed Ne). The engine speed Ne is detected by, for example, a crank position sensor 122 shown in FIG.

  Next, in step S2, the ECU 251 determines whether or not power is being supplied to the electric supercharger, that is, whether or not the supercharger EDU330 is operating. If supercharger EDU 330 is supplying power to the electric supercharger (YES in step S2), the process proceeds to step S3.

  In step S3, the ECU 251 acquires the rotational speed of the rotor 214 (electric supercharger rotational speed Nt) from the rotor position sensor 211 shown in FIG.

  In the present embodiment, the ECU 251 is configured to determine the rotational speed of the electric oil pump based on the engine rotational speed Ne. If the engine rotational speed Ne is low, the rotational speed of the electric oil pump is low, so that the amount of lubricating oil supplied to the engine 100 and the motor 216 is reduced. However, when the engine speed Ne is low, the ECU 251 rotates the motor 216 to forcibly increase the supercharging pressure of the compressor 202, so that the electric supercharger speed Nt increases. Therefore, the rotor 214 needs to be cooled, but the rotor 214 cannot be properly cooled if the amount of lubricating oil supplied to the motor 216 is small.

  For this reason, in the first embodiment, the ECU 251 apparently increases the engine rotational speed Ne by multiplying the engine rotational speed Ne by a coefficient K determined according to the rotational speed of the electric supercharger. As a result, the number of revolutions of the electric oil pump increases, so that the amount of lubricating oil supplied to the motor 216 can be increased. A function that defines the relationship between the rotational speed of the electric supercharger and the coefficient K is stored in advance in the ECU 251.

FIG. 4 is a diagram for explaining the relationship between the electric supercharger rotation speed Nt and the coefficient K.
Referring to FIG. 4, coefficient K is 1 when electric turbocharger rotation speed Nt is 0. The coefficient K is proportional to the electric supercharger rotation speed Nt.

  Referring to FIGS. 3 and 2, in step S4, ECU 251 calculates coefficient K based on the function shown in FIG. 4 and electric supercharger rotation speed Nt.

  If ECU 251 is not supplying power to the electric supercharger in step S2 (NO in step S2), the process proceeds to step S5. In step S5, the ECU 251 sets the opening degree of the electromagnetic proportional valve 240 to 0%. Next, in step S6, the ECU 251 sets the coefficient K to 1.

  When the ECU 251 is not supplying power to the electric supercharger, the motor 216 is stopped or the rotor 214 is rotating as the turbine wheel 208 rotates. In this case, the rotational speed of the rotor 214 does not increase rapidly. That is, since the temperature rise of the rotor is suppressed, the lubricating oil as the refrigerant is not supplied to the rotor 214.

  Next, in step S7, the ECU 251 calculates the opening degree of the electromagnetic proportional valve 240 according to a function stored in advance.

FIG. 5 is a diagram showing functions used by the ECU 251 in step S7 of FIG.
Referring to FIG. 5, electric turbocharger rotation speed Nt is associated with the opening degree of electromagnetic proportional valve 240 (electromagnetic valve opening degree). In this function, the opening degree of the solenoid valve is set to be proportional to the electric supercharger rotation speed Nt.

  Referring to FIGS. 3 and 2, in step S8, ECU 251 calculates electric oil pump rotational speed No. The ECU 251 stores in advance a function that defines the relationship between the engine speed Ne and the electric oil pump. The ECU 251 calculates the electric oil pump rotational speed No based on the function shown in FIG. 6 below, the coefficient K, and the engine rotational speed Ne.

FIG. 6 is a diagram showing functions used by the ECU 251 in step S8 of FIG.
Referring to FIG. 6, this function shows the relationship of the electric oil pump rotational speed No to the product of the engine rotational speed Ne. The ECU 251 calculates the electric oil pump rotational speed No based on the product of the coefficient K and the engine rotational speed Ne and this function.

  Subsequently, in step S9, the ECU 251 drives the electric oil pump 354 based on the calculated electric oil pump rotational speed No.

  In step S10, the ECU 251 drives the electromagnetic proportional valve 240. The opening degree of the electromagnetic proportional valve 240 is set to the opening degree calculated in step S7.

  In step S8, the rotational speed of electric oil pump 354 is determined, so that the total amount of lubricating oil supplied to engine 100 and lubricating oil supplied to motor 216 is set. In step S10, the amount of lubricating oil supplied to the motor 216 is set by setting the opening of the electromagnetic proportional valve 240. Therefore, the amount of lubricating oil supplied to engine 100 in step S10 is inevitably set. When the process of step S10 is completed, the process returns to step S1 again.

  According to the first embodiment, it is possible to reduce the oil discharge amount of the electric oil pump at the time of engine light load that does not require rotor cooling. As a result, the load on the engine can be reduced, and the fuel efficiency can be improved.

  Further, when the engine load increases, the rotor temperature increases. According to the first embodiment, when the rotor temperature is high, an appropriate amount of lubricating oil can be supplied to the rotor. Therefore, according to the first embodiment, it is possible to appropriately control the amount of lubricating oil supplied to the rotor according to the operating state of the engine.

[Embodiment 2]
The configuration of the engine system on which the electric supercharger according to Embodiment 2 is mounted is the same as the configuration shown in FIG. The configuration of the electric supercharger according to the second embodiment is the same as that shown in FIG.

  In the second embodiment, the ECU 251 shown in FIG. 2 uses an electric oil pump 354 and an electromagnetic proportional valve 240 to supply lubricating oil to the rotor of the motor after a predetermined time has elapsed since the start of power supply to the electric supercharger. To control.

  Immediately after power supply to the electric supercharger is started, the rotor temperature is not so high because the rotational speed of the rotor is low. If lubricating oil is supplied to the rotor in this state, the electric oil pump operates more than necessary (the load on the electric oil pump increases), so the fuel consumption may be reduced.

  In the second embodiment, an increase in the load of the electric oil pump is suppressed by suppressing the supply of lubricating oil to the motor immediately after the start of power supply to the electric supercharger. Thereby, it becomes possible to prevent deterioration of fuel consumption.

FIG. 7 is a flowchart for explaining a cooling operation of the electric supercharger according to the second embodiment.
7 and 3, the flowchart shown in FIG. 7 differs from the flowchart shown in FIG. 3 in the following points.

(1) Step S41 is added after step S4.
(2) Step S61 is added after step S6.

(3) Step S71 is added after step S7.
(4) The process of step S81 is executed instead of the process of step S8.

  The processing in other steps of the flowchart shown in FIG. 7 is the same as the processing in the corresponding steps of the flowchart shown in FIG. Therefore, below, the process of step S41, S61, S71, S81 is mainly demonstrated.

  Referring to FIGS. 7 and 2, in step S41, ECU 251 starts time measurement. Thereby, ECU251 can grasp | ascertain the elapsed time after starting the electric power feeding of an electric supercharger.

  If power is not supplied to the electric supercharger (NO in step S2), ECU 251 ends time measurement in step S61. That is, in step S61, the ECU 251 sets the operating time of the electric supercharger to zero.

  Next, in step S7, the ECU 251 calculates the opening degree of the electromagnetic proportional valve 240 according to a function stored in advance. However, the function stored in ECU 251 in the second embodiment is different from the function shown in FIG.

FIG. 8 is a diagram showing functions used by the ECU 251 in step S7 of FIG.
Referring to FIG. 8, in this function, when the electric supercharger rotational speed Nt is lower than 80 krpm (predetermined rotational speed), the solenoid valve opening is set to 0% (predetermined value). The electromagnetic valve opening is set to increase from 0% as the rotational speed Nt becomes higher than 80 krpm. Immediately after power supply to the electric supercharger is started (when the temperature of the rotor 214 is low), it is possible to prevent excessive supply of lubricating oil to the rotor, so that the load on the electric oil pump can be effectively suppressed. .

  Referring to FIGS. 7 and 2 again, in step S71, ECU 251 calculates coefficient C according to a function stored in advance. The coefficient C, like the coefficient K, is a coefficient for apparently increasing the engine speed Ne.

FIG. 9 is a diagram showing functions used by the ECU 251 in step S71 of FIG.
Referring to FIG. 9, in this function, coefficient C is set to be kept constant at 1 until the operating time of the electric supercharger has passed 2 seconds. When the operating time of the electric supercharger exceeds 2 seconds, the coefficient C increases in proportion to the operating time of the electric supercharger.

  Referring to FIGS. 7 and 2 again, in step S81, ECU 251 obtains electric oil pump rotational speed No based on coefficients K, C and engine rotational speed Ne.

FIG. 10 is a diagram showing functions used by the ECU 251 in step S81 of FIG.
Referring to FIG. 10, this function defines the correspondence between the engine speed and the electric oil pump speed No. The ECU 251 calculates the electric oil pump rotational speed No based on this function and the product of the coefficient C, the coefficient K, and the engine rotational speed Ne.

  As described above, according to the second embodiment, the lubricant oil is supplied to the rotor before the temperature of the rotor rises by using the coefficient C that is set to a constant value for a predetermined period after the start of power supply to the electric supercharger. An excessive supply can be prevented. Therefore, the rotor can be efficiently cooled while efficiently suppressing the load of the electric oil pump. Moreover, fuel consumption can be improved.

[Embodiment 3]
The configuration of the engine system on which the electric supercharger according to Embodiment 3 is mounted is the same as the configuration shown in FIG. The configuration of the electric supercharger according to Embodiment 3 is the same as the configuration shown in FIG.

  In the third embodiment, the ECU 251 shown in FIG. 2 calculates the above-described coefficient based on the rotor temperature. Thereby, when the temperature of the rotor is low, the rotational speed of the electric oil pump can be suppressed, so that fuel efficiency can be improved.

  FIG. 11 is a flowchart illustrating a cooling operation of the electric supercharger according to the third embodiment.

  11 and 3, the flowchart shown in FIG. 11 differs from the flowchart shown in FIG. 3 in the following points.

(1) Step S11 is added after step S1.
(2) Steps S21 and S22 are performed instead of steps S3 to S6.

(3) Step S71 is added after step S7.
(4) The process of step S82 is executed instead of the process of step S8.

  The processing in other steps of the flowchart shown in FIG. 11 is the same as the processing in the corresponding steps of the flowchart shown in FIG. Therefore, below, the process of step S21, S22, S71, S82 is mainly demonstrated.

  Referring to FIGS. 11 and 2, temperature sensor 241 provided in the vicinity of stator 212 in step S11 measures the temperature of the stator. The ECU 251 acquires information related to the stator temperature from the temperature sensor 241.

  Next, when power is being supplied to the electric supercharger in step S2 (YES in step S2), the ECU 251 executes the process of step S21. On the other hand, when power is not supplied to the electric supercharger in step S2 (NO in step S2), ECU 251 executes the process of step S22.

  In step S21 and step S22, the ECU 251 estimates the rotor temperature based on the stator temperature. The relationship between the stator temperature and the rotor temperature is determined in advance. The ECU 251 stores a function indicating this relationship in advance.

  However, the characteristics of the rotor temperature with respect to the stator temperature differ between when the electric supercharger is fed (when energized) and when not energized. As shown in FIG. 12 below, the ECU 251 uses different functions to calculate the rotor temperature in the “rotor temperature estimation (1)” process in step S21 and the “rotor temperature estimation (2)” process in step S22. presume.

FIG. 12 is a diagram showing a map in which the rotor temperature and the stator temperature are associated with each other.
Referring to FIG. 12, the correspondence relationship between the stator temperature and the rotor temperature in both cases of non-energization and power feeding is shown. The stator temperature for the same rotor temperature Tr1 is higher during power feeding than during non-energization (Ts2> Ts1). This is because heat is generated around the stator due to copper loss of the coil during power feeding of the motor.

  Referring to FIGS. 11 and 2 again, in step S71, ECU 251 calculates coefficient C according to a function stored in advance.

  FIG. 13 is a diagram showing functions used by the ECU 251 in step S71 of FIG.

  Referring to FIG. 13, in the third embodiment, the relationship between coefficient C and rotor temperature is defined. When the rotor temperature is lower than a predetermined temperature (150 degrees in the third embodiment), the coefficient C remains constant at 1. When the rotor temperature exceeds a predetermined temperature, the coefficient C increases in proportion to the rotor temperature.

  Referring to FIGS. 11 and 2 again, in step S82, ECU 251 obtains electric oil pump rotational speed No based on coefficient C and engine rotational speed Ne.

  FIG. 14 is a diagram showing functions used by the ECU 251 in the process of step S82 of FIG.

  Referring to FIG. 14, in this function, engine speed Ne is associated with electric oil pump speed No. The ECU 251 calculates the electric oil pump rotational speed No based on this function and the product of the coefficient C and the engine rotational speed Ne.

  In the third embodiment, the supply amount of lubricating oil by the electric oil pump is obtained using the rotor temperature. Compared to the case where the supply amount of the lubricating oil is obtained according to the operation time of the motor as in the second embodiment, the motor rotor can be more appropriately cooled in the third embodiment. Further, since the load of the electric oil pump can be controlled more finely than in the second embodiment, the fuel consumption can be improved as compared with the second embodiment.

  Furthermore, according to the third embodiment, the rotor temperature can be estimated even when the rotor of the motor is rotating with the rotation of the supercharger. Therefore, even in this state, the rotor can be cooled based on the estimation result, so that the rotor temperature can be kept below a certain temperature.

[Embodiment 4]
FIG. 15 is a diagram illustrating a configuration of the electric supercharger according to the fourth embodiment.

  In FIG. 15, the motor 216 and the supercharger 200 are schematically shown. The motor 216 includes a U-phase coil LU, a V-phase coil LV, and a W-phase coil LW. These coils are wound around a stator, and an AC voltage is applied from a supercharger EDU (inverter) 330.

  The induced voltage measuring unit 252 measures the induced voltage (back electromotive voltage) generated at both ends of each coil. Alternatively, the induced voltage measurement unit 252 may measure the induced voltage (back electromotive voltage) generated at both ends of each coil from the potential difference between the phases. In this case, there is no need to draw the neutral point out of the motor 216.

  The measurement result of the induced voltage measurement unit 252 is sent to the ECU 251. The ECU 251 estimates the temperature of the rotor (not shown) based on the measurement result, and controls the electric oil pump 354 based on the estimation result. Similarly to the first to third embodiments, the ECU 251 sets the opening degree of the electromagnetic proportional valve 240 based on the rotation speed of the motor 216 (electric supercharger rotation speed Nt).

  FIG. 16 is a flowchart illustrating a cooling operation of the electric supercharger according to the fourth embodiment.

  Referring to FIGS. 16 and 11, the flowchart shown in FIG. 16 differs from the flowchart shown in FIG. 11 in the following points.

(1) The process of step S11 is omitted.
(2) The process of step S23 is performed instead of step S22.

(3) After step S23, step S3 is executed.
(4) After step S3, step S31 is executed.

  The processing in other steps of the flowchart shown in FIG. 16 is the same as the processing in the corresponding steps of the flowchart shown in FIG. Therefore, hereinafter, the processes of steps S23 and S31 will be mainly described.

  Referring to FIGS. 16 and 15, when the electric supercharger is not supplying power at step S2 (NO at step S2), the process at step S23 is performed. In step S23, the induced voltage measurement unit 252 measures, for example, the induced voltage generated at both ends of the U-phase coil LU. The measurement result is sent to the ECU 251.

  In step S31, the ECU 251 estimates the rotor temperature according to the following correlation equation (1). Equation (1) is obtained in advance by experiments. Formula (1) is an example for explaining the fourth embodiment.

(Rotor temperature [° C.]) = − 2.8 × 10 ⁻⁷ × (induced voltage [V] / electric turbocharger rotation speed [rpm]) + 2500 (1)
As described above, according to the fourth embodiment, the rotor temperature is estimated according to the correlation equation obtained in advance, so that the rotor temperature can be estimated with high accuracy. Therefore, since the electric oil pump can be finely controlled, the rotor can be appropriately cooled and the fuel consumption can be improved.

[Embodiment 5]
The configuration of the engine system on which the electric supercharger according to Embodiment 5 is mounted is the same as the configuration shown in FIG. The configuration of the electric supercharger according to the fifth embodiment is the same as the configuration shown in FIG.

  In the fifth embodiment, the ECU 251 shown in FIG. 2 estimates the rotor temperature based on the energy input to the motor and the cooling capacity of the rotor.

  FIG. 17 is a flowchart illustrating a cooling operation of the electric supercharger according to the fifth embodiment.

  Referring to FIGS. 17 and 16, the flowchart shown in FIG. 17 differs from the flowchart shown in FIG. 16 in the following points.

  (1) Steps S24 and S25 are executed in place of the steps S21 and S23, respectively.

(2) Steps S32 to S34 are executed in place of step S31.
Processing in other steps of the flowchart shown in FIG. 17 is the same as the processing in the corresponding steps of the flowchart shown in FIG. Therefore, below, the process of step S24, S25, S26, S32, S33 is demonstrated.

  Referring to FIGS. 17 and 2, when power is supplied to the electric supercharger (YES in step S <b> 2), ECU 251 calculates energy Q <b> 1 input from supercharger EDU 330 to motor 216 according to the following equation (2). To do.

Q1 = (current) × (voltage) × (time) × (efficiency) (2)
On the other hand, when power is not supplied to the electric supercharger (NO in step S2), ECU 251 sets energy Q1 to zero.

  In step S32, the ECU 251 determines the amount of heat Q2 accompanying the change in the magnetic flux of the motor 216 based on the electric supercharger rotation speed Nt acquired in step S3 and the function stored in advance.

  FIG. 18 is a diagram showing functions used by the ECU 251 in step S32 of FIG.

  Referring to FIG. 18, in this function, electric turbocharger rotation speed Nt and heat quantity Q2 are associated with each other.

  17 and 2 again, in step S33, the ECU 251 calculates the amount of heat Q generated in the rotor according to the following equation (3).

Q = Q1 + Q2 (3)
In step S34, the ECU 251 calculates the amount of heat Qr necessary for cooling the rotor according to the following equation (4).

Qr = Q (4)
The ECU 251 estimates the rotor temperature according to the calculated heat quantity Qr. As described above, according to the fifth embodiment, the rotor temperature is estimated based on the input energy to the motor and the amount of heat generated by the motor, so that the rotor temperature can be estimated with high accuracy. Therefore, since the load of the electric oil pump can be controlled more finely, the rotor can be appropriately cooled and the fuel consumption can be improved.

[Embodiment 6]
The configuration of the engine system on which the electric supercharger according to Embodiment 6 is mounted is the same as the configuration shown in FIG. The configuration of the electric supercharger according to the sixth embodiment is the same as the configuration shown in FIG.

  In the sixth embodiment, power supply to the electric supercharger is stopped when the solenoid valve cannot be opened due to a failure or the like (when the solenoid valve is closed and fixed).

  FIG. 19 is a flowchart illustrating a cooling operation of the electric supercharger according to the sixth embodiment.

  Referring to FIGS. 19 and 2, when the process is started, ECU 251 determines in step S2 whether power is being supplied to the electric supercharger. If power is being supplied to the electric supercharger (YES in step S2), the process proceeds to step S51. On the other hand, when power is not supplied to the electric supercharger (NO in step S2), the process returns to step S2.

  In step S51, the ECU 251 acquires the electric oil pump rotational speed No. Next, in step S52, the ECU 251 acquires the pressure value of the lubricating oil sent from the electric oil pump 354.

  Subsequently, in step S53, the ECU 251 determines whether or not the electromagnetic valve opening is larger than 50%. If the solenoid valve opening is larger than 50% (YES in step S53), the process proceeds to step S54. On the other hand, when the solenoid valve opening is 50% or less (NO in step S53), the process returns to step S2.

  Subsequently, in step S54, the ECU 251 determines whether or not the electromagnetic valve is fixed based on the electric oil pump rotational speed No and the lubricating oil pressure. The ECU 251 refers to the following map shown in FIG. 20 when making the determination.

FIG. 20 is a diagram showing a map stored in the ECU 251.
Referring to FIG. 20, if the lubricating oil pressure Pa with respect to a certain electric oil pump rotational speed No is within a region (normal region) between two straight lines, it is determined that the solenoid valve is operating normally. The On the other hand, if the lubricating oil pressure Pb1 with respect to the electric oil pump rotational speed No is in a region (abnormal region) larger than the upper limit value in the normal region, it is determined that the solenoid valve is fixed.

  Referring to FIGS. 20 and 2 again, if electromagnetic proportional valve 240 is fixed (YES in step S54), the process proceeds to step S55. If electromagnetic proportional valve 240 is not fixed (NO in step S54), the process returns to step S2.

  In step S55, the temperature sensor 241 measures the temperature of the stator. In step S56, the ECU 251 estimates the rotor temperature based on the stator temperature. The estimation method in step S56 is the same as the estimation method in step S21 of FIG.

  In step S57, the ECU 251 determines whether or not the motor temperature has exceeded a limit value. Specifically, the ECU 251 determines whether or not at least one of a condition that the rotor temperature is higher than 180 degrees and a condition that the stator temperature is higher than 160 degrees is satisfied. If at least one of the two conditions is satisfied (YES in step S57), the process proceeds to step S58. If neither of the two conditions is satisfied (NO in step S57), the process returns to step S2.

  In step S58, the ECU 251 controls the supercharger EDU330 so as to stop (cut) the power supply of the electric supercharger. When the process of step S58 ends, the entire process returns to step S2.

  The stator is also cooled by the lubricating oil supplied to the rotor. If the amount of lubricating oil supplied to the rotor decreases, the stator temperature may rise above the heat resistant limit temperature of the coil. In this case, there is a possibility that a short circuit of the coil and the accompanying heat generation may occur due to melting of the coating of the coil.

  According to the sixth embodiment, since the power supply to the electric supercharger is stopped when the electromagnetic valve is fixed, it is possible to prevent a failure in which the coil burns out. Further, it is possible to prevent the temperature of the rotor from rising excessively, and thus it is possible to prevent irreversible thermal demagnetization in the rotor, that is, the permanent magnet. For these reasons, according to the sixth embodiment, it is possible to prevent a reduction in performance of the motor.

  In the sixth embodiment, display processing for prompting the driver to repair or check (for example, processing for turning on a check engine lamp provided on the meter) may be performed after the processing in step S58 in FIG. .

[Embodiment 7]
The configuration of the engine system on which the electric supercharger according to the seventh embodiment is mounted is the same as the configuration shown in FIG. Further, the configuration of the electric supercharger according to the seventh embodiment is the same as the configuration shown in FIG.

  In the seventh embodiment, the rotational speed of the electric oil pump is increased in order to ensure the hydraulic pressure required for the engine body when the solenoid valve does not close due to failure or the like (when it is stuck open).

  FIG. 21 is a flowchart for explaining the lubricating oil supply operation of the electric supercharger according to the seventh embodiment.

  Referring to FIG. 21, when the process is started, ECU 251 obtains electric oil pump rotation speed No in step S51. Next, in step S52, the ECU 251 acquires the pressure value of the lubricating oil sent from the electric oil pump 354.

  Subsequently, in step S54, the ECU 251 determines whether or not the electromagnetic valve is fixed based on the electric oil pump rotational speed No and the lubricating oil pressure. The ECU 251 refers to the map shown in FIG. 22 below when making the determination.

FIG. 22 is a diagram showing a map stored in the ECU 251.
As shown in FIGS. 22 and 20, if the lubricating oil pressure Pa with respect to a certain electric oil pump rotational speed Nt is within a region (normal region) between two straight lines, it is determined that the solenoid valve is normal. . On the other hand, if the lubricating oil pressure Pb1 with respect to the rotational speed Nt of the electric oil pump is in a region (abnormal region) lower than the lower limit value of the normal region, the solenoid valve is fixed with the opening degree of the solenoid valve being large (for example, 100%). It is determined that

  Referring to FIGS. 21 and 2 again, if electromagnetic proportional valve 240 is fixed (YES in step S54), the process proceeds to step S61. If electromagnetic proportional valve 240 is not fixed (NO in step S54), the process returns to step S51.

  In step S61, the ECU 251 acquires the engine speed Ne. Next, in step S62, the ECU 251 acquires a minimum hydraulic pressure value (lower limit value) required to supply lubricating oil to the engine based on the map shown in FIG. As shown in FIG. 23, the relationship between the engine speed Ne and the minimum required hydraulic pressure P1 is obtained in advance.

  Referring to FIGS. 22 and 2 again, in step S63, ECU 251 determines whether or not lubricating oil pressure P is greater than necessary minimum hydraulic pressure P1. When the lubricating oil pressure P is lower than the necessary minimum oil pressure P1 (NO in step S63), the ECU 251 increases the rotational speed of the electric oil pump in step S64. If the lubricating oil pressure P is equal to or higher than the necessary minimum hydraulic pressure P1 (YES in step S64), the process returns to step S51.

  As described above, according to the seventh embodiment, the pressure of the lubricating oil delivered from the electric oil pump is increased by increasing the number of rotations of the electric oil pump when the electromagnetic valve is fixed while being opened. When the oil pressure decreases, parts such as cams, cranks, and pistons that make up the engine may become seized. However, according to the seventh embodiment, such a problem can be prevented from occurring.

  As in the sixth embodiment, in the seventh embodiment, after the process in step S64 in FIG. 21, a display process for urging the driver to repair or check (for example, a check engine lamp provided in the meter is turned on). Processing).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the engine system by which the electric supercharger which concerns on Embodiment 1 is mounted. It is a figure which shows the structure of the electric supercharger which concerns on Embodiment 1. FIG. 3 is a flowchart illustrating a cooling operation of the electric supercharger according to the first embodiment. It is a figure explaining the relationship between the electric supercharger rotation speed Nt and the coefficient K. FIG. It is a figure which shows the function which ECU251 uses in step S7 of FIG. It is a figure which shows the function which ECU251 uses in step S8 of FIG. 6 is a flowchart illustrating a cooling operation of the electric supercharger according to the second embodiment. It is a figure which shows the function which ECU251 uses in step S7 of FIG. It is a figure which shows the function which ECU251 uses in step S71 of FIG. It is a figure which shows the function which ECU251 uses in step S81 of FIG. 12 is a flowchart illustrating a cooling operation of the electric supercharger according to the third embodiment. It is a figure which shows the map with which rotor temperature and the temperature of the stator were matched. It is a figure which shows the function which ECU251 uses in step S71 of FIG. It is a figure which shows the function which ECU251 uses in the process of step S82 of FIG. It is a figure which shows the structure of the electric supercharger which concerns on Embodiment 4. FIG. 6 is a flowchart illustrating a cooling operation of the electric supercharger according to the fourth embodiment. 10 is a flowchart illustrating a cooling operation of the electric supercharger according to the fifth embodiment. It is a figure which shows the function which ECU251 uses in step S32 of FIG. 10 is a flowchart illustrating a cooling operation of the electric supercharger according to the sixth embodiment. It is a figure which shows the map memorize | stored in ECU251. 10 is a flowchart for explaining a lubricating oil supply operation of the electric supercharger according to the seventh embodiment. It is a figure which shows the map memorize | stored in ECU251. It is a figure explaining the relationship between the engine speed Ne and the minimum required hydraulic pressure P1.

Explanation of symbols

  100 Engine, 102, 156, 160 Intake passage, 104 Intake valve, 106 Fuel injection injector, 108 Combustion chamber, 110 Spark plug, 112 Cylinder block, 114 Piston, 116 Connecting rod, 118 Timing rotor, 120 Crankshaft, 122 Crank position sensor , 124 Belt, 126 Alternator, 128 Exhaust valve, 130 Exhaust passage, 150 Inlet, 152 Air cleaner, 154 Air flow meter, 158 Bypass passage, 162 Intercooler, 164 Air bypass valve, 166 Throttle valve, 168 Throttle motor, 170 Intake pipe Pressure sensor, 172 Intake air temperature sensor, 180 Exhaust pipe, 182 Catalyst, 200 Supercharger, 202 Compressor, 204 Turb , 206 Compressor wheel, 208 Turbine wheel, 210 Shaft, 211 Rotor position sensor, 212 Stator, 214 Rotor, 216 Motor, 222, 224 Bearing part, 228 Thrust bearing, 230 Housing, 235 Accelerator pedal, 240 Solenoid valve, 241 Temperature sensor, 242 supply path, 244 discharge path, 246 supply path, 250 engine ECU, 251 ECU, 252 induced voltage measurement unit, 300 low voltage battery, 304 timing rotor, 310 DC / DC converter, 320 high voltage battery, 330 supercharger EDU, 340 Supercharger ECU, 352 Oil pan, 354 Electric oil pump, LU U phase coil, LV V phase coil, LW W phase coil, S1-S82 steps.

Claims (14)

A turbocharger that rotates using the exhaust of the internal combustion engine and compresses the intake air of the internal combustion engine;
A rotating electrical machine that supports the rotation of the supercharger;
A refrigerant supply device for supplying refrigerant to the internal combustion engine and the rotating electrical machine;
Based on the number of revolutions of the internal combustion engine and the number of revolutions of the rotating electrical machine, first and second supply amounts that are the amounts of supply of the refrigerant respectively supplied to the internal combustion engine and the rotating electrical machine are calculated. An electric supercharger comprising: a control unit that controls the refrigerant supply device so that the first and second supply amounts of the refrigerant are supplied to the internal combustion engine and the rotating electrical machine, respectively. The electric supercharger is
A first supply path for supplying the refrigerant from the refrigerant supply device to the internal combustion engine;
A second supply path for supplying the refrigerant from the refrigerant supply device to the rotating electrical machine;
An electromagnetic valve provided in the middle of the second supply path and controlled by the control unit;
The control unit controls the refrigerant supply device so that an amount of the refrigerant that is the sum of the first supply amount and the second supply amount is supplied from the refrigerant supply device, and 2. The electric supercharger according to claim 1, wherein an opening degree of the electromagnetic valve is controlled based on a rotational speed so that the second supply amount of the refrigerant is supplied to the rotating electrical machine.   The electric supercharger according to claim 2, wherein the control unit maintains the opening of the electromagnetic valve at a predetermined value until the rotation speed of the rotating electrical machine reaches a predetermined rotation speed. The rotating electric machine is
A rotor for rotating the supercharger;
A stator provided facing the rotor;
A housing for housing the rotor and the stator;
3. The electric supercharger according to claim 2, wherein a passage for allowing the refrigerant to flow is formed in the casing so that heat can be exchanged between the refrigerant flowing from the second supply path and the rotor. . The refrigerant is a lubricating oil of the internal combustion engine,
The refrigerant supply device includes:
An oil pan for accumulating the lubricating oil;
An electric oil pump that sends the lubricating oil accumulated in the oil pan to the first and second supply paths; and the control unit controls the number of rotations of the electric oil pump, and from the electric oil pump The electric supercharger according to claim 2, wherein the amount of the lubricating oil to be delivered is controlled.   The control unit stores in advance a function that associates the rotational speed of the internal combustion engine with the rotational speed of the electric oil pump, and a coefficient that is determined according to the rotational speed of the rotating electrical machine. The electric supercharger according to claim 5, wherein the number of rotations of the electric oil pump is determined based on a result obtained by multiplying a coefficient and the function.   The controller is configured to associate a rotational speed of the internal combustion engine with a rotational speed of the electric oil pump, a first coefficient determined according to the rotational speed of the rotating electrical machine, and a time point when the rotating electrical machine starts rotating. The electric oil pump is stored in advance based on a result obtained by multiplying the number of revolutions of the internal combustion engine by the first and second coefficients, and the function. The electric supercharger according to claim 5, wherein the number of rotations is determined.   The electric supercharger according to claim 7, wherein the second coefficient is set to be maintained at a constant value for a predetermined period from the time when the rotating electrical machine starts rotating.   The control unit stores in advance a first function that associates the rotational speed of the internal combustion engine with the rotational speed of the electric oil pump, and a coefficient that is determined according to the temperature of the rotor, and determines the rotational speed of the internal combustion engine. The electric supercharger according to claim 5, wherein the number of rotations of the electric oil pump is determined based on a result obtained by multiplying the coefficient and the function. The electric supercharger is
A temperature sensor for detecting the temperature of the stator;
The control unit further stores in advance a second function that associates the temperature of the stator with the temperature of the rotor, and estimates the temperature of the rotor based on the detection result of the temperature sensor and the second function. The electric supercharger according to claim 9. The electric supercharger is
A voltage detection unit for detecting an induced voltage generated in the stator;
The control unit further stores in advance a second function that associates the induced power detected by the voltage detection unit with the temperature of the rotor, and based on the detection result of the voltage detection unit and the second function. The electric supercharger according to claim 9, wherein the temperature of the rotor is estimated.   The control unit further stores in advance a second function that associates the rotational speed of the rotating electrical machine with the amount of heat generated in the rotor, and the rotor is obtained based on the rotational speed of the rotor and the second function. The electric supercharger according to claim 9, wherein the temperature of the rotor is estimated based on the amount of heat generated and energy input to the rotating electrical machine. The electric supercharger is
A power supply device for supplying power to the rotating electrical machine;
The controller monitors the pressure value of the lubricating oil delivered from the electric oil pump, and the pressure value of the lubricating oil is higher than a threshold value determined according to the number of rotations of the electric oil pump; and The electric supercharger according to claim 5, wherein when the temperature of the rotating electrical machine exceeds a limit value, the power feeding device is controlled to stop power feeding to the rotating electrical machine.   The control unit monitors the pressure value of the lubricating oil sent from the electric oil pump, and when the pressure value of the lubricating oil is lower than a threshold value determined according to the rotation speed of the electric oil pump. Determines whether the pressure value exceeds a lower limit value determined according to the engine speed, and increases the rotational speed of the electric oil pump when the pressure value falls below the lower limit value. Item 6. The electric supercharger according to Item 5.

Images