EP2615332B1 - Vorrichtung zum ein- und ausbau eines getriebes und motorstarter - Google Patents

Vorrichtung zum ein- und ausbau eines getriebes und motorstarter Download PDF

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Publication number
EP2615332B1
EP2615332B1 EP11834391.2A EP11834391A EP2615332B1 EP 2615332 B1 EP2615332 B1 EP 2615332B1 EP 11834391 A EP11834391 A EP 11834391A EP 2615332 B1 EP2615332 B1 EP 2615332B1
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EP
European Patent Office
Prior art keywords
driving gear
gear
axial direction
rotation
rotation shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11834391.2A
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English (en)
French (fr)
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EP2615332A1 (de
EP2615332A4 (de
Inventor
Isamu Shiotsu
Hiroyuki Nishizawa
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Toyota Central R&D Labs Inc
Original Assignee
Toyota Central R&D Labs Inc
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Publication date
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Publication of EP2615332A1 publication Critical patent/EP2615332A1/de
Publication of EP2615332A4 publication Critical patent/EP2615332A4/de
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Publication of EP2615332B1 publication Critical patent/EP2615332B1/de
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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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement

Definitions

  • the present invention relates to a gear fitting and disengaging device that performs fitting and disengaging operations for a gear, and to an engine starter including such a gear fitting and disengaging device.
  • GB 390,972 A discloses a starting gear for an internal combustion engine.
  • JP 2010-38103 A indicated below discloses technology related to an engine starter including a gear fitting and disengaging device that performs fitting and disengaging operations for a gear.
  • the engine starter disclosed in Patent Document 1 includes a solenoid device having a function of pushing out a pinion gear toward the side of a ring gear of an engine by using an attraction force of a first coil, and an electromagnetic switch that opens/closes a main contact provided in a motor energization circuit by means of an attraction force of a second coil.
  • the solenoid device and the electromagnetic switch are axially arranged in series and integrally formed, and a magnetic plate forming a part of a magnetic circuit is disposed between the first coil and the second coil as a common member for the solenoid device and the electromagnetic switch.
  • the first coil When starting the engine, the first coil is first energized to push out the pinion gear toward the side of the ring gear of the engine. After the pinion gear comes into contact with the ring gear, the second coil is energized to rotate the output shaft of the motor. When the pinion gear engages with the ring gear due to the rotation of the output shaft of the motor, the rotating force is transmitted from the pinion gear to the ring gear to thereby crank the engine.
  • an engine starter disclosed in JP 2007-297966 A indicated below when starting the engine, transmits rotation of a starter motor to the engine via a one-way clutch, thereby cranking the engine. After the engine is started, the rotation of the starter motor is stopped, and at this time, the starter motor is prevented from being rotation-driven by the engine by means of idle running of the one-way clutch.
  • a synchronous self-shifting clutch (SSS clutch) is disclosed in JP 2010-506113 A indicated below.
  • SSS clutch a synchronous self-shifting clutch
  • JP 2010-506113 A a switching sleeve rotates at the same rotation speed as a steam turbine until a synchronous rotation speed is reached, at which it is held firmly on a switching part of a generator shaft by means of a claw. If the rotation speed is oversynchronous, a thread results in the switching sleeve being moved axially in the direction of the steam turbine. After only a short time, the teeth of the switching sleeve and the teeth of the generator shaft engage, and the drive torque is transmitted via these teeth.
  • the engine starter disclosed in JP 2010-38103 A is of a tandem solenoid type and requires, in addition to the electromagnetic switch that energizes the motor to rotate the pinion gear, the solenoid device for pushing out the pinion gear to the ring gear side of the engine, which leads to an increase in the size of the device and also to an increase in cost.
  • control is complicated.
  • the present teachings are aimed at enabling both the fitting and disengaging operation and the rotation operation of a gear by driving a drive source and also at reducing losses when the drive source is stopped.
  • a gear fitting and disengaging device includes a rotation shaft which rotates in a predetermined direction by receiving power transmitted from a drive source, a driving gear which engages with the rotation shaft in a state in which the driving gear is movable in an axial direction of the rotation shaft, a driven gear which engages with the driving gear when the driving gear is at a predetermined engagement position in the axial direction, a restraint device for restraining a movement of the driving gear from the predetermined engagement position toward one side in the axial direction, and a moving force generating mechanism which, when the driving gear is at a disengagement position toward the other side in the axial direction with respect to the predetermined engagement position and the rotation shaft rotates in the predetermined direction, causes application, to the driving gear from a fixed member which is prevented from rotating, of a force for moving the driving gear toward the one side in the axial direction.
  • the driving gear moves toward the one side in the axial direction in accordance with relative rotation of the rotation shaft with respect to the driving gear in the predetermined direction
  • the moving force generating mechanism is a mechanism that, when the driving gear is at the disengagement position and the rotation shaft rotates in the predetermined direction, causes a resistance force to be applied from the fixed member to the driving gear such that the rotation of the driving gear in the predetermined direction is restrained or a rotation speed of the driving gear is lower than a rotation speed of the rotation shaft.
  • the moving force generating mechanism is a mechanism that, when the driving gear is at the disengagement position, restrains or restricts rotation of the driving gear with respect to the fixed member while allowing a movement of the driving gear with respect to the fixed member in the axial direction.
  • the moving force generating mechanism is a mechanism that, when the driving gear is at the disengagement position, causes a friction force to be applied from the fixed member to the driving gear.
  • the moving force generating mechanism is a mechanism that, when a reaction force having a predetermined value or greater against the resistance force is applied from the driving gear to the fixed member, allows a phase difference of the driving gear with respect to the fixed member.
  • the moving force generating mechanism is a mechanism that, when the driving gear is at the disengagement position, causes a pressing force toward the one side in the axial direction to be applied from the fixed member to the driving gear in accordance with generation of a phase difference between the fixed member and the driving gear.
  • the driving gear moves toward the one side in the axial direction in accordance with relative rotation of the rotation shaft with respect to the driving gear in the predetermined direction.
  • the relative rotation of the driving gear with respect to the rotation shaft is restrained or restricted, whereas the relative movement of the driving gear with respect to the rotation shaft in the axial direction is allowed, and the driving gear and the driven gear are helical gears having teeth that are inclined toward the back in the rotation direction thereof from the one side toward the other side in the axial direction.
  • the moving force generating mechanism is a mechanism that, when a reaction force having a predetermined value or greater against the pressing force is applied from the driving gear to the fixed member, allows a displacement of the fixed member toward the other side in the axial direction.
  • the gear fitting and disengaging device further includes an intermediate member which engages with the rotation shaft in a state in which the intermediate member is movable in the axial direction of the rotation shaft, the driving gear engages with the rotation shaft via the intermediate member in a state in which the driving gear is movable in the axial direction of the rotation shaft, and the moving force generating mechanism is a mechanism which causes a force for moving the driving gear toward the one side in the axial direction to be applied to the driving gear from the fixed member via the intermediate member, and a relative displacement of the driving gear with respect to the intermediate member toward the other side in the axial direction is allowed when a force having a predetermined value or greater toward the other side in the axial direction is applied to the driving gear.
  • the gear fitting and disengaging device further includes a guide gear which engages with the driven gear when the driving gear is at a position in the axial direction between the predetermined engagement position and the disengagement position, and a one-direction rotation allowing mechanism which supports the guide gear on the driving gear such that relative rotation of the guide gear with respect to the driving gear in the predetermined direction is allowed and relative rotation of the guide gear with respect to the driving gear in a direction opposite the predetermined direction is restrained in a state in which a phase of the teeth of the driving gear and a phase of the teeth of the guide gear match, and the moving force generation mechanism is a mechanism which causes a force for moving the driving gear toward the one side in the axial direction to act on the driving gear from the fixed member until the guide gear engages with the driven gear.
  • a tooth surface of the guide gear on the back side in the rotation direction is formed into a guide side tapered surface which is inclined toward the back in the rotation direction with respect to the axial direction from the one side toward the other side in the axial direction, and a tooth surface of the driven gear on the forward side in the rotation direction is formed into a driven side tapered surface which is parallel to the guide side tapered surface.
  • the gear fitting and disengaging device further includes an urging device for applying an urging force toward the other side in the axial direction to the driving gear.
  • the urging device is preferably a compression spring which is disposed toward the one side in the axial direction with respect to the driving gear, or a tension spring which is disposed toward the other side in the axial direction with respect to the driving gear.
  • the gear fitting and disengaging device further includes a buffer member for reducing a force which is applied to the driving gear when the movement of the driving gear toward the one direction in the axial direction is restrained by the restraint device.
  • an engine starter includes a drive source which generates power, and the gear fitting and disengaging device according to the present teachings, for performing start of the engine coupled with a driven gear.
  • FIG. 1 is a view schematically illustrating the structure of an engine starter including a gear fitting and disengaging device according to Embodiment 1.
  • a drive source 10 can be formed by an electric motor (motor), for example, and is capable of generating power at an output shaft thereof.
  • a rotation shaft 12 is mechanically coupled to the output shaft of the drive source 10 and is rotatably supported by a housing 15 via a bearing 13. The rotation shaft 12 is prevented from moving in the axial direction (i.e., the right-left direction in FIG. 1 ).
  • the rotation shaft 12 rotates in a predetermined one direction (which will be hereinafter referred to as a predetermined direction) by receiving power from the drive source 10 transmitted thereto.
  • a thread (external thread) 22 is formed on an outer circumferential surface of the rotation shaft 12.
  • a driving gear 14 is a spur gear and can be formed from an external gear having teeth 14a formed on the outer circumferential portion thereof
  • the driving gear 14 includes, in the center thereof, a through hole for allowing the rotation shaft 12 to pass through, formed therein, and a thread (internal thread) 24 is formed on the internal circumferential surface of the through hole.
  • the rotation shaft 12 passes through the through-hole of the driving gear 14, so that the driving gear 14 is supported by the rotation shaft 12 by thread engagement of the external thread 22 formed on the rotation shaft 12 with the internal thread 24 formed on the driving gear 14.
  • FIG. 1 illustrates an example in which the threads 22 and 24 are right-hand screws.
  • a guide gear 18 is a spur gear and can be formed from an external gear having teeth 18a formed on the outer circumferential portion thereof.
  • the driving gear 14 and the guide gear 18 have the same pitch circle radius and the same number of teeth.
  • the guide gear 18 is disposed toward the one side in the axial direction with respect to the driving gear 14, and, in this state, is supported by the driving gear 14 via a ratchet mechanism 20.
  • the guide gear 18 attempts to rotate relatively with respect to the driving gear 14 in the predetermined direction (i.e. the counterclockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (in the example of FIG.
  • the ratchet mechanism 20 which is provided as a one-direction rotation enabling mechanism, is placed in a released (free) state to thereby allow the relative rotation of the guide gear 18.
  • the ratchet mechanism 20 is placed in an engaged (lock) state to thereby restrain the relative rotation of the guide gear 18.
  • the relative rotation of the guide gear 18 with respect to the driving gear 14 in the direction opposite the predetermined direction is restrained in a state in which the phase of the teeth 14a of the driving gear 14 and the phase the teeth 18a of the guide gear 18 match each other.
  • the structure of the ratchet mechanism 20 itself is known and therefore will not be described in detail.
  • the rotation shaft 12 rotates relatively with respect to the driving gear 14 in a direction opposite the predetermined direction (i.e., the clockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (in the example of FIG. 1 , from the right side of the figure)), such as when the driving gear 14 rotates in the predetermined direction in a state in which the rotation of the rotation shaft 12 is stopped, when the rotation speed of the driving gear 14 in the predetermined direction is higher than the rotation speed of the rotation shaft 12 in the predetermined direction, and the like, the driving gear 14, along with the guide gear 18, moves toward the other direction in the axial direction of the rotation shaft 12 (toward the right side in FIG.
  • the predetermined direction i.e., the clockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (in the example of FIG. 1 , from the right side of the figure)
  • the driving gear 14 engages with the rotation shaft 12 such that the driving gear 14 can move in the axial direction of the rotation shaft 12.
  • the structure for allowing the driving gear 14 to move in the axial direction with respect to the rotation shaft 12 is not limited to the thread engagement between the rotation shaft 12 and the driving gear 14.
  • the driving gear 14 may be supported by the rotation shaft 12 by helical spline engagement or via a ball screw mechanism.
  • a driven gear 16 is a spur gear and can be formed from an external gear having teeth 16a formed on the outer circumferential portion thereof.
  • the driven gear 16 is mechanically coupled with an output shaft of an engine 30.
  • the teeth 14a of the driving gear 14 and the teeth 16a of the driven gear 16 engage with each other and the teeth 18a of the guide gear 18 and the teeth 16a of the driven gear 16 do not engage with each other.
  • FIG. 2 when the driving gear 14 is at a predetermined engagement position in the axial direction, the teeth 14a of the driving gear 14 and the teeth 16a of the driven gear 16 engage with each other and the teeth 18a of the guide gear 18 and the teeth 16a of the driven gear 16 do not engage with each other.
  • each of the teeth 18a of the guide gear 18 has, on a tooth surface on the back side in the rotation direction (on the back side in the predetermined direction), a guide side tapered surface 18b which is inclined toward the back side in the rotation direction (toward the back side in the predetermined direction) from the one side to the other side in the axial direction.
  • each of the teeth 16a of the driven gear 16 has, on a tooth surface on the forward side in the rotation direction (on the forward side in the predetermined direction), a driven side tapered surface 16b which is inclined toward the back side in the rotation direction (toward the back side in the predetermined direction) from the one side to the other side in the axial direction.
  • the guide side tapered surface 18b of the guide gear 18 and the driven side tapered surface 16b of the driven gear 16 are parallel to each other.
  • a stopper 26 serving as a restraint device is attached at a position on the rotation shaft 12 toward the one side in the axial direction with respect to the predetermined engagement position.
  • the driving gear 14 moves to the predetermined engagement position (i.e., a position at which the driving gear 14 engages with the driven gear 16)
  • one end portion in the axial direction of the driving gear 14 comes into contact with the stopper 26, so that the driving gear 14 is restrained from moving toward the one side in the axial direction beyond the predetermined engagement position.
  • An urging spring 28 serving as an urging device is provided between the stopper 26 and the driving gear 14 (guide gear 18) in the axial direction.
  • the urging spring 28 applies an urging force toward the other side in the axial direction to the driving gear 14 and the guide gear 18.
  • the urging spring 28 is a compression spring which is disposed toward the one side in the axial direction with respect to the driving gear 14 and the guide gear 18 and is compressed to thereby apply the urging force toward the other side in the axial direction to the driving gear 14 and the guide gear 18.
  • a cam plate 32 is disposed toward the other side in the axial direction with respect to the driving gear 14 (in the disengagement position), and is prevented from rotating by being mechanically coupled with the housing 15.
  • the cam plate 32 includes a cam surface 32b formed on a surface thereof opposite the driving gear 14 (i.e., an end surface on the one side in the axial direction), whereas the driving gear 14 includes a cam surface 14b formed on a surface thereof opposite the cam plate 32 (i.e. an end surface on the other side in the axial direction).
  • the operation for starting the engine 30 in a state in which the rotation of the engine 30 (the driven gear 16) is stopped will be described.
  • the rotation of the drive source 10 (the rotation shaft 12) is stopped and the rotations of the driving gear 14 and the guide gear 18 are also stopped.
  • the driving gear 14 is at the disengagement position in the axial direction, neither the driving gear 14 nor the guide gear 18 engage with the driven gear 16, and the cam surface 14b of the driving gear 14 is in contact with the cam surface 32b of the cam plate 32.
  • the drive source 10 When starting the engine 30 in this state, first, the drive source 10 is caused to generate power to rotate the rotation shaft 12 in the predetermined direction (i.e., the counterclockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (from the right side in the figure) in the example illustrated in FIG. 1 ). While the driving gear 14 attempts to rotate in the predetermined direction with the rotation shaft 12, as, due to the generation of a phase difference between the cam plate 32 and the driving gear 14, the pressing force toward the one side in the axial direction is applied to the driving gear 14 from the cam plate 32 which is prevented from rotating, the relative rotation of the driving gear 14 with respect to the cam plate 32 in the predetermined direction is restrained. Consequently, the rotation shaft 12 relatively rotates with respect to the driving gear 14 in the predetermined direction, and the driving gear 14, along with the guide gear 18, moves toward the one side in the axial direction (toward the driven gear 16 side).
  • the predetermined direction i.e., the counterclockwise direction when the rotation shaft 12 is viewed from the drive source
  • the driving gear 14 when the driving gear 14 is at the disengagement position and the rotation shaft 12 rotates in the predetermined direction, by applying, as the resistance force, the pressing force toward the one side in the axial direction from the cam plate 32 which is prevented from rotating to the driving gear 14 to thereby load the driving gear 14, it is possible to restrain or reduce the rotation of the driving gear 14 in the predetermined direction. Consequently, the force for moving the driving gear 14 toward the one side in the axial direction can be applied from the cam plate 32 to the driving gear 14, so that the movement of the driving gear 14 toward the one side in the axial direction (toward the driven gear 16 side) can be started.
  • the guide gear 18 When the driving gear 14 moves toward the one side in the axial direction from the disengagement position, the guide gear 18 first engages with the driven gear 16 as illustrated in FIG. 3 .
  • the cam plate 32 from when the driving gear 14 is at the disengagement position until the guide gear 18 engages with the driven gear 16, continues to apply the pressing force toward the one side in the axial direction to the driving gear 14 as the resistance force (i.e., the force for moving toward the one side in the axial direction) by continuing to push the cam surface 14b of the driving gear 14 toward the one side in the axial direction by the cam surface 32b.
  • the range in which the cam plate 32 pushes the driving gear 14 (i.e., the moving distance of the driving gear 14) can be adjusted by the design of profiles of the cam surfaces 14b and 32b. Further, when the guide gear 18 engages with the driven gear 16, due to the release of the ratchet mechanism 20, the phase of the teeth 18a of the guide gear 18 varies until the guide gear 18 reaches the position at which the teeth 18a of the guide gear 18 can be fitted between the teeth 16a of the driven gear 16, as illustrated in FIG. 6 .
  • the ratchet mechanism 20 is placed in an engaged state in a state in which the phase of the teeth 14a of the driving gear 14 and the phase of the teeth 18a of the guide gear 18 match each other, and the rotation elements on the driven gear 16 side including the rotation elements of the engine 30 become a load to the driving gear 14. Therefore, after the guide gear 18 and the driven gear 16 engage with each other, as the rotation shaft 12 continues to rotate relatively with respect to the driving gear 14 in the predetermined direction and the rotation movement of the rotation shaft 12 continues to be converted into the linear movement of the driving gear 14, the driving gear 14, along with the guide gear 18, continues to move toward the one side in the axial direction, although no pressing force is applied to the driving gear 14 from the cam plate 32.
  • the urging force of the urging spring 28 is set such that the driving gear 14 can move toward the one side in the axial direction.
  • both the guide gear 18 and the driving gear 14 engage with the driven gear 16, as illustrated in FIG. 4 .
  • the power of the drive source 10 is transmitted to the output shaft of the engine 30 via the driving gear 14 and the driven gear 16, so that the engine 30 is cranked.
  • the engine 30 is cranked.
  • the stopper 26 rotates with the rotation shaft 12, even when the driving gear 14 rotates in contact with the stopper 26, losses caused by friction between the driving gear 14 and the stopper 26 do not occur.
  • the restoring force for returning the driving gear 14 to the disengagement position can also be applied by the urging force of the urging spring 28 toward the other side in the axial direction.
  • the rotation of the drive source 10 the rotation shaft 12
  • the rotations of the driving gear 14 and the guide gear 18 are stopped, neither the driving gear 14 nor the guide gear 18 engages with the driven gear 16, and the cam surface 14b of the driving gear 14 is in contact with the cam surface 32b of the cam plate 32. Accordingly, after the start of the engine 30, while the engine 30 (the driven gear 16) is rotating, mechanical losses such as dragging losses caused by sliding between the driving gear 14 and the cam plate 32 and between the driving gear 14 and the guide gear 18 do not occur, nor does noise.
  • the ratchet mechanism 20 is placed in an engaged state in a state in which the phase of the teeth 14a of the driving gear 14 and the phase of the teeth 18a of the guide gear 18 match each other.
  • both the fitting and disengaging operation and the rotation operation of the driving gear 14 can be performed by means of rotation driving of the drive source 10. Further, according to the present embodiment, when engaging the driving gear 14 with the driven gear 16 so as to start the engine 30, the pressing force toward the one side in the axial direction (toward the driven gear 16 side) is applied to the driving gear 14 from the cam plate 32 which is prevented from rotating, so that the movement of the driving gear 14 toward the one side in the axial direction can be started.
  • the rotation of the drive source 10 (the rotation shaft 12) is stopped in a state in which the engine 30 (the driven gear 16) is rotating.
  • the driving gear 14 nor the guide gear 18 engages with the driven gear 16 and the rotations of the driving gear 14 and the guide gear 18 are stopped, mechanical losses such as dragging losses caused by sliding between the driving gear 14 and the cam plate 32 and between the driving gear 14 and the guide gear 18 do not occur, nor does noise. It is therefore possible to reduce the mechanical losses and noise when the drive source 10 is stopped in a state in which the driven gear 16 is rotating (after the engine 30 is started).
  • the driving gear 14 when starting the engine 30, even when the driven gear 16 is rotating, it is possible to first rotate the guide gear 18 to engage with the driven gear 16 due to release of the ratchet mechanism 20 and then make the driving gear 14 engage with the driven gear 16. Accordingly, even when the driven gear 16 is rotating, the driving gear 14 can be easily engaged with the driven gear 16.
  • the guide side tapered surface 18b is formed on the tooth surface of the guide gear 18 on the back side in the rotation direction and the driven side tapered surface 16b is formed on the tooth surface of the driven gear 16 on the forward side in the rotation direction
  • the teeth 18a of the guide gear 18 are fitted between the teeth 16a of the driven gear 16 while the guide side tapered surface 18b of the guide gear 18 is sliding on the driven side tapered surface 16b of the driven gear 16. Accordingly, even when the driven gear 16 is rotating, it is possible to easily make the guide gear 18 engage with the driven gear 16.
  • FIG. 9 is a view illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 2.
  • Embodiment 2 the same elements as those of Embodiment 1 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiment 1 which have not been described in detail will not be similarly described in detail in Embodiment 2.
  • a spline 34 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the outer circumferential portion of the driving gear 14 (at a position toward the other side in the axial direction with respect to the teeth 14a), and a spline 35 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the inner circumferential portion of the housing 15 which is prevented from rotating.
  • the teeth of the spline 34 fit in the grooves of the spline 35 (the teeth of the spline 35 fit in the grooves of the spline 34), so that the rotation of the driving gear 14 with respect to the housing 15 is restrained.
  • the teeth of the spline 34 are movable in the axial direction along the grooves of the spline 35 (as the teeth of the spline 35 are movable in the axial direction along the grooves of the spline 34)
  • the movement of the driving gear 14 with respect to the housing 15 in the axial direction is allowed.
  • the driving gear 14 is at the disengagement position, due to the engagement of the splines 34 and 35, the movement of the driving gear 14 with respect to the housing 15 in the axial direction is allowed and simultaneously the rotation of the driving gear 14 with respect to the housing 15 is restrained.
  • the splines 34 and 35 may be helical splines. In this case, it is similarly possible to restrict the rotation of the driving gear 14 with respect to the housing 15 such that the rotation speed of the driving gear 14 in the predetermined direction is lower than the rotation speed of the rotation shaft 12 in the predetermined direction, while allowing the movement of the driving gear 14 with respect to the housing 15 in the axial direction.
  • the rotation of the drive source 10 (the rotation shaft 12) is stopped, the rotations of the driving gear 14 and the guide gear 18 are also stopped, and the driving gear 14 is at the disengagement position.
  • the drive source 10 is caused to generate power to rotate the rotation shaft 12 in the predetermined direction (i.e., in the example illustrated in FIG. 9 , in the counterclockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (from the right side in the figure)).
  • the rotation shaft 12 relatively rotates with respect to the driving gear 14 in the predetermined direction, and the driving gear 14, along with the guide gear 18, moves toward the one side in the axial direction (i.e., toward the driven gear 16 side).
  • the rotation restraint force due to the engagement of the splines 34 and 35 is applied, as the resistance force, to the driving gear 14 from the housing 15 which is prevented from rotating to thereby load the driving gear 14, so that the rotation of the driving gear 14 in the predetermined direction can be restrained or restricted. It is therefore possible to apply the force for moving the driving gear 14 toward the one side in the axial direction to the driving gear 14 from the housing 15, to thereby start the moving of the driving gear 14 toward the one side in the axial direction (toward the driven gear 16 side).
  • the guide gear 18 engages with the driven gear 16 as illustrated in FIG. 10 .
  • the rotation restraint force due to the engagement of the splines 34 and 35 continues to be applied, as the resistance force (i.e., the force for allowing the movement toward the one side in the axial direction), to the driving gear 14, while allowing the movement of the driving gear 14 with respect to the housing 15 in the axial direction.
  • both the fitting and disengaging operation and the rotation operation of the driving gear 14 can be achieved by rotation driving of the drive source 10. Further, when starting the engine 30, even when the driven gear 16 is rotating, the guide gear 18 can be easily engaged with the driven gear 16 and the driving gear 14 can be easily engaged with the driven gear 16. Also, after the engine 30 is started, the rotation of the drive source 10 (the rotation shaft 12) is stopped in a state in which the engine 30 (the driven gear 16) is rotating.
  • FIG. 11 is a view illustrating an engine starter including a gear fitting and disengaging device according Embodiment 3.
  • Embodiment 3 the same elements as those of Embodiments 1 and 2 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 and 2 which have not been described in detail will not be similarly described in detail in Embodiment 3.
  • the guide gear 18 and the ratchet mechanism 20 are omitted.
  • a friction surface 14c is formed on the outer circumferential portion of the driving gear 14 (at a position towards the other side with respect to the teeth 14a in the axial direction), and a friction material 36 is attached to the housing 15 via a pressing spring 38.
  • the friction material 36 presses the friction surface 14c of the driving gear 14 toward the inner side in the radial direction by an urging force of the pressing spring 38, so that a friction force is applied to the friction surface 14c of the driving gear 14 from the friction material 36 which is prevented from rotating.
  • the rotations of the drive source 10 (the rotation shaft 12) and the driving gear 14 are stopped, and the driving gear 14 is at the disengaged position.
  • the drive source 10 is caused to generate power to rotate the rotation shaft 12 in the predetermined direction (i.e., in the example illustrated in FIG. 11 , in the counterclockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (from the right side in the figure)).
  • the rotation shaft 12 rotates relatively with respect to the driving gear 14 in the predetermined direction, and the driving gear 14 moves towards the one side (toward the driven gear 16 side) in the axial direction.
  • the driving gear 14 moves toward the one side in the axial direction from the disengagement position, the driving gear 14 engages with the driven gear 16 as illustrated in FIG. 12 .
  • the friction force continues to be applied, as the resistance force (i.e., the force for allowing the movement toward the one side in the axial direction), from the friction material 36 to the driving gear 14.
  • the friction material 36 is no longer in contact with the friction surface 14c of the driving gear 14 (i.e., the friction force from the friction material 36 is no longer applied to the driving gear 14) to thereby allow the rotation of the driving gear 14, and the rotation elements on the driven gear 16 side including the rotation elements of the engine 30 become a load to the driving gear 14.
  • the subsequent operations are similar to those in Embodiment 1. As illustrated in FIG.
  • both the fitting and disengaging operation and the rotation operation of the driving gear 14 can be achieved by rotation driving of the drive source 10. Further, when starting the engine 30, by adjusting the magnitude of the friction force to be applied from the friction material 36 to the driving gear 14 such that the driving gear 14 rotates in the predetermined direction at a rotation speed which is lower than the rotation speed of the rotation shaft 12, even when the driven gear 16 is rotating, the driving gear 14 can be easily engaged with the driven gear 16. Also, after the engine 30 is started, the rotation of the drive source 10 (the rotation shaft 12) is stopped in a state in which the engine 30 (the driven gear 16) is rotating.
  • FIGs. 13 and 14 are views illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 4.
  • Embodiment 4 the same elements as those of Embodiments 1 to 3 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 3 which have not been described in detail will not be similarly described in detail in Embodiment 4.
  • a spline 54 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the outer circumferential portion of the rotation shaft 12, and a spline 55 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the inner circumferential portion of the through hole of the driving gear 14.
  • the teeth of the spline 54 fit in the grooves of the spline 55 (the teeth of the spline 55 fit in the grooves of the spline 54), so that the relative rotation of the driving gear 14 with respect to the rotation shaft 12 is restrained (or restricted) and simultaneously the relative movement of the driving gear 14 with respect to the rotation shaft 12 in the axial direction is allowed.
  • the driving gear 14 engages with the rotation shaft 12 in a state in which the driving gear 14 can move in the axial direction of the rotation shaft 12.
  • the driving gear 14 is a helical gear having teeth 14a which are inclined toward the back side in the rotation direction (toward the back side in the predetermined direction) with respect to the axial direction from the one side to the other side thereof.
  • the guide gear 18 is also a helical gear having teeth 18a which are inclined toward the back side in the rotation direction (toward the back side in the predetermined direction) with respect to the axial direction from the one side to the other side thereof
  • the driven gear 16 is also a helical gear having teeth 16 which are inclined toward the back side in the rotation direction (toward the back side in the engine rotation direction) with respect to the axial direction from the one side to the other side thereof.
  • the driving gear 14, the guide gear 18, and the driven gear 16 have the same helix angle.
  • the teeth 14a of the driving gear 14 and the teeth 18a of the guide gear 18 are left-hand, and the teeth 16a of the driven gear 16 are right-hand.
  • the ratchet mechanism 20 is in an engaged (locked) state, the relative rotation of the guide gear 18 with respect to the driving gear 14 in the direction opposite the predetermined direction is restrained in a state in which the teeth 14a of the driving gear 14 and the teeth 18a of the guide gear 18 can simultaneously engage with the teeth 16a of the driven gear 16.
  • the rotation of the drive source 10 (the rotation shaft 12) is stopped, the rotations of the driving gear 14 and the guide gear 18 are also stopped, and the driving gear 14 is at the disengaged position.
  • the drive source 10 is caused to generate power to rotate the rotation shaft 12 in the predetermined direction (i.e., in the example illustrated in FIG. 13 , in the counterclockwise direction when the rotation shaft 12 is viewed from the drive source 10 side (from the right side in the figure)).
  • the ratchet mechanism 20 is placed in an engaged state. Further, as illustrated in FIG. 15 , the reaction force F1 applied to the teeth 18a of the guide gear 18 from the teeth 16a of the driven gear 16 includes a component F2 toward the one side in the axial direction. Accordingly, after the guide gear 18 and the driven gear 16 engage with each other, although the pressing force is not applied to the driving gear 14 from the cam plate 32, the driving gear 14 and the guide gear 18 continue to move toward the one side in the axial direction due to the component F2 toward the one side in the axial direction which is applied to the teeth 18a of the guide gear 18.
  • the urging force of the urging spring 28 is set such that the driving gear 14 and the guide gear 18 can move toward the one side in the axial direction.
  • both the guide gear 18 and the driving gear 14 engage with the driven gear 16.
  • the reaction force applied from the teeth 16a of the driven gear 16 to the teeth 14a of the driving gear 14 also includes a component toward the one side in the axial direction. This component toward the one side in the axial direction also acts as the force for moving the driving gear 14 and the guide gear 18 toward the one side in the axial direction.
  • the guide gear 18 does not engage with the driven gear 16 and only the driving gear 14 engages with the driven gear 16. Then, when the driving gear 14 moves to the predetermined engagement position, one end portion of the driving gear 14 (or the guide gear 18) in the axial direction comes into contact with the stopper 26 to thereby restrain and stop the movement of the driving gear 14 and the guide gear 18 toward the one side in the axial direction. With the above operation, the power of the drive source 10 is transmitted to the output shaft of the engine 30 via the driving gear 14 and the driven gear 16, so that the engine 30 is cranked.
  • a force F3 applied to the teeth 14a of the driving gear 14 from the teeth 16a of the driven gear 16 includes a component F4 toward the other side in the axial direction.
  • the driving gear 14 along with the guide gear 18, moves toward the other side in the axial direction to the disengagement position.
  • a restoring force for returning the driving gear 14 to the disengagement position can also be applied by the urging force of the urging spring 28 toward the other side in the axial direction.
  • the force applied from the teeth 16a of the driven gear 16 also includes a component toward the other side in the axial direction.
  • This component toward the other side in the axial direction also acts as the force for moving the driving gear 14 and the guide gear 18 toward the other side in the axial direction.
  • Embodiments 1 to 4 when the drive source 10 is stopped in a state in which the driven gear 16 is rotating (after the engine 30 is started), as the mechanical losses such as dragging losses caused by sliding and noises do not occur between the driving gear 14 and the cam plate 32 and between the driving gear 14 and the guide gear 18, it is possible to reduce the mechanical losses and noises. Further, according to the present embodiment, the components in the axial direction included in the reaction force caused by the engagement of the helical gears are used to move the driving gear 14 and the guide gear 18 in the axial direction.
  • FIG. 17 is a view illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 5.
  • Embodiment 5 the same elements as those of Embodiments 1 to 4 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 4 which have not been described in detail will not be similarly described in detail in Embodiment 5.
  • a buffer spring (compression spring) 48 serving as a buffer member is provided between a back surface of the cam plate 32 (i.e., the end surface toward the other side in the axial direction; that is, a surface of the cam plate 32 opposite the cam surface 32b) and the housing 15, and the cam plate 32 is supported by the housing 15 via the buffer spring 48.
  • the buffer spring 48 has an elasticity concerning the axial direction thereof, and the rotational displacement (phase difference) of the cam plate 32 with respect to the housing 15 is restrained.
  • the buffer spring 48 When a force of a predetermined value or greater toward the other side in the axial direction acts on the cam plate 32, the buffer spring 48 is compressed in the axial direction, so that the displacement of the cam plate 32 with respect to the housing 15 toward the other side in the axial direction is allowed.
  • the coefficient of elasticity of the buffer spring 48 in the axial direction i.e., a predetermined value of the force for displacing the cam plate 32
  • the coefficient of elasticity of the buffer spring 48 in the axial direction is set to a sufficiently great value such that the displacement of the cam plate 32 toward the other side in the axial direction (i.e., compression of the buffer spring 48) can be suppressed, when moving the driving gear 14 and the guide gear 18 toward the one side in the axial direction by applying the pressing force toward the one side in the axial direction to the driving gear 14 from the cam plate 32 in accordance with generation of the phase difference between the cam plate 32 and the driving gear 14.
  • the driving gear 14 is locked and prevented from moving in the axial direction and from rotating.
  • the buffer spring 48 is compressed to thereby allow the displacement of the cam plate 32 toward the other side in the axial direction, so that the reaction force can be lessened. Accordingly, even if the end surfaces of the guide gear 18 and the driven gear 16 collide with each other to generate a great reaction force, the reaction force acting on the driving gear 14 and the cam plate 32 can be reduced to thereby prevent the driving gear 14 from being locked.
  • FIG. 18 is a view illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 6.
  • Embodiment 6 the same elements as those of Embodiments 1 to 5 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 5 which have not been described in detail will not be similarly described in detail in Embodiment 6.
  • the tooth surface 34a of the spline 34 provided on the outer circumferential portion of the driving gear 14 is a tapered surface which is inclined toward the back side in the rotation direction (the back side in the predetermined direction) from the inner side toward the outer side with respect to the radial direction of the driving gear 14.
  • the spline 35 is supported by the housing 15 via a buffer spring (compression spring) 58 serving as a buffer member.
  • the tooth surface 35a of the spline 35 is also a tapered surface which is inclined toward the back side in the rotation direction (the back side in the predetermined direction) from the inner side toward the outer side with respect to the radial direction of the driving gear 14.
  • the tooth surface 34a of the spline 34 and the tooth surface 35a of the spline 35 are parallel to each other and the tooth surface 34a and the tooth surface 35a come into contact with each other.
  • the buffer spring 58 has an elasticity concerning the radial direction of the driving gear 14, and the rotational displacement (a phase difference) of the spline 35 with respect to the housing 15 is restrained.
  • the coefficient of elasticity of the buffer spring 58 concerning the radial direction of the driving gear 14 (the predetermined value of the rotation force for rotation-displacing the driving gear 14) is set to a sufficiently great value such that rotational displacement of the driving gear 14 (the compression of the buffer spring 58) toward the forward side in the rotation direction (the forward side in the predetermined direction) can be suppressed, when allowing the driving gear 14 and the guide gear 18 to move toward the one side in the axial direction by applying a rotation restraint force due to the engagement of the splines 34 and 35 from the housing 15 to the driving gear 14 in accordance with the rotation of the rotation shaft 12 in the predetermined direction.
  • the buffer spring 48 is compressed to thereby allow the rotational displacement (phase difference) of the driving gear 14 with respect to the spline 35, so that the reaction force can be lessened. Accordingly, even if the end surfaces of the guide gear 18 and the driven gear 16 collide with each other to generate a great reaction force by allowing the driving gear 14 and the guide gear 18 to move toward the one side in the axial direction and make the driving gear 14 and the guide gear 18 engage with the driven gear 16, the reaction force acting on the driving gear 14 and the spline 35 can be reduced to thereby prevent the driving gear 14 from being locked.
  • FIG. 20 is a view schematically illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 7.
  • Embodiment 7 the same elements as those of Embodiments 1 to 6 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 6 which have not been described in detail will not be similarly described in detail in Embodiment 7.
  • a through hole which allows the rotation shaft 12 to pass through is formed in the center portion of an intermediate member 19, and a thread (internal thread) 24 is formed on the inner circumferential surface of the through hole.
  • the rotation shaft 12 is passed through the through hole of the intermediate member 19, and with the thread engagement between the external thread 22 formed on the rotation shaft 12 and the internal thread 24 formed on the intermediate member 19, the intermediate member 19 engages with the rotation shaft 12 in a state in which the intermediate member 19 is movable in the axial direction of the rotation shaft 12.
  • FIG. 20 illustrates an example in which the threads 22 and 24 are right-hand threads.
  • the structure for allowing the intermediate member 19 to move in the axial direction with respect to the rotation shaft 12 is not limited to the thread engagement between the rotation shaft 12 and the intermediate member 19.
  • the intermediate member 19 may be supported by the rotation shaft 12 by helical spline engagement between the rotation shaft 12 and the intermediate member 19, or the intermediate member 19 may be supported by the rotation shaft 12 via a ball thread mechanism.
  • a spline 44 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the outer circumferential portion of the intermediate member 19, and a spline 45 having teeth and grooves extending in (or substantially along) the axial direction formed thereon is provided on the inner circumferential portion of the through hole of the driving gear 14.
  • the teeth of the spline 44 fit in the grooves of the spline 45 (the teeth of the spline 45 fit in the grooves of the spline 44), so that the relative displacement of the driving gear 14 in the axial direction with respect to the intermediate member 19 is allowed and the relative rotation of the driving gear 14 with respect to the intermediate member 19 is restrained.
  • the driving gear 14 engages with the rotation shaft 12 via the intermediate member 19 in a state in which the driving gear 14 is movable along the axial direction of the rotation shaft 12.
  • the driving gear 14 and the intermediate member 19 in place of the spline engagement described above, it is similarly possible to restrain the relative rotation of the driving gear 14 with respect to the intermediate member 19 while allowing the relative displacement of the driving gear 14 with respect to the intermediate member 19 in the axial direction.
  • the splines 44 and 45 may be helical splines.
  • a buffer spring (compression spring) 68 serving as a buffer member is provided in a gap formed in the axial direction between the driving gear 14 and the intermediate member 19 toward the other side in the axial direction with respect to the driving gear 14.
  • the buffer spring 68 has an elasticity concerning the axial direction, and concerning the axial direction, the driving gear 14 is supported by the intermediate member 19 via the buffer spring 68.
  • a stopper 46 is provided on the intermediate member 19 toward the one side in the axial direction with respect to the driving gear 14, and with the driving gear 14 in contact with the stopper 46, the relative displacement of the driving gear 14 with respect to the intermediate member 19 toward the one side in the axial direction is restrained.
  • the urging spring 28 applies an urging force toward the other side in the axial direction to the driving gear 14 and the guide gear 18 via the intermediate member 19.
  • the buffer spring 68 is compressed in the axial direction, thereby allowing the relative displacement of the driving gear 14 and the guide gear 18 with respect to the intermediate member 19 toward the other side in the axial direction.
  • a surface (an end surface toward the other side in the axial direction) of the intermediate member 19 opposite the cam plate 32 (cam surface 32b) is formed into a cam surface 19b.
  • the coefficient of elasticity of the buffer spring 68 in the axial direction (the predetermined value of the force for allowing the relative displacement of the driving gear 14 with respect to the intermediate member 19) is set to a sufficiently large value such that the relative displacement of the driving gear 14 and the guide gear 18 with respect to the intermediate member 19 toward the other side in the axial direction (the compression of the buffer spring 68) can be suppressed.
  • the buffer spring 68 is compressed to allow the relative displacement of the driving gear 14 with respect to the intermediate member 19 toward the other side in the axial direction, thereby reducing the reaction force. Accordingly, even if the end surfaces of the guide gear 18 and the driven gear 16 collide with each other to generate a great reaction force when moving the driving gear 14 and the guide gear 18 toward the one side in the axial direction to make the driving gear 14 and the guide gear 18 engage with the driven gear 16, it is possible to reduce the reaction force acting on the driving gear 14 so that the driving gear 14 can be prevented from being locked.
  • Embodiment 1 While in the above description, an example in which the structure of the present embodiment is applied to Embodiment 1 has been described, it is also possible to apply the structure of the present embodiment to Embodiments 2 to 4.
  • the spline 34 is provided on the intermediate member 19, and when the driving gear 14 is at the disengagement position, due to the engagement of the splines 34 and 35, the rotation of the intermediate member 19 with respect to the housing 15 is restrained or restricted, while the movement of the intermediate member 19 with respect to the housing 15 in the axial direction is allowed.
  • Embodiment 3 when the structure of the present embodiment is applied to Embodiment 3, when the driving gear 14 is at the disengagement position, the friction force is applied from the friction material 36 to the friction surface of the intermediate member 19.
  • FIG. 21 is a view schematically illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 8.
  • Embodiment 8 the same elements as those of Embodiments 1 to 7 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 7 which have not been described in detail will not be similarly described in detail in Embodiment 8.
  • the urging spring 28 when compared to Embodiment 3, is disposed toward the other side in the axial direction with respect to the driving gear 14 and is a tension spring which is pulled to apply the urging force toward the other side in the axial direction to the driving gear 14.
  • the urging spring (tension spring) 28 is provided toward the other side in the axial direction with respect to the driving gear 14, it is possible to reduce the distance between the driving gear 14 (the disengagement position) and the bearing 13 in the axial direction, so that the size of the device can be reduced. While in the above description, the example in which the structure of the present embodiment is applied to Embodiment 3 has been described, it is also possible to apply the structure of the present embodiment to Embodiments 1, 2, and 4 to 7.
  • FIG. 22 is a view schematically illustrating an engine starter including a gear fitting and disengaging device according to Embodiment 9.
  • Embodiment 9 the same elements as those of Embodiments 1 to 8 or corresponding elements will be denoted by the same reference numerals and the elements of Embodiments 1 to 8 which have not been described in detail will not be similarly described in detail in Embodiment 9.
  • a buffer member 29 for reducing the force in the axial direction is provided on the end surface of the stopper 26 toward the other side in the axial direction.
  • the buffer member 29 in this example can be formed from, for example, rubber, a compression spring, and so on.
  • the coefficient of elasticity of the buffer member (compression spring) 29 in the axial direction is set to be greater than the coefficient of elasticity of the urging spring 28 in the axial direction
  • the stroke of the buffer member (compression spring) 29 in the axial direction is set to be shorter than the stroke of the urging spring 28 in the axial direction.
  • the buffer member 29 may be provided on the end surface of the stopper 26 toward the one side in the axial direction (i.e., between the stopper 26 and the bearing 13), and in this case, it is also possible to reduce the reaction force toward the other side in the axial direction acting on the driving gear 14 by the buffer member 29 when the movement of the driving gear 14 toward the one side in the axial direction is restrained by the stopper 26 at the predetermined engagement position.
  • gear fitting and disengaging devices according to the present embodiments are applied is not limited to an engine starter, and the gear fitting and disengaging devices according to the present embodiments can be also applied to mechanisms which require the gear fitting and disengaging operation during rotation, such as a synchromesh for a manual transmission.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)
  • Gear Transmission (AREA)
  • Gears, Cams (AREA)

Claims (16)

  1. Getriebekupplungs- und Entkupplungsvorrichtung, mit
    einer Drehwelle (12), die sich in einer vorbestimmten Richtung durch Aufnahme einer Leistung, die von einer Antriebsquelle (10) zugeführt, dreht,
    einem Antriebszahnrad (14), welches mit der Drehwelle (12) in einem Zustand in Eingriff steht, bei welchem das Antriebszahnrad (14) in einer axialen Richtung der Drehwelle (12) bewegbar ist,
    einem Abtriebszahnrad (16), welches mit dem Antriebszahnrad (14) in Eingriff steht, wenn das Antriebszahnrad (14) an einer vorbestimmten Eingriffsposition in der axialen Richtung ist,
    einer Einschränkungsvorrichtung (26) zum Einschränken einer Bewegung des Antriebszahnrades (14) aus der vorbestimmten Eingriffsposition in Richtung einer Seite in der axialen Richtung, und
    einem Mechanismus zum Erzeugen einer Bewegungskraft, welcher, wenn das Antriebszahnrad (14) in einer Entkupplungsposition in Richtung der anderen Seite in der axialen Richtung in Bezug auf die vorbestimmte Eingriffsposition ist und die Drehwelle (12) in der vorbestimmten Richtung dreht, eine Kraft zum Bewegen des Antriebszahnrades (14) in Richtung der einen Seite in der axialen Richtung bewirkt, die dem Antriebszahnrad (14) von einem fixierten Bauteil, welches an einer Drehung gehindert ist, aufgebracht wird,
    dadurch gekennzeichnet, dass
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, der, wenn das Antriebszahnrad (14) in der Entkupplungsposition ist, eine Drückkraft in Richtung der einen Seite in der axialen Richtung bewirkt, die von dem fixierten Bauteil dem Antriebszahnrad (14) gemäß einer Phasenverschiebung zwischen dem fixierten Bauteil und dem Antriebszahnrad (14) aufgebracht wird.
  2. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 1, bei der
    das Antriebszahnrad (14) sich in Richtung der einen Seite in der axialen Richtung gemäß der relativen Drehung der Drehwelle (12) in Bezug auf das Antriebszahnrad (14) in der vorbestimmten Richtung bewegt, und
    der Mechanismus zum Erzeugen der Bewegungskraft ein Mechanismus ist, der, wenn das Antriebszahnrad (14) in der Entkupplungsposition ist und die Drehwelle (12) in der vorbestimmten Richtung dreht, eine Widerstandskraft bewirkt, die von dem fixierten Bauteil dem Antriebszahnrad (14) aufgebracht wird, so dass die Drehung des Antriebszahnrades (14) in der vorbestimmten Richtung gehindert wird oder eine Drehzahl des Antriebszahnrades (14) geringer als eine Drehzahl der Drehwelle (12) ist.
  3. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 2, bei der
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, der, wenn das Antriebszahnrad (14) in der Entkupplungsposition ist, die Drehung des Antriebszahnrades (14) in Bezug auf das fixierte Bauteil gehindert oder einschränkt, während er eine Bewegung des Antriebszahnrades (14) in Bezug auf das fixierte Bauteil in der axialen Richtung ermöglicht.
  4. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 2 oder 3, bei der
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, der, wenn das Antriebszahnrad (14) in der Entkupplungsposition ist, eine Reibungskraft bewirkt, die von dem fixierten Bauteil dem Antriebszahnrad (14) aufgebracht wird.
  5. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 2, 3 oder 4, bei der
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, der, wenn eine Reaktionskraft, die einen vorbestimmten Wert oder größer gegenüber der Widerstandskraft aufweist, von dem Antriebszahnrad (14) dem fixierten Bauteil aufgebracht wird, eine Phasenverschiebung des Antriebszahnrades (14) in Bezug auf das fixierte Bauteil ermöglicht.
  6. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 5, bei der
    das Antriebszahnrad (14) sich in Richtung der einen Seite in der axialen Richtung gemäß der relativen Drehung der Drehwelle (12) in Bezug auf das Antriebszahnrad (14) in der vorbestimmten Richtung bewegt.
  7. Getriebekupplung- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 6, bei der
    die relative Drehung des Antriebszahnrades (14) in Bezug auf die Drehwelle (12) verhindert oder eingeschränkt ist, wohingegen die relative Bewegung des Antriebszahnrades (14) in Bezug auf die Drehwelle (12) in der axialen Richtung ermöglicht ist, und
    das Antriebszahnrad (14) und das Abtriebszahnrad (16) Schrägzahnräder sind, die Zähne (14a, 16a) aufweisen, die nach hinten in der Drehrichtung derselben von der einen Seite in Richtung der anderen Seite in der axialen Richtung geneigt sind.
  8. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 7, bei der
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, der, wenn eine Reaktionskraft, die einen vorbestimmten Wert oder größer gegenüber der Druckkraft aufweist, von dem Antriebszahnrad (14) dem fixierten Bauteil aufgebracht wird, eine Verschiebung des fixierten Bauteils in Richtung der anderen Seite in der axialen Richtung ermöglicht.
  9. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 8, die weiter
    ein Zwischenbauteil (19) aufweist, welches mit der Drehwelle (12) in einem Zustand in Eingriff steht, bei welchem das Zwischenbauteil (19) in der axialen Richtung der Drehwelle (12) bewegbar ist,
    bei der
    das Antriebszahnrad (14) mit der Drehwelle (12) über das Zwischenbauteil (19) in einem Zustand in Eingriff steht, bei welchem das Antriebszahnrad (14) in der axialen Richtung der Drehwelle (12) bewegbar ist, und
    der Mechanismus zum Erzeugen der Bewegungskraft ein Mechanismus ist, welcher eine Kraft zum Bewegen des Antriebszahnrades (14) in Richtung der einen Seite in der axialen Richtung bewirkt, die dem Antriebszahnrad (14) von dem fixierten Bauteil über das Zwischenbauteil (19) aufgebracht wird, und
    eine relative Verschiebung des Antriebszahnrades (14) in Bezug auf das Zwischenbauteil (19) in Richtung der anderen Seite in der axialen Richtung ermöglicht ist, wenn eine Kraft, die einen vorbestimmten Wert oder größer aufweist, in Richtung der anderen Seite in der axialen Richtung dem Antriebszahnrad (14) aufgebracht wird.
  10. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 8, die weiter
    ein Führungszahnrad (18), welches mit dem Abtriebszahnrad (16) in Eingriff steht, wenn das Antriebszahnrad (14) in einer Position in der axialen Richtung zwischen der vorbestimmten Eingriffsposition und der Entkupplungsposition ist, und
    einen Einwegdrehermöglichungsmechanismus aufweist, welcher das Führungszahnrad (18) auf dem Antriebszahnrad (14) lagert, so dass eine relative Drehung des Führungszahnrades (18) in Bezug auf das Antriebszahnrad (14) in der vorbestimmten Richtung ermöglicht ist und eine relative Drehung des Führungszahnrades (18) in Bezug auf das Antriebszahnrad (14) in der Richtung entgegengesetzt zu der vorbestimmten Richtung verhindert ist, in einem Zustand, bei welchem eine Phase der Zähne (14a) des Antriebszahnrades (14) und eine Phase der Zähne (18a) des Führungszahnrades (18) aufeinander abgestimmt sind, und
    bei der
    der Mechanismus zum Erzeugen einer Bewegungskraft ein Mechanismus ist, welcher eine Kraft zum Bewegen des Antriebszahnrades (14) in Richtung der einen Seite in der axialen Richtung zum Wirken auf das Antriebszahnrad (14) von dem fixierten Bauteil, bis das Führungszahnrad (18) mit dem Abtriebszahnrad (16) in Eingriff steht, bewirkt.
  11. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 10, bei der eine Zahnoberfläche des Führungszahnrades (18) an der Rückseite in der Drehungsrichtung in einer führungsseitigen konischen Oberfläche (18b) ausgebildet ist, welche in Richtung der Rückseite in der Drehrichtung in Bezug auf die axiale Richtung von der einen Seite in Richtung der anderen Seite in der axialen Richtung geneigt ist, und
    eine Zahnoberfläche des Abtriebszahnrads (16) an der Vorderseite in der Drehrichtung in einer abtriebsseitigen konischen Oberfläche (16b) ausgebildet ist, welche parallel zu der führungsseitigen konischen Oberfläche (18b) ist.
  12. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 8, die ferner eine Vorspannvorrichtung (28) zum Aufbringen einer Vorspannkraft in Richtung der anderen Seite in der axialen Richtung des Antriebszahnrades (14) aufweist.
  13. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 12, bei der
    die Vorspannvorrichtung (28) eine Kompressionsfeder ist, welche in Richtung der einen Seite in der axialen Richtung in Bezug auf das Antriebszahnrad (14) angeordnet ist.
  14. Getriebekupplungs- und Entkupplungsvorrichtung nach Anspruch 12, bei der
    die Vorspannvorrichtung (28) eine Spannfeder ist, welche in Richtung der anderen Seite in der axialen Richtung in Bezug auf das Antriebszahnrad (14) angeordnet ist.
  15. Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 8, die ferner ein Dämpfungsbauteil (48; 58; 69) zum Reduzieren einer Kraft, welche dem Antriebszahnrad (14) aufgebracht wird, wenn die Bewegung des Antriebszahnrades (14) in Richtung der einen Richtung in der axialen Richtung durch die Verhinderungsvorrichtung gehindert wird, aufweist.
  16. Motorstarter, mit
    einer Antriebsquelle (10), welche eine Leistung erzeugt, und
    der Getriebekupplungs- und Entkupplungsvorrichtung nach einem der Ansprüche 1 bis 15, bei dem der Motorstarter das Starten des Motors (30), der mit einem Abtriebszahnrad (16) gekoppelt ist, ausführt.
EP11834391.2A 2010-10-20 2011-10-19 Vorrichtung zum ein- und ausbau eines getriebes und motorstarter Active EP2615332B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010235756 2010-10-20
PCT/JP2011/074052 WO2012053552A1 (ja) 2010-10-20 2011-10-19 歯車嵌脱装置及びエンジン始動装置

Publications (3)

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EP2615332A1 EP2615332A1 (de) 2013-07-17
EP2615332A4 EP2615332A4 (de) 2015-08-19
EP2615332B1 true EP2615332B1 (de) 2018-05-09

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JP (1) JP5900345B2 (de)
WO (1) WO2012053552A1 (de)

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JP5949235B2 (ja) * 2012-07-06 2016-07-06 株式会社豊田中央研究所 歯車嵌脱装置及びエンジン始動装置
JP6079120B2 (ja) * 2012-10-11 2017-02-15 株式会社豊田中央研究所 歯車嵌脱装置及びエンジン始動装置
JP6020282B2 (ja) * 2013-03-25 2016-11-02 株式会社豊田中央研究所 歯車嵌脱装置及びエンジン始動装置
DE102013213156A1 (de) * 2013-07-04 2015-01-08 Zf Friedrichshafen Ag Schaltvorrichtung und Fahrzeugantriebsstrang sowie Verfahren zum Betreiben einer Schaltvorrichtung und eines Fahrzeugantriebsstranges
JP2016532808A (ja) * 2013-07-19 2016-10-20 ボルボ トラック コーポレイション 内燃機関用のスタータ装置
JP5955362B2 (ja) * 2014-09-09 2016-07-20 三菱電機株式会社 エンジン始動装置
WO2017117692A1 (zh) * 2016-01-08 2017-07-13 南京大量数控科技有限公司 减速机构
CN109667845A (zh) * 2019-01-29 2019-04-23 武汉海王机电工程技术有限公司 适用于测井仪的电控离合器及测井仪
CN110124384B (zh) * 2019-05-19 2022-03-15 非润科技(山东)有限公司 一种污水处理系统

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Also Published As

Publication number Publication date
JPWO2012053552A1 (ja) 2014-02-24
EP2615332A1 (de) 2013-07-17
JP5900345B2 (ja) 2016-04-06
WO2012053552A1 (ja) 2012-04-26
EP2615332A4 (de) 2015-08-19

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