JP2005138784A - Power transmission system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission system allowing a starter motor to be used effectively as a generator and a motor and capable of accomplishing at low cost and in a simple constitution. <P>SOLUTION: The power transmission system is equipped with a motor 201, a first transmitting means which transmits the rotation of the motor to an engine 150 via a route including an OWC built-in gear 310 by changing the gear speed with the first specified ratio and does not transmit the rotation of the engine to the motor as the gear part 322 of the OWC built-in gear 320 makes high speed rotation more than the OWC part 321, and a second transmitting means which transmits the rotation of the engine to the motor via a route including the OWC built-in gear 320 by changing the gear speed with the second specified ratio different from the first specified ratio and does not transmit the rotation of the motor to the engine as the gear part 312 of the OWC built-in gear 310 makes high speed rotation more than the OWC part 311. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention belongs to the technical field of a power transmission system that performs power transmission between different types of devices such as a starter motor to an engine.

  Conventionally, a power transmission system including a so-called starter motor (electric motor) has been used to start the spontaneous rotation of the engine. The starter motor rotates by receiving power supplied from the battery to generate predetermined power, and the power is several kinds of gears connected to the starter motor (hereinafter sometimes referred to as “transmission system”). It is transmitted to the engine via (cranking). In the engine, a predetermined fuel injection or the like is performed while the starter motor is being rotated, so that an explosion occurs in the combustion chamber in the engine, which causes the engine to rotate spontaneously. It will be. As an example of the apparatus used for such an engine start, what is disclosed by the following patent document 1 can be mentioned, for example.

JP 2002-202036 A

  However, the apparatus used for starting the engine as described above has the following problems. That is, the starter motor is basically not used for any purpose other than the purpose of assisting the engine start, and therefore the starter motor is used throughout the entire period of operation of the engine. The total time is small, and the efficiency of the entire system is poor from a comprehensive point of view (for example, it is necessary to secure the installation location as long as the starter motor is installed. Considering the fact that a certain installation location is lost despite the fact that the usage time is very short, there is a possibility that the entire system equipped with the engine will be unnecessarily large, and the layout of various devices It can be considered that the degree of freedom in design is considered to be impaired.)

  Therefore, conventionally, not only the starter motor is used as an auxiliary power generation source for starting the engine, but also the starter motor is used as a generator during the period when the engine is rotating spontaneously. It was. This can be realized, for example, by providing an electromagnetic clutch in the transmission system. The vehicular rotating machine drive system disclosed in Patent Document 1 is configured so as to include such a transmission system, and at the time of starting the engine, the starter motor is intended to provide auxiliary power to the engine. On the other hand, after the spontaneous rotation of the engine is achieved, an example is disclosed that is used as a power source for driving a power steering pump, a brake pump, and the like.

  However, in the form in which such an electromagnetic clutch is provided, there is a risk that the reliability of the entire system may be reduced because an extra process of operation of the electromagnetic clutch is involved when using the starter motor as a generator. The system configuration and structure will also become more complex. In addition, since the electromagnetic clutch is relatively expensive, the cost of the entire system is increased. However, in order to avoid the installation / use of the electromagnetic clutch, it is considered that the starter motor and the engine are connected to each other through “gear” as described above. Cannot be easily realized. Because the rotational speed of the starter motor and the rotational speed necessary for cranking the engine are usually considerably different (the former is considerably larger than the latter), the starter motor and the engine are The gear ratio of the transmission system to be sandwiched needs to have a value corresponding to it, but this is because the starter motor that receives power from the engine side rotates at a very high speed. .

  The present invention has been made in view of the above-described problems, and provides a power transmission system that can effectively use a starter motor as a generator and an electric motor and that can be realized with a low-cost and simple configuration. The issue is to provide.

[1]
In order to solve the above-described problem, the power transmission system of the present invention has a motor and first transmission means for transmitting the rotation of the motor to the engine by shifting the rotation of the motor at a first predetermined ratio, and not transmitting the rotation of the engine to the motor. And a second transmission means that shifts the rotation of the engine at a second predetermined ratio different from the first predetermined ratio and transmits it to the motor, and does not transmit the rotation of the motor to the engine.

  According to the power transmission system of the present invention, two modes of rotational power transmission between the motor and the engine are assumed. The first is transmission of rotational power from the motor to the engine (hereinafter also referred to as “first transmission mode”). In this case, the first transmission means is used, and in the transmission, a gear shift (more preferably, deceleration) is performed at a first predetermined ratio. According to this, a motor can be used as an auxiliary power source for starting a stopped engine. On the other hand, the second is transmission of rotational power from the engine to the motor (hereinafter also referred to as “second transmission mode”). In this case, the second transmission means is used, and a shift (more preferably speed increase) is performed at the second predetermined ratio in the transmission. According to this, a motor can be utilized as a generator by receiving the power of the engine which rotates spontaneously.

  In the present invention, in particular, the first transmission means prevents the rotation of the engine from being transmitted to the motor, and the second transmission means prevents the rotation of the motor from being transmitted to the engine. That is, according to the former, when power is transmitted from the motor to the engine, the rotation of the engine rotated based on this does not affect the operation of the motor by acting in the opposite direction. According to the latter, when power is transmitted from the engine to the motor, the rotation of the motor rotated based on the power does not affect the operation of the engine. In spite of the fact that the two power transmission modes of modes can be realized, there is no problem such as malfunction of the entire system. Moreover, since the first predetermined ratio is different from the second predetermined ratio, for example, in the first transmission mode, a larger deceleration is required, and in the second transmission mode, a large speed increase is not necessary. The two requirements such as can be satisfied at the same time.

  As a result, according to the present invention, it is possible to realize a gear ratio suitable for starting the engine when the motor is used as an electric motor, and at the same time, a gear ratio suitable for using the motor as a generator. can do. Moreover, in spite of such an effect, according to the present invention, it is not necessary to use an electromagnetic clutch or the like as in the prior art, and its configuration and structure can be extremely simplified. The aforementioned effects can be realized at a lower cost and with higher reliability.

[2]
In one aspect of the power transmission system of the present invention, the first predetermined ratio has a meaning as a reduction ratio of the rotation of the motor, and the second predetermined ratio has a meaning as an acceleration ratio of the rotation of the engine. And the second predetermined ratio is smaller than the first predetermined ratio.

  According to this aspect, power transmission from the motor to the engine is realized by reducing the former rotational speed, and power transmission from the engine to the motor is realized by increasing the former rotational speed. Will be. Thereby, in addition to using the motor as an auxiliary power source for starting the engine, it is possible to more suitably realize using the motor as a generator. Moreover, in this aspect, the relationship that the former is larger than the latter is established in the first predetermined ratio and the second predetermined ratio. For example, in the first transmission mode, the first predetermined ratio as the speed reduction ratio is “50” (for the sake of safety, the speed reduction ratio of 50 means that the number of rotations of the motor is 1/50 times and transmitted to the engine. In the second transmission mode, the second predetermined ratio as the speed increasing ratio can be set to “4” or the like (50> 4), and such a speed reduction ratio and speed increasing ratio are realized. If so, the above-described effects can be enjoyed more reliably.

  In addition, as described above, the comparison of “ratio” in this aspect is large or small, as described above, along the smaller and larger rotation speeds from the larger and smaller rotation speeds, that is, It can be performed with a rotation speed ratio defined as one or more values along one of the deceleration direction and the acceleration direction. However, the same thing as this aspect can be expressed in various expressions (for example, the first predetermined ratio is expressed as “1/50” instead of the reduction ratio “50” as described above). Needless to say. In this case, it should be noted that “small” in this embodiment can be “large” in some cases.

[3]
In another aspect of the power transmission system of the present invention, the first transmission means and the second transmission means include a one-way clutch.

  According to this aspect, since the first and second transmission means include the one-way clutch, the first and second transmission means for realizing the operation described above can be suitably configured.

  As the “one-way clutch” mentioned here, it is preferable to employ a one-way clutch built-in gear having a one-way clutch portion on the inner peripheral side and a gear portion on the outer peripheral side. If this is used, a 1st and 2nd transmission means can be comprised more suitably by providing the gear which meshes | engages with the said one-way clutch built-in gear.

  In the following, for the sake of simplicity, “one-way clutch” is expressed as “OWC”.

[4]
In another aspect of the power transmission system of the present invention, the first transmission means includes a first one-way clutch built-in gear, and a first speed change between the first one-way clutch built-in gear and the motor as a whole. A first gear group connected at a ratio, and a second gear group connected between the first one-way clutch built-in gear and the engine as a whole at a second gear ratio, and Ratio and the second transmission ratio constitute the first predetermined ratio, and the second transmission means includes a second one-way clutch built-in gear and a gap between the second one-way clutch built-in gear and the engine. A third gear group connected at a third gear ratio as a whole, and a fourth gear group connected at a fourth gear ratio as a whole between the second built-in one-way clutch gear and the motor. ,Previous The third gear ratio and the fourth gear ratio constitute the second predetermined ratio, and the rotation of the first gear group is interlocked with the rotation of the fourth gear group, and the second gear group. The rotation of the third gear group is interlocked with the rotation of the third gear group, and the integrated values of the third gear ratio, the fourth gear ratio, and the first gear ratio viewed from the engine are viewed from the engine. An integrated value of the first speed ratio, the second speed ratio, and the third speed ratio as viewed from the motor, which is smaller than the second speed ratio, is the fourth speed as viewed from the motor. It is larger than the gear ratio.

  According to this aspect, since the first and second transmission means include various gear groups and the OWC built-in gear, the power transmission system according to the present invention can be more suitably configured.

  In this aspect, the first speed ratio, the second speed ratio, the third speed ratio, and the fourth speed ratio (hereinafter referred to as G1, G2, G3 for the sake of simplicity, respectively) defined as described above. And G4)), a relationship of G3, G4, G1 <G2 is established from the viewpoint of the engine, and a relationship of G1, G2, G3> G4 is established from the viewpoint of the motor.

  According to the former, in the transmission of power from the engine to the motor, when the engine speed is transmitted after being converted by G3 and G4 (specifically, for example, increased), this speed is increased. Since the fourth gear group that rotates at the rotation speed (hereinafter referred to as “N1”) rotates in conjunction with the first gear group, the first gear group also rotates. It will rotate at the rotational speed N1. Since the first gear group is connected to the first OWC built-in gear, the first OWC built-in gear has a rotation speed obtained by multiplying the rotation speed N1 by G1 (hereinafter referred to as “N1 ′”). ”) Is transmitted. If power is transmitted from the motor to the engine in the deceleration direction, G1 <1 and N1 ′ <N1. On the other hand, simultaneously with the transmission of such rotational power, the rotation of the engine is subjected to G2 conversion through the second gear group, and the first OWC built-in gear receives the converted rotation speed (hereinafter, The rotational power of “N2” is also transmitted. If power is transmitted from the motor to the engine in the deceleration direction, G2> 1 and N2> Ne (where “Ne” is the engine speed). Then, the first OWC built-in gear receives two rotational powers of the rotational speeds N1 ′ and N2, and in this case, the first OWC built-in gear, the first gear group, and the second gear. The connection relationship with the group is preferably set. Specifically, for example, the first gear group is connected to the OWC portion of the first OWC built-in gear, and the second gear group is built in the first OWC. If meshed with the gear portion of the gear, the OWC portion of the first OWC built-in gear can be rotated at the rotational speed N1 ′, and the gear portion can be rotated at the rotational speed N2. Here, since the relationship of G3 · G4 · G1 <G2 is established between G1 and G4, the gear portion is rotated at a higher speed than the OWC portion. Therefore, according to this aspect, the first OWC built-in gear can be idled by the known performance of the OWC built-in gear. On the other hand, this also applies to the second OWC built-in gear because the relationship of G1, G2, and G3> G4 is established in the power transmission from the engine to the motor.

  In short, in this aspect, a configuration that can realize “not communicate” in the present invention in a more preferable manner is provided, and thus the power transmission system according to the present invention can be configured in a more preferable manner. is there.

  Note that the “group” used in the “first gear group” and the like referred to in this aspect includes the first gear group in addition to the case where a plurality of gears meshed with each other are included. Special cases where only one gear is included in this gear group. For example, when the first gear group includes only one gear, the first gear ratio is defined between the one gear and the gear constituting the first OWC built-in gear. Become. On the other hand, when a plurality of gears are included, specifically, for example, the second gear group is formed by sequentially meshing three gears g1, g2, and g3, and the gear g1 among them is the first OWC. In the case of being connected to the OWC portion of the built-in gear, the second gear ratio is the integrated value of the gear ratio between the gears g1 and g2 and the gear ratio between the gears g2 and g3 (that is, g1). It will be defined as g2). By the way, the term “as a whole” in this aspect is used as a term that assumes that the above-mentioned calculation is performed when the “gear group” is composed of a plurality of gears as described above. Has been.

  Further, the “interlocking” in the present embodiment is explained by taking, for example, “interlocking” between the rotation of the first gear group and the rotation of the fourth gear group as an example. At least one gear of the first gear group Means rotating at the same rotational speed as at least one gear of the fourth gear group. Such an operation may be assumed when both gears are supported by a common shaft, for example. Further, both the first gear group and the fourth gear group include the case where there is one gear as described above, but in this case, the gear must be related to the interlocking. The “interlocking” referred to in this embodiment includes the above cases.

[5]
Particularly in this aspect, the integrated values of the third speed ratio, the fourth speed ratio, and the first speed ratio as seen from the engine are substantially equal to the second speed ratio as seen from the engine. You may comprise.

  According to such a configuration, while satisfying the above-described G3 · G4 · G1 <G2, in addition, G3 · G4 · G1≈G2 holds in an extreme case. Then, according to the operation mechanism as described above, the difference between the rotation speed of the OWC portion constituting the first OWC built-in gear and the rotation speed of the gear portion is reduced as much as possible. For this reason, according to the present configuration, the degree of sprag wear that can occur between the OWC part and the gear part can be extremely reduced, so that the life of the first built-in OWC gear can be excellently prolonged. Can do. Further, it is considered that the state of the OWC built-in gear can be suitably maintained without necessarily introducing lubricating oil or the like by reducing the degree of sprag wear.

  Such an effect is provided with the configuration according to the above-described aspect (that is, the configuration including the first to fourth gear groups and the first and second built-in OWC gears) without satisfying the condition according to the present configuration. You can get more or less. That is, regardless of which of the first and second transmission modes is executed, the other transmission mode that is not executed is in a relationship of being driven (see “interlocking” above). In the OWC built-in gear, the rotational speed difference between the inner and outer rings is relatively small. In the present configuration, in particular, by focusing on the case where G3, G4, G1≈G2 that is an extreme term is established, such an effect is to be enjoyed to the maximum extent.

  When G1, G2, G3≈G4 is established, the same effect as described above can be obtained for the second OWC built-in gear. Therefore, more preferably, the power transmission system of the present invention may be configured such that G1 · G2 · G3≈G4 also holds in addition to G3 · G4 · G1≈G2 according to the present configuration.

  As described above, according to the present invention, in a power transmission system, a motor can be effectively used as a generator and an electric motor, and it can be realized with a low-cost and simple configuration.

  Such operations, effects and other advantages of the present invention will become apparent from the embodiments described below.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram of the power transmission system of the present embodiment, and FIG. 2 is a conceptual diagram of the power transmission system of the present embodiment.

  In FIG. 1, the power transmission system of this embodiment includes an engine 150, a starter motor 201, and a transmission system 300. The engine 150 and the starter motor 201 are connected to each other via a transmission system 300 so that the former power is transmitted to the latter, and the latter power is transmitted to the former. The engine 150 and the starter motor 201 may have a known configuration.

  More specifically, the transmission system 300 includes a plurality of gears 101 to 105, one-way clutch built-in gears 310 and 320 (hereinafter, “one-way clutch” is abbreviated as “OWC”), and a plurality of shafts 61 to 63 as shown in FIG. It has. Note that each of the plurality of shafts 61 to 63 shown in FIG. 1 is referred to by the numbered names of the first shaft 61, the second shaft 62, and the third shaft 63 for convenience.

  First, a first shaft 61 is connected to the starter motor 201, and gears 104 and 103 are attached to the first shaft 61. These gears 104 and 103 are fixed to the first shaft 61 so as to rotate with the rotation of the first shaft 61.

  Of the gears 104 and 103, the gear 104 is engaged with the OWC built-in gear 320, and the second shaft 62 is connected to the OWC built-in gear 320. 105 is connected. The gear 105 is fixed to the second shaft 62 so as to rotate with the rotation of the second shaft 62. A gear 101 is meshed with the gear 105, and a crankshaft 151 is connected to the gear 101. A part of the crankshaft 151 constitutes a part of the engine 150.

  On the other hand, a gear 102 is engaged with the gear 103 of the gears 104 and 103, and a third shaft 63 is connected to the gear 102. The gear 102 is fixed to the third shaft 63 so as to rotate with the rotation of the third shaft 63. An OWC built-in gear 310 is also connected to the third shaft 63, and the OWC built-in gear 310 is engaged with the gear 101 described above.

  Among the above, in the present embodiment, the OWC built-in gears 310 and 320 are respectively the OWC portions 311 and 321 (see hatched portions in FIG. 1) arranged as inner rings and the gear portions arranged as outer rings. 312 and 322. The second shaft 62 is connected to the OWC unit 321 of the OWC built-in gear 320, and the third shaft 63 is connected to the OWC unit 311 of the OWC built-in gear 310. Incidentally, the OWC built-in gears 310 and 320 transmit the rotational power only in one direction and not in the reverse direction. Here, “not communicate” means that, particularly in the present embodiment, the idle rotation, that is, the OWC parts 311 and 321 on the inner ring side rotate idly relative to the gear parts 312 and 322 on the outer ring side. To do. In addition, the connection / arrangement relationship as described above is such that the inner ring side of the OWC built-in gear 310 is connected to the starter motor 201 and the outer ring side is connected to the engine 150, whereas the OWC built-in gear 320 is connected to this. On the contrary, the inner ring side is connected to the engine 150, and the outer ring side is connected to the starter motor 201.

  In addition, the gear ratios determined between the gears meshed with each other in the above configuration are set to take predetermined values. That is, the gear ratio between the gears 102 and 103 is “Gear1”, the gear ratio between the gear 101 and the OWC built-in gear 310 is “Gear2”, the gear ratio between the gears 101 and 105 is “Gear3”, and the OWC built-in gear. The gear ratio between 320 and the gear 104 is determined as “Gear4”. Incidentally, among these Gear1 to Gear4, Gear1 and Gear2 are defined as a reduction ratio viewed from the first shaft 61 side, and Gear3 and Gear4 are defined as a speed increasing ratio viewed from the crankshaft 151 side.

  FIG. 2 conceptually shows the mutual relationship between the OWC built-in gears 310 and 320 and the gear ratios Gera 1 to Gear 4 as described above. In FIG. 2, the directions of the vertices of the isosceles triangles conceptually representing the OWC built-in gears 310 and 320 are determined by the OWC built-in gears 310 and 320, respectively. This corresponds to the direction of transmission of the rotational power when the role of transmission of rotational power is actually taken. In other words, the OWC built-in gear 310 actually plays a role of transmission when the rotational power is transmitted from the starter motor 201 to the engine 150, and the OWC built-in gear 320 rotates from the engine 150 to the starter motor 201. When power is transmitted, the role of the transmission is actually played.

Also, between the aforementioned gear ratios Gear1, Gear2, Gear3 and Gear4,
Gear1 × Gear2> Gear3 × Gear4 (1)
The relationship is established.

  It goes without saying that various specific values that satisfy Equation (1) and should be substituted for Gear1 to Gear4 can be determined. However, in the setting, the rotational power of the OWC built-in gears 310 and 320 is not limited. Considering the transmission direction, it is preferable to take into account, for example, that the rotational power is transmitted from the starter motor 201 to the engine 150 in the direction of decelerating the rotation and the reverse rotational power is transmitted in the direction of increasing the rotational speed. More specifically, in the transmission of rotational power from the starter motor 201 to the engine 150, the reduction ratio is about 50 times (in this case, for example, the rotation speed of the starter motor 201 is 10,000 rotations, This corresponds to the case where the number of revolutions required for starting the engine is 200, for example.) On the contrary, in the transmission of rotational power from the engine 150 to the starter motor 201, the speed increasing ratio is about 2 to 4 times. The goal is to do.

  More specifically, for example, if the reduction ratio viewed from the first shaft 61 side is Ger1 = 5, Gear2 = 10, and the speed increase ratio viewed from the crankshaft 151 is Gear3 = 2, Gear4 = 2, etc. Good. According to this, in the transmission of rotational power from the starter motor 201 to the engine 150, the reduction ratio is 5 × 10 = 50, and in the transmission of rotational power from the engine 150 to the starter motor 201, the speed increase ratio is 2 × 2. = 4, the above-described preferable reduction ratio and speed increase ratio are satisfied. In addition, since the former reduction ratio 50 is larger than the latter acceleration ratio 4, the above equation (1) is also satisfied.

  Note that the sizes of the gears 101 to 105 shown in FIG. 1 are merely applied to the scale for illustration, and when gears having the sizes shown in this figure are combined, Gear1 to Gear4 are Of course, the above formula (1) or the example of the specific value is not satisfied.

  Now, the power transmission system of the present embodiment configured as described above is operated, for example, as shown in FIGS. 3 and 4, and as a result, the following effects can be obtained. FIG. 3 and FIG. 4 are explanatory diagrams for explaining the operation mode of the power transmission system of the present embodiment. FIG. 3 shows a case where the starter motor is used as an electric motor (when the engine is started). Reference numeral 4 denotes a case where the star motor is used as a generator (when the starter motor generates power). Note that (a) and (b) in each figure correspond to the above-described configuration diagram in FIG. 1 and conceptual diagram in FIG. 2 (however, the engine 150 in FIGS. 3 (a) and 4 (a)). Is omitted.).

  First, when the engine is started, the starter motor 201 functions as an electric motor. That is, the starter motor 201 is supplied with electric power from a battery (not shown) and rotates in the direction of the arrow shown in FIG. Thereby, the rotational power of the starter motor 201 rotates the drive shaft 61 and the gears 104 and 103. Thereafter, since the gear 103 is engaged with the gear 102 and the OWC built-in gear 310 is engaged with the gear 101, the rotational power is transmitted in this order, and finally the crankshaft 151 is rotated. (Hereinafter, such a transmission path of rotational power may be referred to as a “first transmission path”). The state of the first transmission path as described above is expressed by hatching in FIG. This state is also represented by a hatched thick arrow in FIG. 3B. According to this figure, the rotation of the starter motor 201 that receives the deceleration of the gear ratios Gear1 and Gear2 is caused by the engine 150. Is more clearly shown.

  As described above, the rotational power of the starter motor 201 is transmitted to the engine 150, and the engine 150 is cranked by receiving this auxiliary power. As a result, the engine 150 can be started smoothly.

  By the way, while the rotational power is being transmitted through the first transmission path, at the same time, as well shown in FIG. 3B, the rotation of the starter motor 201 is caused by the gear ratio Gear4. And the rotation of the starter motor 201 that has received the deceleration of the gear ratio Gear1 and Gear2 further receives the conversion of the gear ratio Gear3 and is transmitted to the OWC built-in gear 320. It is to be transmitted. 3A, the former corresponds to the rotation of the first shaft 61, the gear 104, and the gear portion 322 of the OWC built-in gear 320 by the rotation of the starter motor 201, and the latter. In the process of transmitting rotational power through the first transmission path that is transmitted to the starter motor 201, the gear 105, the second shaft 62, and the OWC unit 321 of the OWC gear 320 rotate in response to the rotation of the gear 101. It corresponds.

  At this time, in this embodiment, since the gear ratios of Gear 1 to Gear 4 satisfy the above equation (1), the OWC built-in gear 320 is idled, and the gear unit 322 and the OWC unit 321 described above. No power is transmitted between them. This is because the rotation speed of the gear unit 322 is higher than the rotation speed of the OWC unit 321.

In other words, the gear unit 322 rotates at the rotation number at which the rotation number of the starter motor 201 is subjected to the conversion of the gear ratio Gear4 (in particular, this is referred to as “deceleration” when viewed from the first shaft 61). From the above, the rotation speed Ng ₍₂₎ (the subscript “(2)” represents “OWC built-in gear 320”) indicates that the rotation speed of the starter motor 201 is Nm.
Ng ₍₂₎ = Nm / Gear4 (2)
It can be expressed as.

On the other hand, since the rotation speed of the starter motor 201 is rotated at the rotation speed at which the rotation speed of the starter motor 201 is reduced by the gear ratios Gear1 and Gear2 and increased by the gear ratio Gear3, the rotation speed No ₍₂₎ is
No ₍₂₎ = {Nm / (Gear1 × Gear2)} × Gear3 (3)
It can be expressed as. Here, assuming that Ng ₍₂₎ > No ₍₂₎ holds for the left side of the equation obtained by dividing both sides of equation (2) by both sides of equation (3),
(1 / Gear4)> Gear3 / (Gear1 × Gear2) (4)
Is obtained. And if this equation is transformed,
Gear1 × Gear2> Gear3 × Gear4 (1) Re is obtained.

Thus, in the present embodiment, if the expression (1) is satisfied, Ng ₍₂₎ > No ₍₂₎ is established from the expressions (2) and (3), and therefore the rotation of the gear portion 322 is satisfied. Since the speed is higher than the rotational speed of the OWC unit 321, the OWC built-in gear 320 idles.

In addition, if the equation (4) is modified, Gear1 × Gear2 × (1 / Gear3)> Gear4 is obtained. This is referred to in the present invention as “the first gear ratio as seen from the motor, the second gear ratio”. The transmission ratio and the integrated value of the third transmission ratio are larger than the fourth transmission ratio as viewed from the motor. Further, examples of the specific values described above, that is, the reduction ratio Gera1 = 5, Gear2 = 10 as viewed from the first shaft 61 side, the speed increasing ratio Gear3 = 2 as viewed from the crankshaft 151, and Gear4 = 2, Naturally, the equation 4) and its deformation equation are satisfied ((1 / Gear4) = 0.5> {(Gear3 / (Gear1 × Gear2))} = 2 / (5 × 10) = 0.4). In this case, further, if Nm = 10,000, Ng ₍₂₎ = 5,000 by the formula _{(2) and} No ₍₂₎ = 400 by the formula (3) (the latter is 8% of the former). Incidentally, the rotational speed Ne of the engine 150 at this time is Ne = 200 (see FIG. 3B).

  Next, during starter motor power generation, the starter motor 201 functions as a generator. That is, the starter motor 201 is supplied with rotational power from the engine 150 and rotates in the direction of the arrow shown in FIG. 1 or FIG. More specifically, the rotational power of the engine 150 rotates the crankshaft 151 and the gear 101. Thereafter, the gear 101 is meshed with the gear 105 and the OWC built-in gear 320 is meshed with the gear 104, so that the rotational power is transmitted in this order, and finally the first shaft 61 and eventually The starter motor 201 is rotated (hereinafter, such a rotational power transmission path may be referred to as a “second transmission path”). The state of the second transmission path as described above is expressed by hatching in FIG. This state is also represented by the hatched thick arrow in FIG. 4 (b). According to this figure, the rotation of the engine 150 that has received the increased gear ratios Gear3 and Gear4 indicates that the starter motor 201 is shown more clearly.

  As described above, the rotational power of the engine 150 is transmitted to the starter motor 201, and the starter motor 201 generates power upon receiving this power. In this case, the generated electric power may be charged in a battery (not shown) connected to the starter motor 201, or instead of or in addition to this, the generated electric power may be stored in an oil (not shown). You may use as drive electric power, such as a pump, a power steering pump, or a compressor of an air conditioner.

  By the way, while the rotational power is being transmitted through the second transmission path, at the same time, as well shown in FIG. 4B, the rotation of the engine 150 is caused by the gear ratio Gear2. The conversion is transmitted to the OWC built-in gear 310, and the rotation of the engine 150 that has received the speed increase of the gear ratio Gear3 and Gear4 is further converted to the gear ratio Gear1 and transmitted to the OWC built-in gear 310. It has come to be. That is, referring to FIG. 4A, the former corresponds to rotation of the gear 101 and the gear portion 312 of the OWC built-in gear 310 by rotation of the engine 150, and the latter is emitted to the engine 150. This corresponds to the rotation of the gear 102, the third shaft 63, and the OWC portion 311 of the OWC gear 310 in response to the rotation of the gear 103 together with the gear 104 in the process of transmitting the rotational power through the second transmission path. .

  At this time, in the present embodiment, since the gear ratios of Gear 1 to Gear 4 satisfy the above-described equation (1), the OWC built-in gear 310 is idled, and the gear unit 312 and the OWC unit 311 described above. No power is transmitted between them. This is because the rotation speed of the gear unit 312 is higher than the rotation speed of the OWC unit 311.

That is, the gear section 312 rotates at a rotation speed that has undergone conversion of the gear ratio Gear2 (in this case, in particular, “acceleration” as seen from the crankshaft 151). , The rotational speed Ng ₍₁₎ (the subscript “(1)” represents “OWC built-in gear 310”) is assumed that the rotational speed of the engine 150 is Ne.
Ng ₍₁₎ = Ne × Gear2 (5)
It can be expressed as.

On the other hand, the OWC unit 311 rotates at a rotational speed at which the rotational speed of the engine 150 receives the speed increase of the gear ratio Gear3 and Gear4 and the speed reduction of the gear ratio Gear1, so the rotational speed No ₍₁₎ is
No ₍₁₎ = Ne * Gear3 * Gear4 * (1 / Gear1) (6)
It can be expressed as. Here, assuming that Ng ₍₁₎ > No ₍₁₎ holds for the left side of the equation obtained by dividing both sides of equation (5) by both sides of equation (6),
Gear2> Gear3 × Gear4 × (1 / Gear1) (7)
Is obtained. And if this equation is transformed,
Gear1 × Gear2> Gear3 × Gear4 (1) This is obtained again.

As described above, in the present embodiment, if the expression (1) is satisfied, Ng ₍₁₎ > No ₍₁₎ is established from the expressions (5) and (6). Since the speed is higher than the rotational speed of the OWC unit 311, the OWC built-in gear 310 rotates idly.

It should be noted that the expression (7) is “the third transmission ratio viewed from the engine, the fourth transmission ratio, and the integrated value of the first transmission ratio are the first transmission ratio viewed from the engine”. This is just an example of a concrete expression of “smaller than a gear ratio of 2”. Further, examples of the specific values described above, that is, the reduction ratio Gera1 = 5, Gear2 = 10 as viewed from the first shaft 61 side, the speed increasing ratio Gear3 = 2 as viewed from the crankshaft 151, and Gear4 = 2, 7) The formula is naturally satisfied (Gear2 = 2> Gear3 × Gear4 × (1 / Gear1) = 2 × 2 × (1/5) = 0.8). In this case, further, if Ne = 600, Ng ₍₁₎ = 6,000 from Equation (5) and No ₍₁₎ = 800 from Equation (6) (the latter is about 13.3% of the former). Incidentally, the rotation speed Nm of the starter motor 201 at this time is Nm = 2,400 (see FIG. 4B).

  As described above, according to the power transmission system of the present embodiment, when the engine is started, it is possible to transmit the rotation of the starter motor 201 that has been converted by the gear ratios Gear1 and Gear2 to the engine 150. When the starter motor 201 generates electric power, the rotation of the engine 150 that has been converted by the gear ratios Gear3 and Gear4 can be transmitted to the starter motor 201. If each value of Gear1 to Gear4 is suitably determined, both a gear ratio suitable for starting the engine and a gear ratio suitable for using the starter motor 201 as a generator can be realized with one configuration. Can do. Moreover, in spite of such effects, the power transmission system of this embodiment does not use an electromagnetic clutch or the like as in the prior art, and its configuration and structure are shown in FIG. As described above, since it is extremely simple, the above-described effect can be realized at a lower cost and with higher reliability.

Furthermore, in the present embodiment, since the above equation (7) is established for Gear1 to Gear4, the following operational effects can also be obtained. That is, when the rotational power is transmitted through the second transmission path, the OWC built-in gear 310 is idle as described above, and the OWC portion of the OWC built-in gear 310 in this case The rotation speed Ng ₍₁₎ of 311 is Ng ₍₁₎ = Nm · Gear2 (see equation (5)), and the rotation speed No ₍₁₎ of the gear unit 312 is No ₍₁₎ = Nm · Gear3 · Gear4 -(1 / Gear1) (see equation (6)). Therefore, in this case, the rotational speed difference ΔN between the OWC part 321 on the inner ring side and the gear part 322 on the outer ring side is
_{ΔNαNg (1) -No (1)} ... (8)
It becomes.

On the other hand, if the starter motor and the engine are simply connected via one OWC built-in gear, in other words, in FIG. 1, only the first transmission path is provided and the second transmission path is not provided. When it is assumed (see FIG. 3A), the rotational speed difference ΔNc in the OWC built-in gear is
ΔNc∝Ng ₍₁₎ −0 (9)
Will be expressed. In this formula (9), it is clear that “0” corresponds to No ₍₁₎ in the formula (8). That is, in this case, since the second transmission path is absent, the starter motor must be stopped when the engine 150 is rotating spontaneously, and the OWC portion of the OWC built-in gear is the gear portion. Therefore, the term “0” is introduced in determining the rotational speed difference ΔNc between the inner and outer rings. As a result, the rotational speed difference ΔNc becomes relatively large. On the other hand, in the equation (8), when the rotational power is transmitted through the second transmission path, the first transmission path is driven, that is, the OWC unit 311 of the OWC built-in gear 310 is rotated. Therefore, the rotational speed difference ΔNc is relatively small (in general, it may be considered that ΔN <ΔNc is established). In addition, it is obvious that this can be similarly applied to the difference between the rotational speeds of the inner and outer rings in the OWC built-in gear 320 at the time of power transmission using the first transmission path, in other words, the above equation (4). is there.

  From the above, according to the present embodiment, there is little risk of sprag wear due to a large difference in rotational speed between the inner and outer rings of the OWC built-in gears 310 and 320, and the long service life of the OWC built-in gears 310 and 320. Can be achieved. In addition, since the occurrence of sprag wear can be suppressed in this way, it is necessary to pay particular attention to the improvement of the lubrication characteristics by supplying lubricating oil or the like, especially for the OWC built-in gears 310 and 320 according to the present embodiment. Nor.

  The present invention is not limited to the above-described embodiments, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a power transmission system with such changes. Is also included in the technical scope of the present invention.

It is a schematic block diagram of the power transmission system of this embodiment. It is a conceptual diagram of the power transmission system of this embodiment. It is explanatory drawing for demonstrating the aspect of operation | use of the power transmission system of this embodiment (when using a starter motor as an electric motor (when starting an engine)), (a) is a block diagram corresponding to FIG. FIG. 3B is a conceptual diagram corresponding to FIG. It is explanatory drawing for demonstrating the aspect of operation | use of the power transmission system of this embodiment (when using a star motor as a generator (at the time of starter motor power generation)), (a) is a block diagram corresponding to FIG. FIG. 3B is a conceptual diagram corresponding to FIG.

Explanation of symbols

150 ... Engine 201 ... Starter motor 300 ... Transmission system 310 ... OWC built-in gear 311 ... OWC unit 312 ... Gear unit 320 ... OWC built-in gear 321 ... OWC unit 322 ... Gear unit 101-105 ... Gear 61 ... First shaft 62 ... First shaft 2 shafts 63 ... third shaft 151 ... crankshaft

Claims (5)

A motor,
A first transmission means for shifting the rotation of the motor at a first predetermined rate and transmitting it to the engine, and not transmitting the rotation of the engine to the motor;
And a second transmission means for shifting the rotation of the engine at a second predetermined ratio different from the first predetermined ratio and transmitting it to the motor, and not transmitting the rotation of the motor to the engine. system. The first predetermined ratio has a meaning as a reduction ratio of rotation of the motor, and the second predetermined ratio has a meaning as an acceleration ratio of rotation of the engine,
The power transmission system according to claim 1, wherein the second predetermined ratio is smaller than the first predetermined ratio.   The power transmission system according to claim 1, wherein the first transmission unit and the second transmission unit include a one-way clutch. The first transmission means includes a first one-way clutch built-in gear, a first gear group that connects the first one-way clutch built-in gear and the motor as a whole at a first gear ratio, and A second gear group that connects the first one-way clutch built-in gear and the engine as a whole at a second gear ratio, wherein the first gear ratio and the second gear ratio are the first gear ratio; Configure a certain percentage,
The second transmission means includes a second one-way clutch built-in gear, a third gear group that connects the second one-way clutch built-in gear and the engine as a whole at a third gear ratio, and A fourth gear group that connects the second one-way clutch built-in gear and the motor as a whole at a fourth gear ratio, wherein the third gear ratio and the fourth gear ratio are the second gear ratio; Configure a certain percentage,
The rotation of the first gear group is linked with the rotation of the fourth gear group, the rotation of the second gear group is linked with the rotation of the third gear group,
An integrated value of the third speed ratio, the fourth speed ratio, and the first speed ratio as seen from the engine is smaller than the second speed ratio as seen from the engine, and from the motor. The integrated values of the first gear ratio, the second gear ratio, and the third gear ratio as seen are larger than the fourth gear ratio as seen from the motor. 4. The power transmission system according to claim 3. The integrated value of the third speed ratio, the fourth speed ratio, and the first speed ratio as viewed from the engine is substantially equal to the second speed ratio as viewed from the engine. Item 5. The power transmission system according to Item 4.

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