JP2008121526A - Prime mover starter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a prime mover starter addable on a driving device of a conventional vehicle, and preventing generation of noise when starting a prime mover. <P>SOLUTION: The driving device of the vehicle has an engine starting electric motor 80 arranged on the side surface side of a parallel gear type transmission 13 having always meshing shift gear pairs and on the outside of a transmission case 100, and a speed reduction mechanism 10 arranged on the side surface side of the transmission 13 and decelerating and transmitting motive power toward the transmission 13 from the starting electric motor 80. The speed reduction mechanism 10 has a first reduction gear 72 always meshing with a second driven gear 44 rotating together with rotation of an input shaft 46 of the transmission 13, and an overrunning clutch 74 transmitting the motive power in one direction toward the first reduction gear 72 from the starting electric motor 80. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a prime mover starting device, and more particularly to a prime mover starting device mounted on a vehicle and connected to a parallel gear type transmission via a clutch.

  As a starting device for a prime mover (internal combustion engine, engine), as disclosed in Patent Document 1, a ring gear provided on the outer periphery of a flywheel fixed to the output shaft (crankshaft) of the prime mover, It has a starter motor (starting motor) that is driven by electric power and a pinion that is attached to the end of the rotating shaft of the starter motor and that can move in the axial direction. When the prime mover is started, the pinion gear jumps into the ring gear. Has been.

  On the other hand, Patent Document 2 proposes a method in which an MG (motor generator) is mounted on a crankshaft, electric power is stored in an in-vehicle storage battery, and a prime mover is started with the electric power from the storage battery. Patent Document 3 proposes a method in which an MG is mounted on the rear side of the transmission and is started via an input shaft and a clutch of the transmission.

Japanese Patent No. 3668723 Japanese Patent Laid-Open No. 7-298696 Japanese Patent No. 3556893

  Although the method of Patent Document 1 is inexpensive, there is a problem that the noise is high because the pinion gear jumps into the ring gear when starting the prime mover. In recent years, it has been proposed to stop the prime mover (eco-run) when the vehicle is stopped in consideration of fuel efficiency improvement and environmental problems. In the method of Patent Document 1, noise is generated every time the vehicle is stopped (when waiting for a signal or traveling in a traffic jam).

  In the method of Patent Document 2 or Patent Document 3, the problem of noise is solved, but not only is the MG and its drive control and high voltage storage battery expensive, but the axial length of the MG is large. There is a problem that the distance to the rear of the transmission is increased and cannot be easily mounted on the vehicle, and it is difficult to divert the conventional parts.

  Patent Document 3 proposes a means for mounting an MG at the rear of the transmission and switching its output to the prime mover side and the wheel side. However, even in this method, the total length becomes longer as in the method of Patent Document 2. Leaving a problem.

  It is an object of the present invention to provide a starting apparatus for a prime mover that can be added to a conventional vehicle drive device and that prevents noise from being generated when the prime mover is started.

  In the first aspect, the present invention provides a prime mover, a clutch to which power output from the prime mover is transmitted, power is transmitted by the clutch so that it can be connected and disconnected, and the transmitted power is shifted and transmitted to a wheel. A transmission and a transmission case that houses the transmission, and the transmission includes at least an input shaft to which power is input from the clutch and an output shaft that shifts and outputs the input power; A plurality of transmission gear pairs arranged at least between the input shaft and the output shaft and always meshing with each other, in a vehicle drive device, wherein the prime mover is disposed on a side surface of the transmission and outside the transmission case; A starter motor; and a speed reduction mechanism that is disposed on a side surface of the transmission and decelerates and transmits power from the starter motor toward the transmission. The speed reduction mechanism includes the speed change gear pair. Structure Power is transmitted in one direction from the starter motor to the first reduction gear, and a first reduction gear that is always meshed with a predetermined transmission gear that rotates with the rotation of the input shaft among the plurality of transmission gears. And a prime mover starting device characterized by having an overrunning clutch.

  According to the prime mover starting device of the present invention, the output of the starter motor is transmitted to a predetermined gear of the transmission via the speed reduction mechanism to start the prime mover connected to the transmission. For this reason, the starter of the present invention can be easily added on to a conventional vehicle drive device. Further, according to the present invention, since the gear pair that transmits the power of the starting motor to the transmission is always meshed, the prime mover can be started silently. Further, according to the present invention, since the starter motor and the speed reduction mechanism can be arranged on the side surface side of the transmission case, an increase in the overall axial length of the transmission or the drive device is prevented, and thus the mounting on the vehicle is easy. It is. In addition, since the starter motor of the present invention can be disposed outside the transmission case, the oilproof property against the lubricating oil of the transmission is ensured.

  Further, according to the present invention, the predetermined gear of the transmission to which the power of the starting motor is transmitted is a low-speed gear, or a multiple-stage reduction mechanism is provided between the driven gear and the starting motor. A small and inexpensive motor with a small output can be adopted as the starting motor. As a result, the drive device of the vehicle can be configured compactly and easily mounted on the vehicle. For example, as in a hybrid vehicle, the drive device includes both a prime mover that is an internal combustion engine and a drive motor. However, it can be configured compactly.

  The predetermined transmission gear with which the first reduction gear is always meshed is a first speed or a second speed driven gear. According to this aspect, the speed reduction mechanism of the present invention can be arranged closer to the side portion of the transmission.

  The reduction mechanism includes a reduction gear pair provided between a power transmission path of the starting motor and the first reduction gear, and another reduction gear constituting the reduction gear pair includes the transmission gear pair. Of the speed change gears that are configured, they are arranged so as to bite between two predetermined speed change gears that face each other in the axial direction. According to this aspect, the speed reduction mechanism of the present invention can be disposed closer to the side of the transmission and along the axial direction of the transmission.

  A shaft (deceleration shaft) on which the first reduction gear rotates integrally is disposed in parallel with the input shaft and the output shaft of the transmission. According to this aspect, the speed reduction mechanism of the present invention can be arranged closer to the side portion of the transmission.

  The first reduction gear is disposed around the transmission case. According to this embodiment, the speed reduction mechanism of the present invention can be further miniaturized, and can be arranged close to the transmission.

  The clutch is preferably an automatic clutch.

  The transmission is preferably an AMT (Automated Manual Transmission).

  The AMT is preferably a hybrid transmission to which a driving electric motor for driving the wheels is connected.

  A drive device having a starter according to the present invention is configured such that when the prime mover is started, the transmission is neutralized, the clutch is connected, the starter motor is started, and at least the starter reduction gear and the overrunning clutch are connected. It is preferable to have means for starting the prime mover, disengaging the clutch once after confirming the start of the prime mover, and shifting the transmission to a predetermined gear position. For example, in the case of an HV vehicle, the means can be composed of an HVECU that controls the entire vehicle. The HVECU receives an operator request input from an accelerator, a brake, etc., and signals related to environmental conditions, road conditions, etc., and an MG ECU, inverter, or prime mover (engine) that instructs the MG (motor generator) to drive or regenerate The internal combustion engine control means (E / GECU) for controlling the stop and combustion state of the battery and the battery ECU for managing the state of charge of the battery can be managed.

  The drive device having the starter according to the present invention preferably has means for controlling the rotational speed of the prime mover in order to control the rotational speed difference between the prime mover and the input shaft when the vehicle travel mode changes. The transition of the travel mode is, for example, transition between EV travel, engine travel, and parallel travel. Further, the means for controlling the rotational speed of the prime mover may be provided, for example, by an internal combustion engine control means (E / GECU) for controlling the stop of the prime mover (engine) and the combustion state, or by another ECU. Also good.

  It is preferable that the transmission is a two-shaft type or a parallel gear type transmission having three or more axes.

  The predetermined transmission gear with which the first reduction gear is always meshed is a driven gear loosely fitted to an output shaft among a plurality of transmission gears constituting the transmission gear pair, and the driven gear is a transmission gear. It is preferable to always mesh with a drive gear that rotates integrally with the input shaft.

  It is preferable that the another reduction gear is disposed on the large-diameter side of the overrunning clutch, and the another reduction gear is disposed so as to bite between two predetermined transmission gears facing each other in the axial direction.

  The speed reduction mechanism preferably further includes a speed reduction gear pair between the first speed reduction gear and the overrunning clutch along the axial direction of the transmission or the like.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, the configuration of a drive device for a hybrid vehicle equipped with a starting device for a prime mover according to the present invention will be described.

  FIG. 1 is a block diagram showing the configuration of a drive device for a hybrid vehicle equipped with a prime mover starting device according to the present invention. Referring to FIG. 1, the drive device includes an engine (prime mover) 11 typified by an internal combustion engine and an MG (motor generator) 12 driven by electricity stored in a battery 19 as drive sources.

  The output of the engine 11 is transmitted to the transmission 13, and is transmitted to the axle shafts 15a and 15b and further to the drive wheels (wheels) 16a and 16b via the differential gear mechanism 14 which is a transmission member, thereby driving the vehicle. Similarly, the output of the MG 12 can drive the vehicle via the differential gear mechanism 14.

  The HVECU 21 that controls the entire vehicle receives an operator request input from the accelerator 20, the brake 26, and the like, and signals relating to environmental conditions, road conditions, etc., and an MGECU that instructs the MG 12 to drive or regenerate, and an inverter 22, an internal combustion engine control means (E / GECU) 23 that controls the stop and combustion state of the engine 11, and a battery ECU 25 that manages the state of charge of the battery 19.

  The AMTECU 24 controls the clutch actuator 17 and the shift actuator 18 incorporated in the transmission (HVAMT) 13 to execute an optimum shift.

  The E / GECU 23 controls the automatic stop and restart of the engine, enables the control of the best combustion state and driving force, and enables the fuel control when starting the internal combustion engine.

  The HVECU 21 operates the engine control device to stop or restart the engine based on the amount of power stored in the power storage device, the warming-up state of the engine 11, the vehicle speed, and the operating state of the braking device, and the motor for starting the motor (for example, for starting in FIG. Electric power is supplied to the electric motor 80). Furthermore, the HVECU 21 works on the inverter device to execute driving force assist when the engine driving force is insufficient, driving force generation to prevent weakness at the time of shifting, and regenerative power control during braking in response to an operator request.

  Next, the starting apparatus for the prime mover according to the first embodiment of the present invention, which is preferably applied to the driving apparatus for the hybrid vehicle including the AMT shown in FIG. 2, will be described.

  FIG. 2 is a skeleton diagram of the drive device for the hybrid vehicle for explaining the starting device for the prime mover according to the first embodiment of the present invention.

  Referring to FIG. 2, this drive device is transmitted to and transmitted from an engine (prime mover) 11, an automatic clutch device 32 to which power output from the engine 11 is transmitted, and the automatic clutch device 32 so that power can be connected and disconnected. A transmission (HVAMT) 13 that shifts the transmitted power to the drive wheels 16a and 16b and a transmission case 100 (see FIG. 3) that houses the transmission 13.

  The automatic clutch device 32 is attached to the crankshaft 31 of the engine 11 and transmits the driving force of the engine 11 to the input shaft 46 of the HVAMT 13 so as to be connected and disconnected.

  The HVAMT 13 includes an input shaft 46 to which power is input from the automatic clutch device 32, an output shaft 42 that shifts and outputs the input power, and a plurality of transmission gears that are arranged between the input shaft 46 and the output shaft 42 and are always meshed with each other. A pair (first to sixth gear pairs and REV).

  Specifically, in the HVAMT 13, in order from the clutch side, the first speed gear pair (lst) 35, the reverse gear pair (REV) 36, 51, the second speed gear pair (2nd) 37, the third speed gear pair (3rd) 38, 4 A speed gear pair (4th) 39, a fifth speed gear pair (5th) 40, and a sixth speed gear pair (6th) 41 are arranged.

  Synchronizers 56 and 57 are provided on the input shaft 46 between the third speed gear pair 38 and the fourth speed gear pair 39 and between the fifth speed gear pair 40 and the sixth speed gear pair 41, respectively. On the output shaft 42, a synchronization device 55 is provided between the first speed gear pair 35 and the second speed gear pair 37. Synchronizers 56, 57, and 55 are driven by transmission actuator 18 in FIG. FIG. 2 shows the fourth speed state.

  The output shaft 42 is further provided with an output gear 49 that meshes with the differential gear mechanism 14 of FIG. 1, and transmits power to the drive wheels 16a and 16b provided on the axle shafts 15a and 15b.

  The output of the MG 66 is transmitted to the differential gear mechanism 14, the axle shafts 15a and 15b, and the drive wheels 16a and 16b of FIG. Conversely, the traveling inertia energy is transmitted to the MG 66 and the engine 11 during deceleration.

  Further, this drive device is arranged on the side surface side of the transmission 13 and outside the transmission case 100 of FIG. 3, and the starting motor (starter motor) 80 of the engine 11 is arranged on the side surface side of the transmission 13. And a speed reduction mechanism 10 that decelerates and transmits power from the electric motor 80 toward the transmission 13.

  The speed reduction mechanism 10 is a first speed reduction gear that always meshes with a predetermined speed change gear that rotates with the rotation of the input shaft 46 among the plurality of speed change gears constituting the speed change gear pair, in this embodiment, the second speed driven gear 44. 72 and an overrunning clutch 74 that transmits power in one direction from the starting motor 80 toward the first reduction gear 72.

  In the transmission 13, the l-speed gear pair 35 and the second-speed gear pair 37 rotate (rotate integrally) with the rotation of the input shaft 46, and can freely rotate with the output shaft 42.

  In the speed reduction mechanism 10, first to third speed reduction shafts 71, 77, 82 and a rotation shaft (starter motor) shaft 81 are provided in parallel with the input shaft 46 and the output shaft 42, and the starting motor 80 has a plurality of rotational forces. The reduction gear pairs 79, 78, and 76 are decelerated in multiple stages and transmitted to the input shaft 46.

  The overrunning clutch 74 is inserted inside the reduction gear pair 76 (inside the gear 75 in the drawing). The overrunning clutch 74 transmits the rotational force from the starter motor 80 side to the engine 11 side via the transmission 13, but the rotational force from the engine 11 side is not transmitted to the starter motor 80 side. By disposing the overrunning clutch 74 closer to the transmission 13 as in the present embodiment, the amount of driving force on the engine 11 side consumed for driving the speed reduction mechanism 10 is reduced, so that reliability is improved. In addition, it is advantageous because the driving force of the engine 11 can be effectively transmitted to the driving wheels 16a and 16b.

  FIG. 3 is a side view of a drive device (transmission assembly) incorporating the prime mover starting device shown in FIG. FIG. 4 is a cross-sectional view of the drive device shown in FIG. 3 cut along the axial direction.

  3 and 4, the starting motor 80 and the speed reduction mechanism 10 are disposed on the side surface of the transmission 13 and outside the transmission case 100 (see FIG. 3), and the first speed reduction gear 72 is provided. The first reduction shaft 71 that is attached and rotates integrally is arranged in parallel with the input shaft 46 and the output shaft 42 of the transmission 13, and thus the reduction mechanism 10 can be arranged closer to the side portion of the transmission 13. It can be seen that the first to third reduction shafts 71, 77 and 82 are arranged along the transmission case 100.

  In particular, referring to FIGS. 2 and 4, another reduction gear 75 disposed on the outer ring of the overrunning clutch 74 bites between the third speed gear pair 38 and the fourth speed gear pair 39 that are axially opposed to each other. It can be seen that it is arranged at.

  In particular, referring to FIG. 4, the extension cover 101 that covers the fifth speed gear pair 40 and the sixth speed gear pair 41 may be formed integrally with the transmission case 100, or after being formed separately, the transmission case 100 And may be integrated.

  Operation | movement of the motor starter based on Example 1 of this invention demonstrated above is demonstrated. When the engine 11 is started, the transmission 13 is set to the neutral state, the automatic clutch device 32 is set to the contact state, and the starting prime mover 80 is rotated in a predetermined direction. The rotational force of the starting prime mover 80 is decelerated via the speed reduction mechanism 10 and transmitted to the second speed driven gear 44 of the transmission 13. Since the second-speed driven gear 44 loosely fitted to the output shaft 42 is in a neutral state, the rotational force of the starting prime mover 80 does not drive the drive wheels 16a and 16b, and the second-speed rotates integrally with the input shaft 46. This is transmitted to the engine 11 through the drive gear of the gear pair 37, the input shaft 46, the contacted automatic clutch device 32, and the crankshaft 31, and the engine 11 is started.

  Next, a control flow when the engine is started by the starter according to the present embodiment will be described. FIG. 5 is a flowchart showing a control flow when the engine shown in FIG. 1 is started.

  Referring to FIG. 5, in the engine stop state (S1), when the engine start condition is established from the operator's acceleration request and environmental information such as water temperature and road conditions (S2), the clutch is disengaged prior to engine start. (S3) After the transmission is neutral (S4), the clutch is engaged (S5), the clutch engagement is confirmed (S6), the engine is started (S7), and the engine complete explosion (S8) is confirmed. When the clutch is disengaged (S9) and the clutch disengagement is confirmed (S10), it is determined whether or not the vehicle is running (S11). If the vehicle is stopped, a shift is applied (S17) (S16), start.

  In a hybrid vehicle or the like, when the accelerator is depressed and further driving force is required during traveling by MG, the engine starts and travels, and at that time, there is a vehicle speed.

  At that time, since the engine is started, the required driving force is estimated and the optimum gear is set (S12), shifted to the optimum position (S13), and the engine speed at which the rotational difference is reduced when the clutch is engaged. When the optimum engine speed is obtained (S15), the clutch is engaged as soon as possible (S16), so that the occurrence of shock is prevented and the fuel efficiency is improved.

  As described above, the example in which the present invention is applied to the HV-AMT vehicle has been described. However, the present invention is not limited to the HV-AMT vehicle, the HV vehicle, and the AMT vehicle, and may be applied to driving devices having various driving methods. Can do.

  For example, the configuration in which the MG decelerating unit 62, MG 66, and resolver 65 are removed from the drive device of the present embodiment is an AMT, and the transmission actuator 18 is further removed to form an automatic clutch. Includes features. Further, the manual transmission is obtained by removing the clutch actuator 17. In the case of a manual transmission, an operator (driver) performs clutch and shift operations.

  Next, a starter according to Embodiment 2 of the present invention will be described. In the following description, the starting device according to the present embodiment will mainly be described with respect to differences from the starting device according to the first embodiment, and the description of the first embodiment may be referred to as appropriate for the same points. It shall be possible.

  FIG. 6 is a skeleton diagram of the drive device for the hybrid vehicle for explaining the starting device for the prime mover according to the second embodiment of the present invention. 2 and FIG. 6 are compared, the starting device according to the present embodiment has the same configuration as the starting device of the first embodiment, except that there is no reduction gear pair 78 and the speed reduction mechanism 10 has one lower speed reduction stage.

  The present invention is particularly used in a starting device for a prime mover mounted on a vehicle and connected to a parallel gear type transmission via a clutch, and has a drive having HV-AMT, HV, AMT, MT (manual transmission). It is suitably applied to the device.

1 is a block diagram showing a configuration of a drive device for a hybrid vehicle equipped with a starting device for a prime mover according to the present invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram of a hybrid vehicle drive device for explaining a prime mover starter according to Embodiment 1 of the present invention; It is a side view of the drive device (transmission assembly) incorporating the motor | power_engine start apparatus shown in FIG. It is sectional drawing which cut | disconnected the drive device shown in FIG. 3 along the axial direction. It is a flowchart which shows the control flow at the time of starting of the engine shown in FIG. It is a skeleton figure of the drive device of a hybrid vehicle for explaining the starting device of the prime mover concerning Example 2 of the present invention.

Explanation of symbols

10 Deceleration mechanism 11 Engine (prime motor, internal combustion engine)
12 MG (motor generator)
13 Transmission (HVAMT)
14 Differential gear mechanism (differential mechanism, final reduction mechanism)
15a, 15b Axle shaft (axle shaft)
16a, 16b Drive wheel 17 Clutch actuator 18 Shift actuator 19 Battery 20 Accelerator 21 HVECU
22 Inverter 23 Internal combustion engine control means (E / GECU)
24 AMTECU
25 Battery ECU
26 Brake 31 Crankshaft 32 Automatic clutch device 35 1st gear pair (lst)
36,51 Reverse gear pair (REV)
37 2nd gear pair (2nd)
38 3rd gear pair (3rd)
39 4th gear pair (4th)
40 5th gear pair (5th)
41 6-speed gear pair (6th)
42 Output shaft 44 2nd speed driven gear 46 Input shaft 49 Output gear 55, 56, 57 Synchronizer 62 MG speed reducer 65 Resolver 66 MG (motor generator)
71, 77, 82 First to third reduction shafts 72 First reduction gear 74 Overrunning clutch 75 Reduction gears 76, 78, 79 Multiple reduction gear pairs 81 Rotating shaft (starter motor shaft)
80 Starter motor (starter motor)
100 Transmission case 101 Extension cover

Claims (10)

A motor, a clutch to which the power output from the motor is transmitted, a transmission in which the power is transmitted and disconnected by the clutch, a transmission for shifting the transmitted power to the wheels, and the transmission are accommodated A transmission case, and
The transmission includes at least an input shaft to which power is input from the clutch, an output shaft that shifts and outputs the input power, and a plurality of transmission gears that are arranged between at least the input shaft and the output shaft and are always meshed with each other. In a vehicle drive device comprising a pair,
A motor for starting the prime mover disposed on a side surface of the transmission and outside the transmission case;
A speed reduction mechanism that is disposed on a side surface of the transmission and decelerates and transmits power from the starter motor toward the transmission;
The speed reduction mechanism includes a first speed reduction gear that always meshes with a predetermined speed change gear that rotates together with the rotation of the input shaft among a plurality of speed change gears that constitute the speed change gear pair, and the first motor from the starter motor. An overrunning clutch that transmits power in one direction toward the reduction gear,
A prime mover starting device.   2. The prime mover starting device according to claim 1, wherein the predetermined transmission gear with which the first reduction gear is always meshed is a first gear or a second gear driven gear.   The reduction mechanism includes a reduction gear pair provided between a power transmission path of the starting motor and the first reduction gear, and another reduction gear constituting the reduction gear pair includes the transmission gear pair. The prime mover starting device according to claim 1 or 2, wherein the prime mover starting device is arranged so as to bite between two predetermined transmission gears that are axially opposed to each other among the transmission gears that constitute the transmission gear.   4. The prime mover starting device according to claim 1, wherein a shaft that rotates integrally with the first reduction gear is disposed in parallel with the input shaft and the output shaft of the transmission. 5. .   The prime mover starting device according to any one of claims 1 to 4, wherein the first reduction gear is disposed so as to wrap around the transmission case.   The prime mover starting device according to any one of claims 1 to 5, wherein the clutch is an automatic clutch.   The prime mover starting device according to any one of claims 1 to 6, wherein the transmission is an AMT (automated manual transmission).   The prime mover starting device according to claim 7, wherein the AMT is a hybrid transmission to which a driving motor for driving the wheels is connected.   When starting the prime mover, the transmission is neutralized, the clutch is connected, the starter motor is started to start the prime mover through at least the starter reduction gear and the overrunning clutch, 9. The prime mover starting device according to claim 1, further comprising means for once disengaging the clutch after starting confirmation and shifting the transmission to a predetermined gear position.   The system according to any one of claims 1 to 9, further comprising means for controlling the rotational speed of the prime mover in order to control a rotational speed difference between the prime mover and the input shaft when the traveling mode of the vehicle is changed. The prime mover starter described.

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