JP2003090361A - Auxiliary machine driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an auxiliary machine driving device capable of starting an engine without using an electric motor for starting and capable of reducing electric power consumption. SOLUTION: This auxiliary machine driving device drives a motor generator 16 and mechanically connected auxiliary machine 15 against a crank pulley 14 provided on a crankshaft 12 of the engine 11. An electromagnetic clutch 53 and a one-way clutch 54 free to transmit only driving power of the engine 11 are provided between the crankshaft 12 and the crank pulley 14 on this auxiliary machine driving device. Rotation of the crankshaft 12 is transmitted to the crank pulley 14 through the one-way clutch 54 even when the electromagnetic clutch 53 is cut off in the middle of driving the engine 11 on this auxiliary machine driving device.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention drives an auxiliary machine by the power of the engine during operation of the engine,
The present invention relates to an accessory drive device in which a motor generator is operated as an electric motor to drive an accessory while the engine is stopped.

[0002]

2. Description of the Related Art In a vehicle, various devices for driving various auxiliary equipment such as a power steering pump and an air conditioner compressor have been proposed. For example, Japanese Patent Laid-Open No. 8-
In Japanese Patent No. 14145, a motor generator that functions as an electric motor and a generator is mounted on an engine. These accessories and motor generator are mechanically connected to a crank pulley by a transmission belt or the like. Also,
An electromagnetic clutch that transmits and cuts off power between the crank shaft and the crank pulley is provided between the crank shaft and the crank pulley.

According to this accessory drive device, an electromagnetic clutch is connected while the engine is in operation, and the rotation of the crankshaft is transmitted to the accessory and the motor generator via the electromagnetic clutch, the crank pulley, the transmission belt and the like. By this transmission, the auxiliary machine operates and the motor generator operates as a generator. The generated power is stored in the battery. The electromagnetic clutch is disengaged while the engine is stopped. At this time, the motor generator operates as an electric motor by the power supply from the battery. This rotation is transmitted to the auxiliary machine via a transmission belt or the like, and the auxiliary machine is driven. The electromagnetic clutch is engaged when the engine is restarted. The motor generator operates as an electric motor, the rotation of which is transmitted to the crank pulley via a transmission belt or the like, and the crank shaft is forcibly rotated (cranking),
The engine is started.

Further, in Japanese Patent Laid-Open No. 9-76775,
Different from JP-A-8-14145, a one-way clutch that transmits rotation only from the crank shaft to the crank pulley is provided between the crank shaft and the crank pulley. According to this accessory drive device, the rotation of the crankshaft is transmitted to the accessory and the motor generator via the one-way clutch, the crank pulley, the transmission belt, etc. while the engine is operating. This transmission drives the auxiliary machine, the motor generator operates as a generator, and the generated electric power is stored in the battery. While the engine is stopped, the motor generator operates as an electric motor by the electric power supplied from the battery, the rotation of which is transmitted to the auxiliary machine via the transmission belt or the like to drive the auxiliary machine. At this time, the one-way clutch idles.

[0005]

However, in the technique described in the above-mentioned Japanese Patent Laid-Open No. 8-14145, the electromagnetic coil of the electromagnetic clutch is energized almost all the time except when the engine is stopped. There is a problem of high power consumption. In addition, JP-A-9-7677
The technique described in Japanese Patent Publication No. 5 does not use the electromagnetic clutch, so the above-mentioned problem does not occur. However, since power cannot be transmitted from the crank pulley (motor generator) to the crankshaft, the engine cannot be started by the motor generator. Therefore, it is necessary to separately provide a starting electric motor.

The present invention has been made in view of the above circumstances, and an object thereof is to supplement an engine capable of starting an engine without using a starting electric motor and reducing power consumption. An object is to provide a machine drive device.

[0007]

[Means for Solving the Problems] Means for achieving the above-mentioned objects and their effects will be described below. In the invention according to claim 1, in an accessory drive device for driving an accessory mechanically connected to a rotating body that can be intermittently connected to a crankshaft of an engine, together with a motor generator functioning as an electric motor and a generator, An electromagnetic clutch for transmitting and disconnecting power between the crankshaft and the rotating body, and a one-way clutch for transmitting power between the crankshaft and the rotating body in only one direction are interposed between the crankshaft and the rotating body. is doing.

Further, in the invention described in claim 2, in the invention described in claim 1, it is assumed that the one-way clutch transmits only rotation from the crankshaft to the rotating body.

According to the structure of the invention described in claim 1 or 2, the electromagnetic clutch and the one-way clutch are used.
Power is transmitted and cut off between the crankshaft and the rotating body.
When the power transmission direction of the one-way clutch and the actual power transmission direction match with the electromagnetic clutch connected, the power is transmitted by both the electromagnetic clutch and the one-way clutch. If the two directions do not match, the power is transmitted only by the electromagnetic clutch.

Also, with the electromagnetic clutch disengaged,
When the power transmission direction of the one-way clutch matches the actual power transmission direction, the power is transmitted only by the one-way clutch. If the two directions do not match, the power is not transmitted.

Therefore, if the one-way clutch transmits only the rotation from the crank shaft to the rotating body, as in the second aspect of the invention, the one-way clutch is a crank shaft that accompanies the operation of the engine. Is transmitted to the rotating body. However, on the contrary, the rotation is not transmitted from the rotating body to the crankshaft. Therefore, even if the electromagnetic clutch is disengaged during operation of the engine, the rotation of the crankshaft is transmitted to the rotating body via the one-way clutch.
The rotation of the rotating body is transmitted to the auxiliary machine and the motor generator, respectively. This transmission drives the auxiliary machine and the motor generator operates as a generator.
If the electromagnetic clutch is disengaged as described above, the power consumed by the electromagnetic clutch due to energization can be reduced accordingly.

If the electromagnetic clutch is disengaged while the engine is stopped, the electromagnetic clutch will not transmit the rotation of the rotating body to the crankshaft. At this time, the one-way clutch is in the free state, so that the rotating body spins. The rotation of the motor generator is transmitted to the auxiliary machine through the rotating body, and the auxiliary machine is driven.

When the electromagnetic clutch is engaged when the engine is started, the one-way clutch is in the free state, but the electromagnetic clutch transmits the rotation of the rotating body to the crankshaft. Therefore, by operating the motor generator as an electric motor, the crankshaft can be forcibly rotationally driven to start the engine without using a starting electric motor.

According to a third aspect of the invention, in the second aspect of the invention, the electromagnetic clutch is connected only when a predetermined condition is satisfied. According to the above configuration, the electromagnetic clutch is connected when the predetermined condition is satisfied.
At this time, if the one-way clutch is operating normally, the rotation of the crankshaft is transmitted to the rotating body by both the one-way clutch and the electromagnetic clutch, so that the overall transmission torque capacity increases. In addition, even if the one-way clutch is not operating normally when the predetermined condition is satisfied,
The rotation of the crankshaft is transmitted to the rotating body by the electromagnetic clutch. In this way, the reliability of the accessory drive device is improved regardless of whether the one-way clutch is normal or abnormal.

According to a fourth aspect of the invention, in the third aspect of the invention, it is assumed that the electromagnetic clutch is connected assuming that the predetermined condition is satisfied when the one-way clutch fails.

According to the above construction, even if the one-way clutch slips due to a failure during engine operation, the electromagnetic clutch is forcibly connected because the predetermined condition is satisfied, and the crankshaft rotates. It is transmitted to the rotating body. Therefore, the drive of the auxiliary machine and the power generation of the motor generator can be continued without any trouble.

According to a fifth aspect of the present invention, in the third aspect of the invention, the electromagnetic clutch is connected assuming that the predetermined condition is satisfied when the engine is in a predetermined operating state. . Here, the predetermined operating state may be, for example, a case where a large torque is applied to the crankshaft to drive the auxiliary machine. In addition, the case where the rotation speed of the crankshaft enters a rotation range in which bending vibration and torsional vibration accompanying the rotation of the crankshaft become large may be mentioned.

According to the above construction, when the engine is in the predetermined operating state as described above, the predetermined condition is satisfied, so that the electromagnetic clutch is connected and both the one-way clutch and the electromagnetic clutch are connected to the crankshaft. Is transmitted to the rotating body to increase the overall transmission torque capacity. Therefore, for example, even if a large torque is applied as described above, it is possible to more reliably transmit the power as compared with the case where the power is transmitted only by the one-way clutch.

Further, for example, in the case where a damper rubber is added to the crankshaft and the rotating body in order to absorb the bending vibration and the torsional vibration due to the rotation of the crankshaft, when the power is transmitted only by the one-way clutch, the unidirectional clutch is used. Only the power is transmitted. Therefore, there is a possibility that the vibration cannot be completely absorbed in the rotation range. However, if the predetermined operating state is set when the rotational speed of the crankshaft enters the rotation range, the electromagnetic clutch is connected. Since the power can be transmitted in both directions, the damper rubber can sufficiently exert the vibration absorbing action.

According to the invention of claim 6, the inventions of claims 1 to 5
In any one of the inventions described above, it is assumed that the rotating body, the electromagnetic clutch, and the one-way clutch are provided on the crankshaft.

Here, from the viewpoint of transmitting and cutting off power between the engine, the auxiliary machine and the motor generator,
The rotating body, the electromagnetic clutch, and the one-way clutch may be arranged at arbitrary points in the power transmission path. Therefore, it is conceivable to provide a rotating body separately from the crank pulley and the like on the crankshaft, and dispose the electromagnetic clutch and the one-way clutch at a position different from the crankshaft. in this case,
The space occupied by the rotating body, the electromagnetic clutch, and the one-way clutch becomes large, and there is a risk of interfering with other parts depending on the location.

On the other hand, as in the sixth aspect of the invention, the space occupied by the rotating body, the electromagnetic clutch and the one-way clutch provided on the same axis (crankshaft) is small. As a result, it is possible to eliminate the interference with other components described above.

According to a seventh aspect of the invention, in the invention according to the sixth aspect, the electromagnetic clutch includes a rotor fixed to the rotating body and rotatably supported by the crankshaft. An armature attached to a shaft is attracted to the rotor by an electromagnetic force to transmit power between the crankshaft and the rotating body, and the one-way clutch is arranged between the rotor and the crankshaft. Suppose

According to the above construction, in the electromagnetic clutch, when the armature is attracted by the electromagnetic force and attracted to the rotor, the crankshaft, the armature and the rotor are integrated. Here, a rotor is attached to the rotor. Therefore, power can be transmitted between the crankshaft and the rotating body. On the other hand, when the electromagnetic force disappears, the armature separates from the rotor, and the power transmission between the armature and the rotor, and thus between the crankshaft and the rotating body, is cut off.

By the way, due to the existence of the bearing that rotatably supports the rotor on the crankshaft, a space may be created between the rotor and the crankshaft. By utilizing this space and arranging the component parts of the one-way clutch between the rotor and the crankshaft, it is not necessary to newly secure a space for these component parts, and the size of the accessory drive device can be reduced.

According to an eighth aspect of the present invention, in the seventh aspect, the one-way clutch is configured such that one of the crankshaft and the rotor is an inner race and the other is an outer race. Further, the one-way clutch includes an engagement member that transmits power only from the crankshaft to the rotor.

According to the above structure, one of the crankshaft and the rotor functions as the inner race of the one-way clutch, and the other functions as the outer race.
In the one-way clutch, the rotation of the crankshaft is transmitted to the rotor via the engaging member. Rotation is not transmitted in the opposite direction (from the rotor to the crankshaft side).

As described above, one of the crankshaft and the rotor also serves as the inner race of the one-way clutch,
The other also serves as the outer race. Therefore, as compared with the case where the inner race and the outer race are configured by separate members, the number of components of the accessory drive device can be reduced, and the size of the entire accessory drive device can be reduced.

[0029]

BEST MODE FOR CARRYING OUT THE INVENTION The accessory drive system of the present invention will now be described.
One embodiment embodied in a vehicle having an idling stop function will be described with reference to FIGS. 1 and 2. The idling stop function is a function of stopping the operation of the engine when the vehicle is temporarily stopped, such as waiting for a signal while the vehicle is traveling, and restarting the operation of the engine in response to a driver's start request. In the present embodiment, in order to distinguish it from normal engine stop / start, the engine stop during idling stop control is called “automatic stop”, and the operation restart is called “automatic start”.

As shown in FIG. 1, the vehicle is equipped with an engine 11 that is driven while the vehicle is running and stopped when the vehicle is stopped. The engine 11 has a crankshaft 1 as an output shaft.
2 is provided, and one of the crankshafts 12 (see FIG.
The transmission 13 is connected to the end portion (on the right side of). The rotation after the gear shift is performed in the transmission 13 is transmitted to drive wheels (not shown). A crank pulley 14 is mounted as a rotating body on the outer periphery of the other end (the left side in FIG. 1) of the crankshaft 12. The crank pulley 14 transmits the power to the crankshaft 12
It is possible to intermittently. That is, the crank pulley 14
Can be switched between a state in which power is transmitted to the crankshaft 12 (a connected state) and a state in which the power transmission is cut off, and these states can be switched.

An auxiliary machine 15 and a motor generator (hereinafter referred to as “MG”) 16 are arranged around the engine 11. Examples of the auxiliary machine 15 include a power steering pump, an air conditioner compressor, an engine oil pump, an engine water pump, and the like. When the accessory 15 is an air conditioner compressor, a pulley 19 is attached to the power input shaft 17 via an electromagnetic clutch 18.

The MG 16 operates as an electric motor when the engine 11 is automatically started and when the auxiliary machine 15 is driven during automatic stop. Further, the MG 16 is the engine 11
During the operation of, it operates as an alternator (generator) that is driven by the engine 11 to generate electricity. MG1
A pulley 22 is attached to the input / output shaft 21 of 6. A transmission belt 23 such as a V-belt or a V-ribbed belt is wound around the pulleys 19 and 22 and the crank pulley 14. With this transmission belt 23, the crankshaft 1
2 from the power transmission to the accessory 15 and the MG 16 to the accessory 15
To the crankshaft 12 and between the MG 16 and the MG 16.

A high voltage battery 25 is connected to the MG 16 via an inverter 24. The inverter 24 switches from the high voltage battery 25 to the MG by the switching operation.
The electric energy supply to 16 is made variable, and the rotation speed of the MG 16 is made variable. Further, the inverter 24 supplies the electric power generated by the MG 16 to the high voltage battery 25 by the switching operation. The high-voltage battery 25 is used exclusively as a power source for driving the MG 16,
When G16 is operating as a generator, the generated electric power is stored. A low voltage battery 27 is connected to the high voltage battery 25 via a DC / DC converter 26 which is a kind of converter. Low voltage battery 27
Is used as a power source for driving the various auxiliaries 15 and a controller 59 described later. DC / D
The C converter 26 steps down the voltage of the high voltage battery 25 and charges the low voltage battery 27.

An electromagnetic clutch 53 and a one-way clutch 54 are provided between the crankshaft 12 and the crank pulley 14 in order to transmit and cut off power between them.
Is provided. Each clutch will be described. As shown in FIG. 2, a retainer 32 is fixed to a cylinder block 31 of the engine 11 by bolts (not shown) or the like. An end portion of the crankshaft 12 projects to the outside of the cylinder block 31 while penetrating the retainer 32. A hub 3 is provided on the outer periphery of the end of the crankshaft 12.
3 is covered, and the power can be transmitted by a half-moon key or the like (not shown). That is, the hub 33 is locked by the half-moon key or the like so as not to rotate relative to the crankshaft 12. A bearing 34 for centering is provided between the hub 33 and the retainer 32.

A leaf spring 35, a damper plate 36, and the like are arranged on the end surface of the hub 33 in a stacked state, and the damper plate 36, the leaf spring 35, the hub 33, and the like are attached by bolts 37 and the like. It is fastened integrally to the crankshaft 12 so as to be rotatable. The damper plate 36 has
A weight 39 is attached via a damper rubber 38, and the damper rubber 38 and the weight 39 reduce the bending vibration caused by the rotation of the crankshaft 12. On the surface of the leaf spring 35 opposite to the damper plate 36, an armature 41 made of a high magnetic permeability material is attached by screws (not shown) or the like. The armature 41 is urged toward the damper plate 36 side by the leaf spring 35, and normally the rotating yoke 4 described later is used.
Some distance from 3.

A rotary yoke 43 made of a high magnetic permeability material and having an annular groove 42 is arranged as a rotor on the outer periphery of the hub 33 between the retainer 32 and the armature 41. Between the rotary yoke 43 and the hub 33, a pair of bearings 44 and 45 in which grease is sealed by an oil seal (not shown) are interposed in a state of being separated from each other in the axial direction (left and right direction in FIG. 2). Then, the rotary yoke 43 is attached to the hub 3 by the bearings 44 and 45.
3, and consequently, is supported by the crankshaft 12 so as to be relatively rotatable. On the surface of the rotating yoke 43 on the side of the armature 41, a lining (friction material) is provided to increase the frictional force.
40 is joined. On the other hand, an inner cylinder 47 is arranged in the crank pulley 14, and the damper rubber 4 is attached to both of them.
6 is vulcanized and adhered. The rotary yoke 43 is press-fitted into the inner cylinder 47.

Further, in the retainer 32, a fixed yoke 48 is attached as a stator at a position corresponding to the annular groove 42. The fixed yoke 48 enters the annular groove 42 in a state of being slightly separated from the wall surface thereof. An electromagnetic coil 49 is fixed in the fixed yoke 48 by a resin mold 51 or the like. In addition, reference numeral 52 in FIG. 2 denotes a terminal attached to the fixed yoke 48 and connected to the electromagnetic coil 49.

The fixed yoke 48, the electromagnetic coil 49, and the like described above constitute an electromagnet. further,
The electromagnet, the rotary yoke 43, the leaf spring 35, the armature 41, and the like constitute an electromagnetic clutch 53. In the electromagnetic clutch 53, a magnetic path having the fixed yoke 48, the rotary yoke 43, the armature 41, etc. as a path is formed by energizing the electromagnetic coil 49. By this formation, the armature 41 is attracted against the leaf spring 35 and attracted to the rotary yoke 43. The crank pulley 14 attached to the rotary yoke 43 via the damper rubber 46 and the like rotates integrally with the armature 41, the hub 33, the crank shaft 12, and the like. That is, the electromagnetic clutch 53 is connected and power is transmitted between the crankshaft 12 and the crank pulley 14. At this time, the damper rubber 46 and the crank pulley 14 absorb the torsional vibration caused by the rotation of the crankshaft 12 and suppress the occurrence of slippage between the armature 41 and the rotary yoke 43, while absorbing the uncomfortable vibration. .

The rotation is transmitted to the power input shaft 17 via the transmission belt 23, the pulley 19, etc., and the accessory 15 is driven. Further, the rotation is transmitted to the MG 16 via the transmission belt 23, the pulley 22 and the like. On the contrary, when the power supply to the electromagnetic coil 49 is stopped, the attraction force disappears,
The armature 41 is separated from the rotary yoke 43 by the leaf spring 35, and the power transmission is cut off.

Further, the crankshaft 12 and the crank pulley 1
4, a one-way clutch 54 is provided in parallel with the electromagnetic clutch 53 described above. As the one-way clutch 54, for example, a sprag type, a roller type,
Further, a general one called an engagement type can be used. In either type, the one-way clutch 54 includes the inner race, the outer race, and the engaging member 5.
It is equipped with 5. The inner race is constituted by the hub 33 described above, and the outer race is constituted by the inner peripheral side portion 43a of the rotary yoke 43.

The engaging member 55 is arranged between the bearings 44 and 45 between the outer race and the inner race and filled with grease for lubrication. The engagement member 55 is connected to the crankshaft 1 along with the operation of the engine 11.
When 2 rotates, it meshes with the inner race and the outer race to be locked, and the rotation is transmitted from the crankshaft 12 to the crank pulley 14. Also, the engaging member 55
When the engine is stopped and is rotated from the crank pulley 14 side, the crank ring will not engage with the inner race and the outer race and will be in a free state.
Does not transmit rotation from the crankshaft to the crankshaft 12.

The engine 11 has a crankshaft 12
A starting ring gear (not shown) connected to the is arranged. In the vicinity of this ring gear, as shown in FIG.
A starter 56 that operates by receiving power supply from the low voltage battery 27 is provided. The starter 56 rotates a start ring gear (not shown) to start the engine 11.

Further, in the vehicle, on / off control of the electromagnetic clutch 53 based on signals from various sensors 57, the inverter 2
4 is provided with a controller 59 for performing switching control and the like. The controller 59 outputs a disconnection signal to the electromagnetic clutch 53 when the operation of the engine 11 is automatically stopped (idling stop) for the purpose of improving fuel efficiency, for example, while the vehicle is stopped. In the electromagnetic clutch 53, the energization of the electromagnetic coil 49 is stopped in response to this signal, and the fixed yoke 48, the rotating yoke 43, and the armature 41.
The magnetic path having the above path as a path disappears, and the armature 41 is separated from the rotary yoke 43 by the leaf spring 35. In this way, the electromagnetic clutch 53 is disengaged, and the crank pulley 14 and the crank shaft 12 are in the power non-transmitting state.

On the other hand, during the automatic stop, the controller 59 controls the MG1 with a torque in consideration of the load of the auxiliary machine 15 and the like.
A switching signal is output to the inverter 24 so that the input / output shaft 21 of 6 rotates. By controlling the energization of the inverter 24 according to this signal, the high voltage battery 25
The MG16 supplies electric power to the MG16, and the MG16 operates as an electric motor. The rotation of the input / output shaft 21 is transmitted to the power input shaft 17 through the pulley 22, the transmission belt 23, the pulley 19, etc., and the accessory 15 is driven. At this time, since the one-way clutch 54 is in the free state, the crank pulley 14 idles on the crank shaft 12. MG16
Does not need to drive the crankshaft 12, and the MG
The load on 16 is reduced.

When the engine 11 is automatically started from the automatic stop state, the controller 59 outputs a signal for connecting the electromagnetic clutch 53. By energizing the electromagnetic coil 49 according to this signal, the fixed yoke 48,
A magnetic path is formed with the rotary yoke 43 and the armature 41 as routes. The armature 41 is attracted against the leaf spring 35 and attracted to the rotary yoke 43, and the electromagnetic clutch 53 is connected. When the MG 16 is operated as an electric motor in this state in the same manner as described above, the rotation of the input / output shaft 21 is transmitted to the crankshaft 12 via the pulley 22, the transmission belt 23, the crank pulley 14 and the like. A torque sufficient for starting the engine 11 is transmitted from the MG 16 and the crankshaft 1
2 is forcedly rotated (cranking), and the engine 11 is automatically started. At this time, since the pulley 19 also rotates,
At the same time, the auxiliary machine 15 is also driven. The electromagnetic clutch 18 may be opened in order to minimize the load when the engine is started.

During engine operation such as when the vehicle is traveling, the controller 59 determines whether or not a predetermined condition is satisfied. For example, whether or not the one-way clutch 54 has failed, that is, slips, is monitored as follows. The rotation speed of the crankshaft 12 is Ne, the rotation speed of the MG 16 is Nmg, the pulley ratio is ip, and the failure status is determined based on the following equation (1). Pulley ratio ip
Is the diameter of the crank pulley 14 and the pulley 22 of the MG16.
It is the ratio to the diameter of.

Ne> Nmg / ip (1) If the above (1) is established, it is determined that the one-way clutch 54 is out of order, and if not, it is normal. To do.

The condition of the one-way clutch 54 may be determined based on the following equation (2) instead of the above equation (1). In the formula (2), Sr is a slip ratio. Sr ≧ (Ne−Nmg / ip) / Ne (2) If the above equation (2) is established, it is determined that the one-way clutch 54 is out of order, and if not, it is normal. It is determined that

When it is determined that the one-way clutch 54 is normal, a disconnection signal is output to the electromagnetic clutch 53. In the electromagnetic clutch 53, the energization of the electromagnetic coil 49 is stopped in response to the signal, the magnetic path disappears, and the plate spring 35 separates the armature 41 from the rotating yoke 43. Even if the electromagnetic clutch 53 is disengaged in this way, the rotation of the crankshaft 12 is transmitted to the crank pulley 14 via the one-way clutch 54 in the locked state. The rotation of the crank pulley 14 is caused by the transmission belt 23.
Is transmitted to the pulleys 19 and 22 via the. By these transmissions, the power input shaft 17 rotates, and the accessory 15 is driven. Further, the input / output shaft 21 rotates and the MG 16 operates as a generator. The electric power generated by the MG 16 is supplied to the high voltage battery 25 and is stored therein.

If it is determined that the one-way clutch 54 is out of order, the controller 59 outputs a connection signal to the electromagnetic clutch 53. According to this signal, the electromagnetic coil 49 is energized to form a magnetic path, and the armature 41
Is attracted against the leaf spring 35 and attracted to the rotary yoke 43. The electromagnetic clutch 53 is connected by this adsorption, and the driving force of the engine 11 is applied to the armature 41 and the rotary yoke 4.
3, transmitted to the crank pulley 14 via the damper rubber 46 and the like. The rotation of the crank pulley 14 is
It is transmitted to the pulleys 19 and 22 via the transmission belt 23. By this transmission, the auxiliary device 15 is operated in the same manner as in the normal time.
The power input shaft 17 and the input / output shaft 21 of the MG 16 rotate respectively.

According to this embodiment described in detail above, the following effects can be obtained. (1) Between the crank shaft 12 and the crank pulley 14,
An electromagnetic clutch 53 and a one-way clutch 54 capable of transmitting only the driving force of the engine 11 are provided. The one-way clutch 54 transmits rotation from the crankshaft 12 to the crank pulley 14, but does not transmit rotation in the opposite direction.

Therefore, as long as the one-way clutch 54 is normal while the engine 11 is operating, the electromagnetic clutch 53
However, the rotation of the crankshaft 12 is transmitted to the crank pulley 14 via the one-way clutch 54.
Then, the rotation of the crank pulley 14 is transmitted to the power input shaft 17 via the transmission belt 23, the pulley 19, etc., and the accessory 15 is driven. Further, since the rotation of the crank pulley 14 is transmitted to the input / output shaft 21 via the transmission belt 23, the pulley 22, etc., the MG 16 can be operated as a generator. Therefore, unlike the prior art (Japanese Patent Laid-Open No. 8-14145) in which only the electromagnetic clutch is provided between the crankshaft and the crank pulley, the electromagnetic clutch 18 is dissipated by the energization as the electromagnetic clutch 18 is disconnected. The power can be reduced.

(2) If the electromagnetic clutch 53 is disengaged during the automatic stop of the engine 11, the electromagnetic clutch 53 does not transmit the rotation from the crank pulley 14 to the crankshaft 12. Further, this transmission direction is the opposite direction to the power transmission direction of the one-way clutch 54, that is, the direction in which the power transmission is interrupted. Therefore, the crank pulley 14
Idles on the crankshaft 12, and the MG 16 rotates via the pulley 22, the transmission belt 23, the pulley 19, etc.
5 is transmitted. Therefore, the auxiliary machine 15 can be driven even when the engine 11 is automatically stopped.

(3) When the engine 11 is automatically stopped, MG
16 as an electric motor and the electromagnetic clutch 5
When 3 is connected, the one-way clutch 54 becomes free, but the rotation of the crank pulley 14 is transmitted to the crankshaft 12 by the electromagnetic clutch 53. Therefore, unlike the prior art (Japanese Patent Laid-Open No. 9-76775) in which only a one-way clutch is provided between the crank shaft and the crank pulley, the crank shaft 12 is forcibly forced without using a starting motor. The engine 11 can be automatically started by rotating and driving.

(4) If the one-way clutch 54 slips due to a failure while the engine 11 is operating, the rotation of the crankshaft 12 is appropriately transmitted to the crank pulley 14, and by extension, the auxiliary machine 15 and the MG 16 by the one-way clutch 54. It may run out.

On the other hand, in this embodiment, when the one-way clutch 54 fails, the electromagnetic clutch 53 is forcibly connected because the predetermined condition is satisfied. By connecting the electromagnetic clutch 53, the rotation of the crankshaft 12 can be transmitted to the crank pulley 14. Auxiliary machine 1
5 and the power generation operation of MG 16 can be continued without hindrance, and the reliability of the accessory drive device is improved.

(5) While the engine 11 is operating, as long as the one-way clutch 54 is operating normally, the energization of the electromagnetic coil 49 is stopped and the electromagnetic clutch 53 is disengaged. As a result, the transmission torque capacity required for the electromagnetic clutch 53 is reduced, so that the capacity can be afforded, and the size (compact) and the weight can be reduced. Also,
At this time, since the energization of the electromagnetic coil 49 is continuously stopped, it is not usually necessary to control the disconnection / connection timing of the electromagnetic clutch 53 according to a signal from a sensor or the like. It is sufficient to connect the electromagnetic clutch 53 only when the engine is started, and complicated control such as ON-OFF is unnecessary. Therefore, the control content of the controller 59 can be simplified.

(6) One-way clutch 54 for hub 33
And the inner peripheral side portion 43a of the rotary yoke 43 is used as an outer race. In this way, some parts of the electromagnetic clutch 53 also serve as one-way clutch parts. Therefore, as compared with the case where the inner race and the outer race are configured by separate members, the number of components of the accessory drive device can be reduced, and the accessory drive device can be downsized.

(7) In the electromagnetic clutch 53, the space between the pair of bearings 44 and 45 is utilized, and the engaging member 55, which is a component of the one-way clutch 54, is disposed here. For this reason, it is not necessary to newly secure a space for the engaging member 55, and in combination with (6) described above, it is possible to further reduce the size of the accessory drive device.

(8) Engine 11, auxiliary machine 15 and MG1
From the viewpoint of transmitting and shutting off power between the six, the rotating body, the electromagnetic clutch 53, and the one-way clutch 54 may be arranged at arbitrary positions in the power transmission path. Therefore,
It is also conceivable to provide a rotating body separately from the crank pulley 14 and dispose the electromagnetic clutch 53 and the one-way clutch 54 at a position different from the crankshaft 12. In this case, the space occupied by the rotating body, the electromagnetic clutch 53, and the one-way clutch 54 becomes large, and there is a risk of interfering with other parts depending on the location.

On the other hand, in the present embodiment, the crank pulley 14 provided on the crank shaft 12 is used as a rotating body,
An electromagnetic clutch 53 and a one-way clutch 54 are interposed between the both 12 and 14. That is, the electromagnetic clutch 53 and the one-way clutch 54 are coaxial (crankshaft 1
2) It is provided above. Therefore, the crank pulley 14,
The space occupied by the electromagnetic clutch 53 and the one-way clutch 54 is small, and the interference with other components described above can be eliminated.

(9) When designing the accessory drive device, it is conceivable to dispose the one-way clutch 54 on the side of the armature 41 opposite to the engine. It is accompanied by the problem of becoming long. On the other hand, in the present embodiment, each component of the one-way clutch 54 is arranged at a position closer to the engine 11 than the armature 41 of the electromagnetic clutch 53.
Therefore, it is possible to solve the problem that the axial length is increased as described above.

The present invention can be embodied in another embodiment shown below. In the above embodiment, when the one-way clutch 54 is out of order, it is determined that the predetermined condition is satisfied, and the electromagnetic clutch 53 is connected. Other than this, the predetermined condition may be "the engine 11 is in a predetermined operating state". Here, as the predetermined operating state, for example, there is a case where a large torque is applied to the crankshaft 12 to drive the auxiliary machine 15. In this case, if the electromagnetic clutch 53 is connected assuming that the predetermined condition is satisfied, both the one-way clutch 54 and the electromagnetic clutch 53 will transmit the rotation of the crankshaft 12 to the crank pulley 14, and the transmission torque capacity will be increased. To increase. Therefore, even if a large torque is applied as described above, the power can be transmitted more reliably than when the rotation of the crankshaft 12 is transmitted to the crank pulley 14 only by the one-way clutch 54.

Further, generally, as the engine speed increases, the bending vibration and the torsional vibration associated with the rotation of the crankshaft 12 tend to increase. Therefore, the rotation speed of the crankshaft 12 (engine rotation speed) can be set to the predetermined operating state in a rotation range (high rotation range) where the bending vibration and the torsional vibration increase.

In the above embodiment, damper rubbers 38 and 46 are provided on the crankshaft 12 and the rotating body (crank pulley 14) in order to absorb bending vibration and torsional vibration. In such a configuration, the one-way clutch 5
When the rotation is transmitted only by 4, the power is transmitted only in one direction, so there is a possibility that the vibration cannot be completely absorbed in the rotation range. However, if the rotation speed of the crankshaft 12 is within the rotation range as the predetermined operating state,
The electromagnetic clutch 53 is connected according to the satisfaction of a predetermined condition.
Since the power can be transmitted in both directions, the damper rubber 3
The vibration absorbing effect can be sufficiently exerted on the parts 8 and 46. Also in this respect, the reliability of the accessory drive device is improved.

Even if the electromagnetic clutch 53 is engaged when the predetermined condition is satisfied as described above, the energization is still present as compared with the conventional technique (Japanese Patent Laid-Open No. 14145/1996) which is almost always engaged except when the engine is stopped. The time gets shorter. Therefore, the electromagnetic clutch 18 is superior to the above-described conventional technique in reducing power consumption.

When the engine is cold, the viscosity of the lubricating oil is high, and this lubricating oil becomes a resistance when the crankshaft 12 is rotated. In this case, the engine 11 may be automatically started by operating the starter 56 in addition to the MG 16. In this way, the engine 11 can be automatically started more reliably than when only the MG 16 is used.

In contrast to the above embodiment, the hub 33 may function as the outer race of the one-way clutch 54 and the rotary yoke 43 may function as the inner race.

In this case, as shown in FIG. 3, by providing a boss portion 61 on the inner peripheral side portion of the rotary yoke 43, an annular groove 62 is formed in the rotary yoke 43 separately from the annular groove 42. The boss 61 of the rotary yoke 43 is rotatably supported by the fixed yoke 48 by the bearing 34 for centering. Further, an annular supporting portion 64 is provided on the outer peripheral portion of the hub 33, and the supporting portion 64 is inserted into the annular groove 62. The support portion 64 is rotatably supported by the boss portion 61 by the pair of bearings 44 and 45. And the boss 6
1 is an inner race and the support portion 64 is an outer race. An engagement member 55 is arranged between the bearings 44 and 45 between the boss portion 61 and the support portion 64. The one-way clutch 54 is configured by the boss portion 61, the support portion 64, and the engagement member 55. In FIG. 3, the same members as those in the above-described embodiment (FIG. 2) are designated by the same reference numerals. Even with such a change, the same operation and effect as those of the above-described embodiment can be obtained.

In short, the one-way clutch 54 is configured such that one of the crankshaft 12 (hub 33) and the rotor (rotating yoke 43) is an inner race, and the other is an outer race. What has an engaging member 55 may be used.

As a rotating body, a sprocket may be attached to the crankshaft 12 instead of the crank pulley 14.
In this case, instead of the pulleys 19 and 22, sprockets are attached to the power input shaft 17 and the input / output shaft 21, respectively. Then, instead of the transmission belt 23, a chain is hung on these sprockets. Further, instead of the crank pulley 14 and the pulleys 19 and 22, gears may be used and these may be meshed with each other. The point is that the MG 16 and the accessory 15 may be mechanically connected to the rotating body.

The rotating body does not necessarily have to be on the crankshaft 12, and may be provided on a shaft other than the crankshaft 12, for example.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing the configuration of an embodiment of an accessory drive system of the present invention.

FIG. 2 is a partial sectional view of an electromagnetic clutch and a one-way clutch.

FIG. 3 is a partial cross-sectional view showing another embodiment of the electromagnetic clutch and the one-way clutch.

[Explanation of symbols]

11 ... Engine, 12 ... Crank shaft, 14 ... Crank pulley (rotating body), 15 ... Auxiliary machine, 16 ... MG, 41 ... Armature, 43 ... Rotating yoke (rotor), 53 ... Electromagnetic clutch, 54 ... One-way clutch, 55 ... Engagement member.

Continued front page    F-term (reference) 3J031 BA08 BA19 CA03                 3J057 AA01 BB03 GA11 GB02 GB40                       GE01 HH01 JJ10

Claims (8)

[Claims] 1. An auxiliary machine drive device for driving an auxiliary machine, which is mechanically connected to a rotating body that can be intermittently connected to a crankshaft of an engine, together with a motor generator functioning as an electric motor and a generator. An electromagnetic clutch for transmitting and disconnecting power between the rotating bodies and a one-way clutch for transmitting power only in one direction between the crankshaft and the rotating body are interposed between the crankshaft and the rotating body. Auxiliary equipment drive device. 2. The accessory drive system according to claim 1, wherein the one-way clutch transmits only rotation from the crankshaft to the rotating body. 3. The accessory drive system according to claim 2, wherein the electromagnetic clutch is connected only when a predetermined condition is satisfied. 4. The accessory drive system according to claim 3, wherein the electromagnetic clutch is connected when the predetermined condition is satisfied when the one-way clutch fails. 5. The accessory drive system according to claim 3, wherein the electromagnetic clutch is connected when the predetermined condition is satisfied when the engine is in a predetermined operating state. 6. The accessory drive device according to claim 1, wherein the rotating body, the electromagnetic clutch, and the one-way clutch are provided on the crankshaft. 7. The electromagnetic clutch includes a rotor fixed to the rotating body and rotatably supported by the crankshaft, and an armature attached to the crankshaft is attracted to the rotor by electromagnetic force. 7. The accessory drive system according to claim 6, wherein the one-way clutch is arranged between the rotor and the crankshaft, and the power is transmitted between the crankshaft and the rotary body. 8. The one-way clutch has one of the crankshaft and the rotor as an inner race,
The accessory drive device according to claim 7, wherein the other one is configured as an outer race, and further, the one-way clutch includes an engagement member that transmits power only from the crankshaft to the rotor.