JP2018028310A - Transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission system capable of surely starting driving of an internal combustion engine by a rotation torque outputted by a rotary electric machine.SOLUTION: A transmission system 1 applied to an engine system includes: a rotary electric machine 21; a rotary electric machine pulley 22 capable of rotating integrally with a rotary shaft 211 of the rotary electric machine 21; a drive shaft pulley 23 capable of rotating integrally with a crank shaft 111 of an engine 11; a belt 26 wound around the rotary electric machine pulley 22 and the drive shaft pulley 23; an auto tensioner 27; and an ECU 28 for rotary electric machine. The auto tensioner 27 has a tensioner pulley 271 provided so as to come into contact with the belt 26, and capable of moving in a tightening direction and a loosening direction of the belt 26. In the auto tensioner 27, an attenuation force when moving the tensioner pulley 271 further in the loosening direction than the present status is larger than an attenuation force when moving the tensioner pulley 271 further in the tightening direction than the present status.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transmission system capable of transmitting rotational torque output from a rotating electrical machine to a drive shaft via an endless transmission member.

  2. Description of the Related Art Conventionally, a rotary electric machine that can generate electric power using the driving force of an engine and can apply rotational torque to the drive shaft of the engine, and a transmission provided with a belt as an endless transmission member that connects the rotary electric machine and the drive shaft. The system is known. In the transmission system, when starting the engine, the starter starts driving the engine, and then the rotational speed of the drive shaft is maintained by the rotational torque output from the rotating electrical machine via the belt. This reduces the meshing noise in the gear connecting the starter and the drive shaft by shortening the drive time of the starter when starting the engine, thereby improving the quietness when starting the engine. it can.

  However, when the drive shaft is rotated via the belt in the transmission system, the belt tension at a location different from that when the power is generated by the rotating electrical machine using the driving force of the engine is lowered. There is a risk that slipping may occur, a sliding noise may occur, or the engine cannot be started reliably. For example, Patent Document 1 discloses that a rotating electrical machine that can rotate in a direction opposite to the rotation direction when the engine is driven at the time of power generation before the engine is stopped or when driving of the engine is started, and can contact the belt. A transmission system is described which comprises an automatic tensioner having a tensioner pulley that can maintain the belt tension for a relatively long time when the engine is started.

JP 2003-314322 A

  However, in the transmission system described in Patent Document 1, when the rotating electrical machine rotates in the reverse direction during power generation before the engine stops, the tensioner pulley is in contact with the belt so that the belt can maintain the tension while the engine is stopped. The pushed-in state is maintained. In the auto tensioner provided in the transmission system described in Patent Document 1, since the tensioner pulley is fixed at a predetermined position by energizing the coil, it is necessary to continue energizing the coil while the engine is stopped. Becomes larger. Further, when the rotating electrical machine is reversely rotated when starting the engine drive, the time from when the engine drive start command is issued until the engine actually starts driving becomes longer.

  An object of the present invention is to provide a transmission system that can reliably start driving of an internal combustion engine by rotational torque output from a rotating electrical machine.

The present invention is a transmission system (1) applied to an internal combustion engine (11), and includes a rotating electrical machine (21, 31), a rotating electrical machine pulley (22), a drive shaft pulley (23), and an endless transmission member (26). , An auto tensioner (27, 47), and a rotating electrical machine controller (28, 38, 48).
The rotating electrical machine can start driving the internal combustion engine, can maintain the rotational speed of the internal combustion engine started by the starter capable of starting driving the internal combustion engine, or can increase the rotational speed of the internal combustion engine started to drive by the starter Possible rotation torque can be output.
The rotating electrical machine pulley is provided to be rotatable integrally with a rotating shaft (211) of the rotating electrical machine.
The drive shaft pulley is rotatably provided integrally with the drive shaft (111) of the internal combustion engine.
The endless transmission member is wound around the rotating electrical machine pulley and the drive shaft pulley, and can transmit rotational torque between the rotation shaft and the drive shaft.
The auto tensioner has tensioner pulleys (271, 471) that are provided so as to be able to contact the endless transmission member and are movable in the tensioning direction and the loosening direction of the endless transmission member. In the auto tensioner, the damping force when the tensioner pulley is moved in the loosening direction from the current state is larger than the damping force when the tensioner pulley is moved in the tension direction from the current state.
The rotating electrical machine control unit can control driving of the rotating electrical machine.

  In the transmission system of the present invention, the rotating electrical machine starts driving the internal combustion engine, or starts driving the internal combustion engine with a starter, and then maintains or increases the rotational speed of the internal combustion engine. When the drive shaft of the internal combustion engine rotates, the endless transmission member between the drive shaft and the rotation shaft is loosened. At this time, the tensioner pulley moves in the belt tension direction so that the looseness is eliminated. The auto tensioner provided in the transmission system of the present invention has a damping force that once the tensioner pulley moves in the tensioning direction of the endless transmission member, the time for moving in the contraction direction is longer than the current time for moving in the tensioning direction. Is set. Thus, since the tension of the endless transmission member is maintained for a certain period when the rotating electrical machine maintains the rotational speed of the internal combustion engine following the starter, the endless transmission member is prevented from slipping, and the internal combustion engine is prevented from slipping. Rotational torque can be sufficiently transmitted to the drive shaft. Therefore, the internal combustion engine can be reliably started to drive.

Further, in the transmission system of the present invention, since the tension of the endless transmission member can be maintained for a relatively long time only by setting the damping force in the auto tensioner, electric energy is used to maintain the tension of the endless transmission member for a relatively long time. As compared with an electromagnetically driven auto tensioner that fixes the position of the tensioner pulley with respect to the endless transmission member by using, energy consumed can be reduced.
Further, in the transmission system of the present invention, since the tension of the endless transmission member can be maintained for a relatively long time, for example, it is not necessary to reversely rotate the rotating electrical machine when starting to drive the internal combustion engine in the idle stop state. It becomes. As a result, the time from when the engine drive start command is issued until the engine actually starts driving can be shortened.

It is a mimetic diagram of a power transmission system by a first embodiment. It is a mimetic diagram of an engine system to which a power transmission system by a first embodiment is applied. It is a characteristic view which shows the characteristic of the auto tensioner with which the transmission system by 1st embodiment is provided. It is a flowchart of the drive start process of the engine in the engine system of 1st embodiment. FIG. 5 is a characteristic diagram of the engine system in an engine drive start process shown in FIG. 4. It is a schematic diagram explaining the effect | action of the transmission system by 1st embodiment. It is a circuit diagram of ECU for rotary electric machines with which the transmission system by 2nd embodiment is provided. It is a flowchart of the drive start process of the engine in the engine system of 2nd embodiment. FIG. 9 is a characteristic diagram of the engine system in an engine drive start process shown in FIG. 8. It is a schematic diagram explaining the effect | action of the transmission system by 2nd embodiment. It is a circuit diagram explaining the effect | action in ECU for rotary electric machines of 2nd embodiment. It is a circuit diagram explaining the effect | action of ECU for rotary electric machines with which the transmission system by 3rd embodiment is provided. It is a circuit diagram explaining an effect | action of ECU for rotary electric machines with which the transmission system by 4th embodiment is provided. It is a characteristic view in an engine drive start process of an engine system provided with a power transmission system by a 4th embodiment. It is a schematic diagram of the transmission system by 5th embodiment. It is a flowchart of the drive start process of the engine in the engine system of 5th embodiment. It is a characteristic view which shows the time change of the rotation speed of the engine to which the transmission system by 5th embodiment is applied. It is a schematic diagram explaining the effect | action of the transmission system by 5th embodiment. It is a characteristic view which shows the time change of the rotational torque which the rotary electric machine which the transmission system by 5th embodiment has outputs. It is a schematic diagram explaining the effect | action of the transmission system by 5th embodiment, Comprising: It is a schematic diagram explaining the effect | action different from FIG. It is a schematic diagram explaining the effect | action between an auto tensioner and a belt in the state of FIG. It is a characteristic view which shows the time change of the rotation speed of the engine to which the transmission system by 6th embodiment is applied. It is a flowchart of the drive start process of the engine in the engine system of 6th embodiment. It is a schematic diagram of the engine system to which the transmission system by 7th embodiment is applied. It is a characteristic view which shows the time change of the rotation speed of the engine to which the transmission system by 7th embodiment is applied. It is a flowchart of the engine drive start process in the engine system of 7th embodiment. It is a schematic diagram of the transmission system by 8th embodiment. It is a flowchart of the drive start process of the engine in the engine system of 8th embodiment. It is a characteristic view which shows the time change of the rotational torque which the rotary electric machine which the transmission system by 8th embodiment has outputs. It is a characteristic view which shows the time change of the rotational torque which the rotary electric machine which the transmission system by other embodiment has outputs.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.

(First embodiment)
A transmission system according to the first embodiment will be described with reference to FIGS. The transmission system 1 according to the first embodiment is applied to the engine system 10 shown in FIG. The engine system 10 includes an engine 11 as an “internal combustion engine”, a transmission 12, a starter 13, an engine electronic control unit (hereinafter referred to as “engine ECU”) 14 as a “drive shaft control unit”, and the transmission system 1. .

  The engine 11 is, for example, an internal combustion engine that uses gasoline as fuel. The engine 11 outputs a vertical movement of a piston (not shown) due to gasoline combustion in the combustion chamber 110 as a rotational motion of the crankshaft 111 as a “drive shaft”. The rotational torque output from the crankshaft 111 is converted in rotational speed and rotational direction in the transmission 12 and output to a wheel (not shown).

  The starter 13 is connected to the crankshaft 111 via a gear 131. The starter 13 is electrically connected to the engine ECU 14. The starter 13 can output rotational torque that can be driven by the engine 11 to the crankshaft 111.

  The engine ECU 14 is electrically connected to the engine 11, the starter 13, and the transmission system 1. The engine ECU 14 is a small computer having a CPU as arithmetic means, ROM and RAM as storage means, and input / output means. The engine ECU 14 performs processing according to a program stored in the ROM based on signals from various sensors provided in each part of the vehicle, and controls the driving of the engine 11 in an integrated manner. For example, the engine ECU 14 controls the driving of the starter 13 based on the state of the vehicle or the crankshaft 111 in accordance with a driving start operation of the engine 11 with an ignition switch (not shown) or an operation of releasing the idle stop state by a driver of the vehicle. Rotational torque control is performed.

  The transmission system 1 is provided at a position where it can be connected to the crankshaft 111. In the first embodiment, the starter 13 is provided on the side opposite to the gear 131 with the engine 11 interposed therebetween. The transmission system 1 includes a rotary electric machine 21, a rotary electric machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26 as an "endless transmission member", an auto tensioner 27, and a "rotary electric machine control unit". A rotating electrical machine electronic control unit (hereinafter referred to as “rotating electrical machine ECU”) 28 is provided.

  The rotating electrical machine 21 is, for example, an ISG (Integrated Starter Generator), and when the electric power is supplied, the rotating shaft 211 is rotationally driven (powering operation), and electric power is generated by inputting rotational torque to the rotating shaft 211 ( This is a motor generator that integrates multiple functions for regenerative operation. The rotating electrical machine 21 is electrically connected to the rotating electrical machine ECU 28 and is also electrically connected to a battery (not shown). The drive of the rotary electric machine 21 is controlled by the rotary electric machine ECU 28. In the first embodiment, the rotating electrical machine 21 can output rotational torque that can maintain or increase the rotational speed of the engine 11 after the starter 13 starts driving the engine 11.

  The rotating electrical machine pulley 22 is formed in a disc shape, and is provided so that the center portion is connected to the rotating shaft 211. The rotating electrical machine pulley 22 can rotate integrally with the rotating shaft 211.

  The drive shaft pulley 23 is formed in a disc shape and is provided so that the center portion is connected to the crankshaft 111. The drive shaft pulley 23 can rotate integrally with the crankshaft 111.

The auxiliary pulley 24 is formed in a disk shape, and is provided so as to be rotatable integrally with the rotating shaft 241 of the water pump 240, for example.
The auxiliary pulley 25 is formed in a disk shape, and is provided so as to be rotatable integrally with the rotary shaft 251 of the air conditioning compressor 250, for example.

The belt 26 is a member formed in an annular shape that does not have an end portion, for example, by rubber and wire. The belt 26 elastically deforms and expands and contracts when an external force is applied. The belt 26 is provided so as to be wound around the drive shaft pulley 23, the rotating electrical machine pulley 22, and the auxiliary machine pulleys 24 and 25. Thereby, for example, when the drive shaft pulley 23 rotates together with the crankshaft 111, the rotation is transmitted to the auxiliary machine pulleys 24, 25 and the rotating electrical machine pulley 22. When the rotating electrical machine pulley 22 rotates together with the rotating shaft 211, the rotation is transmitted to the auxiliary machine pulleys 24 and 25 and the drive shaft pulley 23.
Thus, the belt 26 is formed so as to be able to transmit rotational torque between the crankshaft 111 and the rotary shafts 211, 241, and 251.

  In the first embodiment, during normal operation of the engine 11, the crankshaft 111 rotates together with the drive shaft pulley 23 in the clockwise direction in FIG. As a result, during normal operation of the engine 11, the belt 26 and each pulley also rotate in the clockwise direction. In the first embodiment, the clockwise rotation in FIG. 1 is defined as “forward rotation”, and the “counterclockwise direction in FIG. 1 as a direction that prevents rotation of the drive shaft when starting the drive of the internal combustion engine by the starter” is illustrated. The rotation in the rotation direction is referred to as “reverse rotation”.

In the transmission system 1, the rotating electrical machine 21 to which the rotational torque of the crankshaft 111 is transmitted via the belt 26 when the belt 26 is rotating forward generates power as a generator. At this time, the rotational torque of the crankshaft 111 is also transmitted to the rotary shafts 241 and 251 via the belt 26, and the water pump 240 and the air conditioning compressor 250 are driven.
The rotating electrical machine 21 can also be rotated as an assist motor that rotates forward based on a command from the engine ECU 14 and assists the rotation of the crankshaft 111.

  The auto tensioner 27 has a tensioner pulley 271, an arm 272, and a tensioner main body 273.

  The tensioner pulley 271 is formed in a disc shape and is rotatably supported at one end of the arm 272. The tensioner pulley 271 is provided so as to be able to contact the belt 26 sent from the drive shaft pulley 23 to the rotating electrical machine pulley 22 when the belt 26 rotates forward. Here, the part of the belt 26 that is sent from the drive shaft pulley 23 to the rotating electrical machine pulley 22 including the part where the tensioner pulley 271 is in contact with the endless transmission that is sent from the drive shaft to the rotary shaft when the internal combustion engine starts driving. A first part 261 as a member part "is assumed. Further, a portion of the belt 26 that is sent from the rotating electrical machine pulley 22 to the drive shaft pulley 23 when the belt 26 rotates forward is a second portion 262.

  The arm 272 is formed in an approximately L shape and has shaft portions 274 and 275. The shaft portion 274 is fixed to, for example, a vehicle body wall surface in the vicinity of the engine 11, and supports the approximate center of the arm 272. As a result, the arm 272 can rotate relative to the engine 11 around the shaft portion 274. The shaft portion 275 is provided at one end portion of the arm 272 where the tensioner pulley 271 is provided, and rotatably supports the center of the tensioner pulley 271. As a result, the tensioner pulley 271 can rotate while being in contact with the belt 26, and can move relative to the engine 11 about the shaft portion 274.

The tensioner main body 273 is fixed to, for example, a vehicle body wall surface in the vicinity of the engine 11. The tensioner main body 273 is provided with a protruding portion 276 that can move in the axial direction and a biasing portion 277.
The protruding portion 276 is formed such that one end portion protrudes from the tensioner main body portion 273 by the biasing portion 277. The one end of the projecting portion 276 supports the other end of the arm 272 in a rotatable manner.
The urging portion 277 supports the other end portion of the protruding portion 276. The urging portion 277 urges the protruding portion 276 so that one end of the protruding portion 276 protrudes from the tensioner main body portion 273.

  In the auto tensioner 27, when the biasing portion 277 expands and contracts in the axial direction, the arm 272 rotates around the shaft portion 274, and the relative position of the tensioner pulley 271 with respect to the engine 11 changes. As a result, the tension of the belt 26 between the drive shaft pulley 23 and the rotating electrical machine pulley 22 changes.

Here, the characteristics of the damping force of the urging portion 277 will be described with reference to FIG. FIG. 3 shows a change in the damping force of the urging portion 277 with respect to the moving speed of the tensioner pulley 271.
In FIG. 3, the moving speed of the tensioner pulley 271 is shown on the horizontal axis. 3, the positive side, that is, the right side of the paper surface of FIG. 3 is the moving speed when the tensioner pulley 271 moves in the extending direction as the “tension direction”, and the left side of the paper surface of FIG. As the moving speed when the tensioner pulley 271 moves in the contraction direction. In the first embodiment, when the tensioner pulley 271 moves in the extending direction, the tension of the belt 26 increases. Further, when the tensioner pulley 271 moves in the contraction direction, the tension of the belt 26 is reduced.
In FIG. 3, the vertical axis indicates the damping force of the biasing portion 277. Here, the “damping force” refers to a force that prevents the tensioner pulley 271 from moving in the moving direction when the tensioner pulley 271 moves in the extending direction or the contracting direction.

  As shown in FIG. 3, when the tensioner pulley 271 moves in the extending direction, the damping force in the urging portion 277 is almost zero. On the other hand, when the tensioner pulley 271 moves in the contraction direction, the damping force in the urging portion 277 increases as the moving speed of the tensioner pulley 271 in the contraction direction increases. That is, the damping force in the biasing portion 277 when the tensioner pulley 271 is moved in the contracting direction from the current state is larger than the damping force in the biasing portion 277 when the tensioner pulley 271 is moved in the extending direction from the current state.

  The rotating electrical machine ECU 28 is a small computer having a CPU as a calculation means, a ROM and a RAM as storage means, an input / output means, and the like. The rotating electrical machine ECU 28 is electrically connected to the engine ECU 14 and the rotating electrical machine 21. The rotating electrical machine ECU 28 performs processing according to a program stored in the ROM based on a signal from the engine ECU 14 and information on the tension of the belt 26, and controls driving of the rotating electrical machine 21.

  Next, the drive start process of the engine 11 in the first embodiment will be described. In the engine system 10, for example, when the engine 11 is re-driven from the idle stop state, the starter 13 and the rotating electrical machine 21 are linked in accordance with the flowchart shown in FIG. FIG. 5 shows changes with time in the characteristics of the respective parts of the engine system 10 at this time. Further, the state of the belt 26 in the driving start process of the engine 11 is shown in FIG. In FIG. 6, the configuration of the auto tensioner 27 is illustrated in a simplified manner, and the auxiliary pulleys 24 and 25 are omitted.

  FIG. 5A shows a change over time in the rotational speed of the engine 11. FIG. 5B shows a change with time of the tension of the belt 26. FIG. 5C shows a change with time of the displacement of the tensioner pulley 271. FIG. 5D shows the time change of the driving state of the starter 13. FIG. 5E shows a temporal change in the rotational torque of the power running operation output from the rotating electrical machine 21.

Here, the tension of the belt 26 shown in FIG. 5B and the displacement of the tensioner pulley 271 shown in FIG. 5C will be described.
When the rotating electrical machine pulley 22 and the drive shaft pulley 23 are not rotating, the tensioner pulley 271 is pushed by the urging portion 277 while being in contact with the belt 26, and therefore the belt 26 has a certain amount of tension. . The tension of the belt 26 at this time is the tension Tb0 shown in FIG. 5B, and the position of the tensioner pulley 271 that can apply the tension Tb0 to the belt 26 is the reference position (0 in FIG. 5C).
In the first embodiment, when the tensioner pulley 271 at the reference position moves in the direction in which the belt 26 is pushed, the tension of the belt 26 increases. The displacement of the tensioner pulley 271 from the reference position at this time is shown on the plus side in FIG. On the other hand, when the tensioner pulley 271 moves away from the belt 26, the tension of the belt 26 decreases. The displacement of the tensioner pulley 271 from the reference position at this time is shown on the minus side in FIG.

  FIG. 5B shows a slip limit mTb indicating the limit of slip between the belt 26 and the rotating electrical machine pulley 22 and the drive shaft pulley 23. Here, the slip limit mTb is the tension of the belt 26 when the belt 26 starts to slide with respect to the rotating electrical machine pulley 22 or the drive shaft pulley 23. That is, in the transmission of the rotational torque between the rotating electrical machine pulley 22 and the drive shaft pulley 23 via the belt 26, if the tension of the belt 26 becomes the slip limit mTb or less, the rotating electrical machine pulley 22 and the drive shaft pulley 23 It shows that the transmission of the rotational torque between them is not performed reliably.

  Before the flowchart shown in FIG. 4 proceeds, the state of the belt 26 is the state shown in FIG. At this time, the tension of the belt 26 is the tension Tb0, and the displacement of the tensioner pulley 271 is zero. Further, neither the starter 13 nor the rotating electrical machine 21 is driven (time t100 in FIG. 5).

  First, in step (hereinafter simply referred to as “S”) 101, it is determined whether or not a drive start condition for the engine 11 is satisfied. In S101, the engine ECU 14 determines whether the vehicle state is satisfied as a drive start condition of the engine 11 by receiving a drive start operation of the engine 11 or a release operation of the idle stop state by an ignition switch by the driver of the vehicle. To do. If it is determined that the drive start condition of the engine 11 is satisfied, the process proceeds to S111, S121, and S131. If it is determined that the drive start condition for the engine 11 is not satisfied, S101 is repeated.

  If it is determined in S101 that the drive start condition for the engine 11 is satisfied, the processes of S111 to S113, S121 to S124, and S131 to S134 proceed. Here, for convenience, the process of S111 to S113 is referred to as starter control, the process of S121 to S124 is referred to as rotating electrical machine control, and the process of S131 to S134 is referred to as injection control.

  In the starter control, the drive of the starter 13 is started in S111 (time t101 in FIG. 5). When the drive of the starter 13 is started, the crankshaft 111 rotates in the forward direction (open arrow R11 in FIG. 6B). Thereby, the rotation speed of the engine 11 becomes large (after time t101 of Fig.5 (a)). Further, since the first portion 261 of the belt 26 is deformed from the dotted first portion 261 shown in FIG. 6B to the solid first portion 261 by the rotation of the drive shaft pulley 23, the tensioner pulley 271. Moves so as to push the belt 26 further (open arrow F12 in FIG. 6B). As a result, the displacement of the tensioner pulley 271 increases toward the plus side (after time t101 in FIG. 5C), and the tension of the belt 26 increases (after time t101 in FIG. 5B).

  Next, in S112, it is determined whether or not the cranking of the engine 11 is possible only by driving by the rotating electrical machine 21. The engine ECU 14 rotates based on the driving time of the rotating electrical machine 21 in the rotating electrical machine control described later, the magnitude of the current flowing through the rotating electrical machine 21, the rotational speed of the engine 11, the rotational speed of the starter 13, the rotational speed of the crankshaft 111, and the like. It is determined whether or not cranking is possible only by driving by the electric machine 21. If it is determined that cranking of the engine 11 is possible only by driving by the rotating electrical machine 21, the process proceeds to S113. At this time, in the first embodiment, when the cranking of the engine 11 is possible only by the driving by the rotating electrical machine 21, the piston of the engine 11 is TDC in the first compression stroke after the driving of the engine 11 by the starter 13 is started. Will be passing. If it is determined that cranking of the engine 11 is impossible only by driving by the rotating electrical machine 21, the determination in S112 is repeated.

  Next, in S113, the drive of the starter 13 is stopped (time t113 in FIG. 5). Thereby, starter control is complete | finished. The starter 13 is preferably stopped from the start of driving of the rotating electrical machine 21 in the rotating electrical machine control from the viewpoint of cooperation between the starter 13 and the rotating electrical machine 21 at the start of driving of the engine 11.

In the rotating electrical machine control, in S121, it is determined whether or not the tension Tb of the belt 26 is equal to or greater than a predetermined value. Here, as shown in FIG. 5B, the predetermined value of the tension Tb indicates a tension Tb1 that is larger than the slip limit mTb and larger than the tension Tb0. More specifically, the tension is set so that the belt tension does not become the slip limit mTb or less when fuel injection is started in the injection control described later.
In S121, the rotating electrical machine ECU 28 determines whether the tension Tb of the belt 26 is equal to or greater than a predetermined value based on the displacement of the tensioner pulley 271 and the rotational speed of the rotating electrical machine 21. When the rotating electrical machine ECU 28 determines based on the rotational speed of the rotating electrical machine 21, for example, when the rotational speed of the rotating electrical machine 21 is equal to or higher than a predetermined rotational speed, it is determined that the tension Tb of the belt 26 is equal to or higher than a predetermined value. In S121, the engine ECU 14 determines whether the tension Tb of the belt 26 is equal to or higher than a predetermined value based on the drive time of the starter 13, the rotational speed of the engine 11, the rotational speed of the crankshaft 111, and the like. Good. When the engine ECU 14 determines based on the rotational speed of the engine 11, for example, when the rotational speed of the engine 11 is equal to or higher than a predetermined rotational speed, it is determined that the tension Tb of the belt 26 is equal to or higher than a predetermined value. If it is determined that the tension Tb of the belt 26 is equal to or greater than the predetermined value, the process proceeds to S122. If it is determined that the tension Tb of the belt 26 is smaller than the predetermined value, the determination in S121 is repeated.

Next, in S122, driving of the rotating electrical machine 21 is started (time t122 in FIG. 5). Immediately before the driving of the rotating electrical machine 21 is started in S122, the first portion 261 of the belt 26 is pushed in by the tensioner pulley 271, and the tension of the belt 26 as a whole is larger than the tension Tb1.
Based on the command of the rotating electrical machine ECU 28, the rotating electrical machine 21 rotates forward (open arrow R13 in FIG. 6C) and generates a power running torque (torque Trq1 in FIG. 5E). As a result, the first portion 261 of the belt 26 is stretched, so that the displacement of the tensioner pulley 271 gradually decreases (open arrow F14 in FIG. 6C). For this reason, the tension | tensile_strength of the whole belt 26 falls gradually (after the time t122 of FIG.5 (b)). However, in the auto tensioner 27, the moving speed when the tensioner pulley 271 is displaced in the minus side, that is, in the contracting direction is slower than the moving speed when the tensioner pulley 271 is displaced in the plus side, that is, in the extending direction. The decrease in the tension of the belt 26 between time t122 and time t132 when fuel injection is started becomes relatively gradual. Thereby, even when fuel injection is started, the tension Tb of the belt 26 does not fall below the slip limit mTb (time t132 in FIG. 5). Therefore, since the positive rotation torque of the rotating electrical machine 21 is reliably transmitted to the drive shaft pulley 23 via the belt 26, the engine 11 maintains the rotation by the power running operation of the rotating electrical machine 21 (after time t122 in FIG. 5). ).

  Next, in S123, it is determined whether or not the engine 11 has completely exploded. Here, the complete explosion state refers to a state where idling of the engine 11 can be maintained only by rotation of the crankshaft 111. The engine ECU 14 determines the engine 11 based on the rotational speed of the engine 11, for example, the rotational speed of the engine 11 is equal to or higher than the rotational speed Ri1 of the engine 11 shown in FIG. It is determined whether or not the explosion is complete. If it is determined that the engine 11 has completely exploded, the process proceeds to S124. If it is determined that the engine 11 has not completely exploded, the determination in S123 is repeated.

  Next, in S124, the drive of the rotating electrical machine 21 is stopped (time t124 in FIG. 5). In S124, the driving of the rotating electrical machine 21 is stopped based on a command from the rotating electrical machine ECU 28. Thereby, rotary electric machine control is complete | finished.

  In the injection control, it is determined in S131 whether fuel injection is possible. The engine ECU 14 determines whether fuel injection is possible based on the state of each combustion chamber of the engine 11, the pressure of the fuel supplied to the fuel injection valve, the pressure of the combustion chamber, and the like. If it is determined that fuel injection is possible, the process proceeds to S132. If it is determined that fuel injection is impossible, the determination in S131 is repeated.

  Next, in S132, fuel start injection is performed. Here, the injection at the start of driving refers to a specific fuel injection condition when driving of the engine 11 is started.

  Next, in S133, it is determined whether or not the engine 11 has completely exploded. Similarly to S123, the engine ECU 14 determines whether or not the engine 11 has completely exploded based on the rotational speed of the engine 11, the rotational speed of the rotating electrical machine 21, and the like. If it is determined that the engine 11 has completely exploded, the process proceeds to S134. If it is determined that the engine 11 has not completely exploded, the determination in S133 is repeated.

  Next, in S134, the fuel driving start injection is terminated.

  When S111, S124, and S134 are executed, it is next determined in S102 whether or not the engine 11 is in a complete explosion state and the starter 13 and the rotating electrical machine 21 are stopped. The engine ECU 14 makes a determination based on, for example, the rotational speed of the starter 13, the rotational speed of the rotating electrical machine 21, and the rotational speed of the engine 11. If it is determined that the engine 11 is in a complete explosion, the starter 13 is stopped, and the rotating electrical machine 21 is stopped, the drive start process of the current engine 11 is terminated. If it is determined that the engine 11 is not in a complete explosion state, the starter 13 is not stopped, or the rotating electrical machine 21 is not stopped, the determination in S102 is repeated.

  FIG. 6D shows the state of the belt 26 after the driving start process of the engine 11 is finished. After completing the drive start process of the engine 11, the tensioner pulley 271 returns to the reference position, and the tension of the belt 26 becomes the tension Tb0. At this time, the rotation of the drive shaft pulley 23 (white arrow R15 in FIG. 6D) is transmitted to the rotating electrical machine pulley 22 by rotating the belt 26 (white arrow R16 in FIG. 6D).

  (A) In the transmission system 1 according to the first embodiment, the damping force is larger when the tensioner pulley 271 is moved in the contraction direction than the current state compared to the damping force when the tensioner pulley 271 is moved in the extension direction from the current state. An auto tensioner 27 having a biasing portion 277 is provided. Accordingly, once the tensioner pulley 271 moves in the extending direction so that the tension of the belt 26 becomes high, the time for the tensioner pulley 271 to move in the contracting direction becomes relatively long. Therefore, the tensioned state of the belt 26 is maintained relatively long. can do. Therefore, after the starter 13 starts driving the engine 11, when the rotational speed of the engine 11 is maintained by the power running operation of the rotating electrical machine 21, the slip of the belt 26 with respect to the rotating electrical machine pulley 22 and the drive shaft pulley 23 is suppressed. The rotational torque output from the rotating electrical machine 21 can be reliably transmitted to the crankshaft 111.

  (B) The tension of the belt 26 can be maintained for a relatively long time only by setting the damping force in the auto tensioner 27. Thereby, for example, when the engine is stopped, the consumed energy can be reduced as compared with the case where the energization is continued to lock the electromagnetically driven autotensioner.

  (C) Further, since the tension of the belt 26 can be maintained for a relatively long time, the operation of rotating the rotating electrical machine 21 in the reverse direction when starting the driving of the engine 11 from the idling stop state to give the belt 26 tension. Is no longer necessary. Thereby, it is possible to shorten the time from when the command to start driving the engine 11 is issued until the engine 11 actually starts to drive.

  (D) Further, if the tension of the belt itself is increased in order to suppress the slip of the belt, the slip of the belt when starting the engine can be suppressed, but one of the rotational torques output by the engine during the normal operation of the engine. Part of the loss. In the transmission system 1 according to the first embodiment, the tension of the belt 26 itself is the same as the conventional tension except for the adjustment by the auto tensioner 27 when the driving of the engine 11 is started. Thereby, the increase in the loss of the rotational torque output from the engine 11 can be reduced to 0 while suppressing the slip of the belt 26.

(E) In the transmission system 1 according to the first embodiment, the auto tensioner 27 is provided such that the tensioner pulley 271 can come into contact with the first portion 261 of the belt 26. That is, the transmission system 1 according to the first embodiment can suppress slippage of the belt relative to the rotating electrical machine pulley and the drive shaft pulley by using the auto tensioner that has been used so far. Therefore, the rotational torque output from the rotating electrical machine 21 can be reliably transmitted to the crankshaft 111 without changing the layout of the conventional transmission system.
In addition, the transmission system 1 according to the first embodiment can reliably transmit the rotational torque output from the rotating electrical machine 21 to the crankshaft 111 when starting to drive the engine 11 without newly adding an auto tensioner. it can. Thereby, the manufacturing cost of the transmission system 1 can be reduced.

  (F) Further, in the engine system 10 of the first embodiment, when the drive of the engine 11 is started, the initial drive is performed by the starter 13, and then the rotational speed of the engine 11 in the initial drive is maintained by the rotating electrical machine 21, The engine 11 is brought into a complete explosion state. Thereby, since the drive time of the starter 13 can be made comparatively short, the noise and vibration resulting from the drive of the starter 13 can be reduced.

  (G) In the engine system 10 of the first embodiment, the piston of the engine 11 is driven by the starter 13 until it passes through the TDC in the first compression stroke from the start of driving, and then the rotating electric machine 21 rotates the engine 11. Keep the number. That is, since the starter 13 drives until it passes TDC in the first compression stroke that requires the largest rotational torque, the maximum torque required for the rotating electrical machine 21 can be made relatively small. Therefore, the manufacturing cost of the engine system 10 can be reduced.

(Second embodiment)
A transmission system according to the second embodiment will be described with reference to FIGS. The second embodiment differs from the first embodiment in the action of the rotating electrical machine in the engine drive start process.

  The transmission system according to the second embodiment is for a rotating electrical machine 31, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 27, and a rotating electrical machine as a “rotating electrical machine controller”. An ECU 38 is provided.

  The rotating electrical machine 31 is a three-phase AC motor, and includes a U-phase stator winding Cu2, a V-phase stator winding Cv2, a W-phase stator winding Cw2, and a rotor winding Cr2. The rotating electrical machine 31 is electrically connected to the rotating electrical machine ECU 38 and electrically connected to a battery 39 as a “power source”. The rotating electric machine 31 is, for example, an ISG, and the electric power is supplied to rotate the rotating shaft of the rotating electric machine 31 and generate electric power when the rotating torque is input to the rotating shaft of the rotating electric machine 31.

The U-phase stator winding Cu2, the V-phase stator winding Cv2, and the W-phase stator winding Cw2 are respectively electrically connected to the rotating electrical machine ECU 38.
The rotor winding Cr2 is electrically connected to the excitation current adjusting unit 311 and the battery 39 that can adjust the magnitude of the current flowing through the rotor winding Cr2.
The driving of the rotating electrical machine 21 is controlled by the rotating electrical machine ECU 38. In the second embodiment, the rotating electrical machine 31 is a rotation capable of maintaining or increasing the rotation prevention torque that prevents the belt 26 from rotating forward and the rotation speed of the engine 11 when the starter 13 starts driving the engine 11. Output torque. Details of the operation of the rotating electrical machine 31 will be described later.

The rotating electrical machine ECU 38 includes a current control unit 380 and switching elements 381, 382, 383, 384, 385, and 386. FIG. 7 shows a circuit diagram of the rotating electrical machine ECU 38.
The current control unit 380 is based on various input signals indicating magnitudes of currents flowing through the stator windings Cu2, Cv2, Cw2 and the rotor winding Cr2 of the rotating electrical machine 31 and the driving state of the vehicle, and the stator windings Cu2, Cv2. , Cw2 and the magnitude of the current flowing through the rotor winding Cr2. The current control unit 380 controls the operation of the switching elements 381, 382, 383, 384, 385, and 386 based on the calculated current magnitude.
Switching elements 381, 382, and 383 are U-arm, V-phase, and W-phase upper arm switching elements, respectively. Switching elements 384, 385, and 386 are lower arm switching elements of the U phase, the V phase, and the W phase, respectively. The switching elements 381, 382, 383, 384, 385, and 386 are made of, for example, an IGBT.

  Next, the driving start process of the engine 11 in the second embodiment will be described. In the engine system 10 to which the transmission system according to the second embodiment is applied, for example, in the re-drive of the engine 11 from the idle stop state, the starter 13 and the rotating electrical machine 31 are linked in accordance with the flowchart shown in FIG. To start. FIG. 9 shows changes with time in the characteristics of the respective parts of the engine system 10 at this time. FIG. 10 shows the state of the belt 26 in the driving start process of the engine 11. In FIG. 10, the structure of the auto tensioner 27 is illustrated in a simplified manner, and the auxiliary pulleys 24 and 25 are omitted.

  FIG. 9A shows a change over time in the rotational speed of the engine 11. FIG. 9B shows the change over time of the tension of the belt 26. In FIG. 9B, the change with time of the tension of the belt 26 in the first embodiment is indicated by a dotted line Lb1 for reference. FIG. 9C shows a change with time of the displacement of the tensioner pulley 271. For reference, FIG. 9C shows a change over time of the displacement of the tensioner pulley 271 in the first embodiment by a dotted line Lc1. FIG. 9D shows a change over time in the driving state of the starter 13. FIG. 9 (e) shows a temporal change in the rotational torque of the power running operation output from the rotating electrical machine 31. FIG. 9 (f) shows the change over time of the rotation prevention torque generated in the rotating electrical machine 31.

  Before the flowchart shown in FIG. 8 proceeds, the state of the belt 26 is the state shown in FIG. At this time, the tension of the belt 26 is the tension Tb0, and the displacement of the tensioner pulley 271 is zero. Further, neither the starter 13 nor the rotating electrical machine 31 is driven (time t200 in FIG. 9).

  First, in S201, as in S101 of the first embodiment, it is determined whether or not a drive start condition for the engine 11 is satisfied. If it determines with the drive start conditions of the engine 11 being satisfied, it will progress to S211, S221, S231. If it is determined that the drive start condition for the engine 11 is not satisfied, S201 is repeated.

  If it is determined in S201 that the drive start condition for the engine 11 is satisfied, the processes of S211 to S213, S221 to S226, and S231 to S234 proceed. Here, for convenience, the process of S211 to S213 is referred to as starter control, the process of S221 to S226 is referred to as rotating electrical machine control, and the process of S231 to S234 is referred to as injection control.

  In the starter control, the drive of the starter 13 is started in S211 as in S111 of the first embodiment (time t201 in FIG. 9). When the drive of the starter 13 is started, the crankshaft 111 rotates in the forward direction (white arrow R21 in FIG. 10B), and the rotational speed of the engine 11 increases (after time t201 in FIG. 9A). At this time, the tensioner pulley 271 moves so as to push the belt 26 further (after time t201 in FIG. 9C), so that the tension of the belt 26 increases (after time t201 in FIG. 9B).

  Next, in S212, as in S112 of the first embodiment, it is determined whether or not the engine 11 can be cranked only by driving by the rotating electrical machine 31. If it is determined that cranking of the engine 11 is possible only by driving by the rotating electrical machine 31, the process proceeds to S213. If it is determined that cranking of the engine 11 is impossible only by driving by the rotating electrical machine 31, the determination in S212 is repeated.

  Next, in S213, the drive of the starter 13 is stopped similarly to S113 of the first embodiment (time t213 in FIG. 9). Thereby, starter control is complete | finished.

  In the rotating electrical machine control, the rotation prevention control of the rotating electrical machine 31 is started in S221 (time t201 in FIG. 9 (f)). Specifically, as shown in FIG. 11, the current control unit 380 of the rotating electrical machine ECU 38 turns on the switching elements 381, 382, and 383 and turns off the switching elements 384, 385, and 386. As a result, the switching elements 381, 382, and 383 are all electrically connected (dotted line A21 shown in FIG. 11). On the other hand, since a current flows through the rotor winding Cr2 (dotted line A22 shown in FIG. 11), a return current flows through the switching elements 381, 382, and 383. As a result, a static magnetic field is formed in the rotating electrical machine 31, so that the brake is applied even if the rotating electrical machine pulley 22 tries to rotate forward due to the forward rotation of the belt 26. That is, the anti-rotation torque (the white arrow R22 in FIG. 10B and the torque Trq2 in FIG. 9E) that hinders the forward rotation of the belt 26 acts on the belt 26 (from time t201 in FIG. 9E) until t224).

Next, in S222, as in S121 of the first embodiment, it is determined whether or not the tension Tb of the belt 26 is equal to or greater than a predetermined value. In S222, since the rotating electrical machine pulley 22 applies the anti-rotation torque to the belt 26 in S221, the first part 261 of the belt 26 is changed from the first part 261 indicated by the dotted line in FIG. The first part 261 is deformed. Since the amount of looseness of the belt 26 at this time is larger than the amount of looseness in S121 of the first embodiment, the displacement of the tensioner pulley 271 is larger than the dotted line Lc1 shown in FIG. 9C (see FIG. 10B). White arrow F23). Thereby, the tension of the belt 26 becomes larger than the tension of the belt 26 (dotted line Lb1 shown in FIG. 9B) in S121 of the first embodiment (after time t201 in FIG. 9B).
In S222, when the rotary electric machine ECU 28 determines that the tension Tb of the belt 26 is equal to or greater than the predetermined tension Tb1, the process proceeds to S223. When the rotary electric machine ECU 28 determines that the tension Tb of the belt 26 is smaller than the predetermined tension Tb1, the determination in S222 is repeated.

  Next, in S223, the rotation prevention control of the rotating electrical machine 31 is terminated.

  Next, in S224, as in S122 of the first embodiment, the power running operation of the rotating electrical machine 31 is started (time t224 in FIG. 9). Based on a command from the rotating electrical machine ECU 28, the rotating electrical machine 31 rotates forward (the white arrow R24 in FIG. 10C) and generates a power running torque (torque Trq1 in FIG. 9E). Thereby, the displacement of the tensioner pulley 271 is gradually reduced (the white arrow F25 in FIG. 10C). However, even when fuel injection is started by setting the damping force in the auto tensioner 27, the tension Tb of the belt 26 does not fall below the slip limit mTb (time t232 in FIG. 9). Thus, the positive rotation torque of the rotating electrical machine 31 is reliably transmitted to the drive shaft pulley 23 via the belt 26, and the engine 11 maintains the rotation by the power running operation of the rotating electrical machine 31 (after time t224 in FIG. 9). .

  Next, in S225, similarly to S123 of the first embodiment, it is determined whether or not the engine 11 has completely exploded. If the engine ECU 14 determines that the engine 11 has completely exploded, the process proceeds to S226. If the engine ECU 14 determines that the engine 11 has not completely exploded, the determination in S225 is repeated.

  Next, in S226, similarly to S124 of the first embodiment, the driving of the rotating electrical machine 31 is stopped (time t226 in FIG. 9). Thereby, rotary electric machine control is complete | finished.

  In the injection control, whether or not fuel injection is possible is determined in S231 as in S131 of the first embodiment. If the engine ECU 14 determines that fuel injection is possible, the process proceeds to S232. If the engine ECU 14 determines that fuel injection is impossible, the determination in S231 is repeated.

Next, in S232, fuel drive start injection is performed as in S132 of the first embodiment.
Next, in S233, it is determined whether or not the engine 11 has completely detonated, as in S133 of the first embodiment. If the engine ECU 14 determines that the engine 11 has completely exploded, the process proceeds to S234. If the engine ECU 14 determines that the engine 11 has not completely exploded, the determination in S233 is repeated.

  Next, in S234, the fuel driving start injection is terminated as in S134 of the first embodiment.

  When S211, S226, and S234 are executed, next, in S202, as in S102 of the first embodiment, the engine 11 is in a complete explosion state, and the starter 13 and the rotating electrical machine 31 are stopped. It is determined whether or not. If the engine ECU 14 determines that the engine 11 is in a complete explosion state, the starter 13 is stopped, and the rotating electrical machine 31 is stopped, the current drive start process of the engine 11 is ended. If the engine ECU 14 determines that the engine 11 is not in a complete explosion state, the starter 13 is not stopped, or the rotating electrical machine 31 is not stopped, the determination in S202 is repeated.

  FIG. 10D shows the state of the belt 26 after the driving start process of the engine 11 in the second embodiment is completed. After completing the drive start process of the engine 11, the tensioner pulley 271 returns to the reference position, and the tension of the belt 26 becomes the tension Tb0. In this state, the rotation of the drive shaft pulley 23 (white arrow R26 in FIG. 10D) is transmitted to the rotating electrical machine pulley 22 by rotating the belt 26 (white arrow R27 in FIG. 10D).

  In the transmission system according to the second embodiment, in S221 to S223, the rotating electrical machine 31 is controlled such that a rotation prevention torque that prevents the belt 26 from rotating forward acts on the belt 26. As a result, the amount of looseness of the first portion 261 of the belt 26 becomes larger than that in the first embodiment, so that the displacement in the extension direction of the tensioner pulley 271 becomes larger than that in the first embodiment. The movement of the tensioner pulley 271 once moved in the extending direction in the contraction direction takes a longer time than in the first embodiment, so that the belt 26 is pushed by the tensioner pulley 271 for a longer time than in the first embodiment. It becomes. Thereby, the stretched state of the belt 26 can be maintained for a relatively long time. Therefore, the second embodiment has the effects of the first embodiment, and can further suppress the slip of the belt 26 with respect to the rotating electrical machine pulley 22 and the drive shaft pulley 23.

(Third embodiment)
A transmission system according to the third embodiment will be described with reference to FIG. The third embodiment is different from the second embodiment in the method in which the rotating electrical machine applies the rotation prevention torque to the belt.

  The transmission system according to the third embodiment includes a rotating electrical machine 31, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 27, and a rotating electrical machine ECU 38.

  In the drive start process of the engine 11 in the third embodiment, when the rotation prevention control of the rotating electrical machine 31 is performed, the current control unit 380 of the rotating electrical machine ECU 38 turns on the switching elements 384, 385, and 386, and the switching element 381 , 382, 383 are turned off. As a result, the switching elements 384, 385, and 386 are all electrically connected (dotted line A31 shown in FIG. 12). On the other hand, since a current is flowing through the rotor winding Cr2 (dotted line A32 shown in FIG. 12), a return current flows through the switching elements 384, 385, and 386. Thereby, even if the rotating electrical machine pulley 22 tries to rotate forward due to the forward rotation of the belt 26, the brake is applied. That is, an anti-rotation torque that prevents the belt 26 from rotating forward acts on the belt 26.

  In the transmission system according to the third embodiment, the switching elements 384, 385, 386 are turned on and the switching elements 381, 382, 383 are turned off, whereby anti-rotation torque is applied to the belt 26. Thereby, 3rd embodiment has the same effect as 2nd embodiment.

(Fourth embodiment)
A transmission system according to the fourth embodiment will be described with reference to FIGS. The fourth embodiment is different from the second embodiment in the method in which the rotating electrical machine applies the rotation prevention torque to the belt.

  The transmission system according to the fourth embodiment includes a rotating electrical machine 31, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 27, and an ECU 38 for the rotating electrical machine.

  In the drive start process of the engine 11 according to the fourth embodiment, when the rotation prevention control of the rotating electrical machine 31 is performed, the current control unit 380 of the rotating electrical machine ECU 38 is, for example, as shown in FIG. 386 is turned on, and the switching elements 382, 383, and 384 are turned off. In this state, when the rotating electrical machine 31 is rotated by the rotation of the belt 26, as shown by a dotted line A41 in FIG. 13, from the U-phase stator winding Cu2 to the V-phase stator winding Cv2 and the W-phase stator winding. A current flows in a path toward the line Cw2, and a regenerative operation is performed in which power is charged in the chargeable / dischargeable battery 39. In this regenerative operation, a resistance force that prevents normal rotation is generated in the rotating electrical machine 31.

  FIG. 14 shows changes with time in characteristics of each part of the engine system 10 at this time. FIG. 14A shows a change over time in the rotational speed of the engine 11. FIG. 14B shows the change over time of the tension of the belt 26. FIG. 14C shows a change with time of the displacement of the tensioner pulley 271. FIG. 14D shows the time change of the driving state of the starter 13. FIG. 14 (e) shows the time change of the torque of the rotating electrical machine 31 with the rotational torque output when the rotating electrical machine 31 performs a power running operation being positive.

As shown in FIG. 14 (e), the starter 13 starts to be driven at time t <b> 201, and the current control unit 380 of the rotating electrical machine ECU 38 is in a state in which the rotating electrical machine 31 can perform a regenerative operation. When the rotation of the starter 13 is transmitted to the belt 26 via the crankshaft 111 and the drive shaft pulley 23, the rotating electrical machine pulley 22 also rotates forward. At this time, in the rotating electrical machine 31, a resistance force (torque Trq3 in FIG. 14E) that prevents normal rotation in the regenerative operation acts on the belt 26 as a brake. That is, an anti-rotation torque that prevents the belt 26 from rotating forward acts on the belt 26.
Thus, in the transmission system according to the fourth embodiment, the torque in the reverse rotation direction in the regenerative operation of the rotating electrical machine 31 acts on the belt 26 as the rotation prevention torque. Thereby, 4th embodiment has the same effect as 2nd embodiment.

(Fifth embodiment)
A transmission system according to the fifth embodiment will be described with reference to FIGS. The fifth embodiment is different from the first embodiment in the content of controlling the rotating electrical machine.

  The transmission system 5 according to the fifth embodiment includes a rotating electrical machine 21, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 47, a lock member 475 as a “regulator”, a crank angle A sensor 112, a rotation angle sensor 212, and a rotating electrical machine ECU 48 are provided.

  The auto tensioner 47 has a tensioner pulley 471, an arm 472, a winding spring 473, and a rotation support portion 474.

  The tensioner pulley 471 is formed in a disk shape and is rotatably supported at one end of the arm 472. The tensioner pulley 471 is provided so as to be able to contact the first portion 261 of the belt 26 sent from the drive shaft pulley 23 to the rotating electrical machine pulley 22.

  The other end of the arm 472 is rotatably supported by a rotation support portion 474 that cannot move relative to the engine 11 via a winding spring 473. The winding spring 473 urges the arm 472 to rotate in the direction of the white arrow F5 shown in FIG. As a result, the arm 472 can turn around the rotation support portion 474 in FIG. 15 while the tensioner pulley 471 is in contact with the belt 26 (solid-line double-ended arrow D47). Here, in FIG. 15, the direction in which the arm 472 rotates when rotating clockwise is referred to as “biasing direction”, and the direction when the arm 472 rotates counterclockwise is referred to as “anti-biasing direction”.

  In the auto tensioner 47, when the tension state of the first portion 261 of the belt 26 changes, the relative position of the tensioner pulley 471 with respect to the engine 11 changes. Specifically, when the first portion 261 of the belt 26 is in a relaxed state, the arm 472 rotates in the biasing direction. Further, when the first portion 261 of the belt 26 is in a tensioned state, the arm 472 rotates in the counter-biasing direction.

  The winding spring 473 has the same characteristics as the urging portion 277 of the first embodiment in terms of the change in damping force with respect to the rotation direction of the arm 472. Specifically, when the rotation direction of the arm 472 is the urging direction, the damping force of the winding spring 473 is almost zero. On the other hand, when the rotation direction of the arm 472 is the counter-biasing direction, the damping force of the winding spring 473 increases as the rotation speed of the arm 472 in the counter-biasing direction increases. That is, the damping force of the winding spring 473 when the arm 472 rotates in the counter-biasing direction is larger than the damping force of the winding spring 473 when the arm 472 rotates in the biasing direction.

  The lock member 475 is located on the side in the counter-biasing direction with respect to the arm 472. The lock member 475 is formed so as to be able to contact one end surface 476 of the arm 472 on the side opposite to the urging direction. When the lock member 475 contacts the one end surface 476, the rotation of the arm 472 in the counter-biasing direction is restricted.

  The crank angle sensor 112 is provided so as to be able to detect a crank angle that is a rotation angle of the crankshaft 111. The crank angle sensor 112 is electrically connected to the rotating electrical machine ECU 48 and the engine ECU 14. The crank angle sensor 112 outputs a signal corresponding to the crank angle to the rotating electrical machine ECU 48 and the engine ECU 14.

  The rotation angle sensor 212 is provided so that the rotation angle of the rotation shaft 211 can be detected. The rotation angle sensor 212 is electrically connected to the rotating electrical machine ECU 48. The rotation angle sensor 212 outputs a signal corresponding to the rotation angle of the rotation shaft 211 to the rotating electrical machine ECU 48.

The rotating electrical machine ECU 48 is a small computer having a CPU as a calculation means, a ROM and a RAM as storage means, an input / output means, and the like. The rotating electrical machine ECU 48 is electrically connected to the engine ECU 14, the rotating electrical machine 21, the crank angle sensor 112, and the rotation angle sensor 212. The rotating electrical machine ECU 48 includes a calculation unit 481 and a rotating electrical machine control unit 482.
The calculation unit 481 calculates the tension state of the first portion 261 of the belt 26 based on the signal output from the crank angle sensor 112 and the signal output from the rotation angle sensor 212.
The rotating electrical machine control unit 482 performs processing according to a program stored in the ROM, and controls the rotational torque output by the rotating electrical machine 21 based on the state of the belt 26 calculated by the computing unit 481.

  Next, the driving start process of the engine 11 in the fifth embodiment will be described with reference to FIGS. In the engine system 10 to which the transmission system 5 is applied, for example, when the engine 11 is re-driven from the idle stop state, the starter 13 and the rotating electrical machine 21 are linked in accordance with the flowchart shown in FIG. . FIG. 17 shows a change over time in the rotational speed of the engine 11 from the start of driving of the engine 11 in the fifth embodiment until the driving is completed and a complete explosion state is reached. In the fifth embodiment, the period shown in FIG. 17 can maintain the rotation of the engine 11 by the engine stop period P50, the starter drive period P51, the rotating electrical machine drive period P52, and the combustion of the fuel in the cylinder of the engine 11. It is divided into an engine drive period P53. In FIG. 17, the starter drive period P51 and the rotating electrical machine drive period P52 are separated so as not to overlap, but may overlap.

  First, in S501, driving of the starter 13 is started. In S101, the starter 13 starts to be driven in response to the driving start operation of the engine 11 or the release operation of the idle stop state by the ignition switch by the vehicle driver (time t50 in FIG. 17).

  Next, in S502, it is determined whether or not the crank angle of the crankshaft 111 is equal to or greater than a predetermined crank angle. In S502, the rotating electrical machine control unit 482 determines whether or not the crank angle is equal to or greater than a predetermined crank angle based on the signal output from the crank angle sensor 112. As the “predetermined crank angle”, for example, as shown in FIG. 17, the crank angle when the engine 11 starts to increase after the starter 13 starts driving and then decreases once. If it is determined that the crank angle is equal to or greater than the predetermined crank angle, the process proceeds to S503. If it is determined that the crank angle is smaller than the predetermined crank angle, the determination in S502 is repeated.

  Next, in S503, driving of the rotating electrical machine 21 is started. In S503, driving of the rotating electrical machine 21 is started based on a command from the rotating electrical machine ECU 48. At this time, the rotating electrical machine 21 starts the forward rotation drive to assist the rotation of the crankshaft 111 that is rotating forward (time t51 in FIG. 17).

  Next, in S504, it is determined whether or not the acceleration of the arm 472 of the auto tensioner 47 is equal to or higher than a predetermined acceleration. In step S504, the rotating electrical machine ECU 48 determines whether the acceleration of the arm 472 calculated based on the signal of the crank angle sensor 112 and the signal of the rotation angle sensor 212 is equal to or greater than a predetermined acceleration after time t51 shown in FIG. Determine whether or not. In S504, the acceleration of the arm 472 when the arm 472 rotates in the counter-biasing direction in FIG. 15 is set as a positive acceleration.

The acceleration of the arm 472 is calculated as follows.
Generally, the relationship between the crank angle of the crankshaft and the rotation angle of the rotating shaft of the rotating electrical machine has a one-to-one correspondence with the tension state of the belt connecting the crankshaft and the rotating electrical machine. Therefore, the rotating electrical machine ECU 48 calculates the crank angle of the crankshaft 111 based on the signal of the crank angle sensor 112, and calculates the rotation angle of the rotating shaft 211 based on the signal of the rotation angle sensor 212. The calculation unit 481 calculates the tension state of the belt 26 from the difference between the calculated crank angle of the crankshaft 111 and the rotation angle of the rotating shaft 211. At this time, the calculation may be performed using a map indicating the relationship between the difference between the crank angle and the rotation angle input in advance and the tension of the belt 26. The calculation unit 481 calculates the position of the tensioner pulley 471 that is in contact with the belt 26 from the calculated tension of the belt 26, and an arm 472 that supports the tensioner pulley 471 based on the time change of the calculated position. The acceleration of is calculated. The rotating electrical machine control unit 482 determines whether or not the calculated acceleration of the arm 472 is equal to or higher than a predetermined acceleration. If it is determined that the acceleration of the arm 472 is equal to or greater than the predetermined acceleration, the process proceeds to S505. If it is determined that the acceleration of the arm 472 is smaller than the predetermined acceleration, the determination in S504 is repeated.

  Next, in S505, the rotational torque output from the rotating electrical machine 21 is reduced as “collision mitigation control”. The state of the transmission system 5 at this time will be described with reference to FIG. FIG. 18 shows a state in which the arm 472 rotates in the counter-biasing direction after time t51 in FIG. In FIG. 18, the state of the tensioner pulley 471 and the arm 472 before the arm 472 contacts the lock member 475 is indicated by dotted lines.

  When the rotational speed of the engine 11 increases, for example, from the time t51 in FIG. 17 to the time t512 between the time t51 and the time t52, the crank angle speed of the crankshaft 111 (hereinafter referred to as “crank angular speed”). ) Gradually increases. On the other hand, if the speed of the rotational angle of the rotating shaft 211 (hereinafter referred to as “rotational angular speed”) does not change significantly immediately after the start of driving of the rotating electrical machine 21, the crank angular speed becomes faster than the rotational angular speed. When the crank angular speed is higher than the rotational angular speed, the first portion 261 of the belt 26 is loosened. For this reason, the tension of the belt 26 is maintained by the rotation of the arm 472 in the urging direction.

  However, when the rotational speed of the engine 11 decreases, for example, between the time t512 and the time t52 in FIG. 17, the crank angular speed of the crankshaft 111 gradually decreases, so the crank angular speed becomes slower than the rotational angular speed. When the crank angular velocity becomes slower than the rotational angular velocity, the first portion 261 of the belt 26 is pulled in the direction of the rotating electrical machine 21 by the rotational torque output from the rotating electrical machine 21, so that the first portion 261 is in a stretched state. For this reason, the arm 472 rotates in the counter-biasing direction (solid arrow D471 in FIG. 18).

  When the arm 472 rotates in the counter-biasing direction, the arm 472 approaches the lock member 475. The rotating electrical machine ECU 48 controls the rotating electrical machine 21 to reduce the rotational torque output by the rotating electrical machine 21 when the acceleration of the arm 472 when the arm 472 approaches the lock member 475 becomes equal to or higher than a predetermined acceleration.

FIG. 19 shows the change over time in the rotational torque output by the rotating electrical machine 21 in S505.
Assuming that the time t510 at which the arm 472 and the lock member 475 are in contact with each other, as shown in FIG. 19, the rotational torque output by the rotating electrical machine 21 is “auto-tensioner and regulation” Torque Trq51 as “rotational torque of the rotating electrical machine before contact with the portion”. The rotating electrical machine control unit 482 generates a torque as a “collision alleviating rotational torque” that is smaller than the torque Trq51 in the rotational torque output by the rotating electrical machine 21 at time t511 when the acceleration of the arm 472 becomes equal to or greater than a predetermined acceleration after time t51. Let it be Trq50. As a result, the rotational angular velocity of the rotating shaft 211 is slowed down, so that the difference between the crank angular velocity and the rotational angular velocity is small, and the first portion 261 of the belt 26 that has been in tension is slightly loosened. When the first portion 261 is slightly loosened, the arm 472 comes into contact with the lock member 475 in a state where the acceleration is lower than that immediately before.

  Next, in S506, it is determined whether or not the arm 472 has come into contact with the lock member 475. In S506, the rotating electrical machine control unit 482 determines whether or not the arm 472 has come into contact with the lock member 475 based on the state of the belt 26 calculated from the difference between the crank angle of the crankshaft 111 and the rotation angle of the rotation shaft 211. judge. If it is determined that the arm 472 has come into contact with the lock member 475, the process proceeds to S507. If it is determined that the arm 472 is not in contact with the lock member 475, the determination in S506 is repeated.

  Next, in S507, the rotational torque output by the rotating electrical machine 21 is maintained at a predetermined rotational torque or higher so as to maintain the state where the arm 472 and the lock member 475 are in contact as “contact maintaining control”. The state of the transmission system 5 at this time will be described with reference to FIG. FIG. 20 shows a state where the arm 472 is in contact with the lock member 475 after the time t510. In FIG. 20, the state of the tensioner pulley 471 and the arm 472 when the arm 472 is separated from the lock member 475 is indicated by dotted lines.

When the number of revolutions of the engine 11 increases after the arm 472 and the lock member 475 contact each other, for example, between the time t52 and the time t53 in FIG. Looseness occurs in the first portion 261 of 26. For this reason, the arm 472 of the auto tensioner 47 tries to rotate in the urging direction by the urging force of the winding spring 473 (solid arrow D472 in FIG. 20).
At this time, the rotating electrical machine control unit 482 increases the rotational torque output by the rotating electrical machine 21. Specifically, as shown in FIG. 19, at time t521 after time t510 when the arm 472 and the lock member 475 contact each other, the torque is larger than the torque Trq50, and the arm 472 contacts the lock member 475. Control is performed so that the rotating electrical machine 21 can output the torque Trq52 as "contact maintaining rotational torque" capable of maintaining the state. As a result, the arm 472 remains in contact with the lock member 475.

  Here, the specific magnitude | size of torque Trq52 is demonstrated based on FIG. FIG. 21 is an enlarged view of a portion where the auto tensioner 47 and the belt 26 are in contact with each other. In FIG. 21, the positions of the tensioner pulley 471 and the arm 472 when the winding spring 473 has a natural length are indicated by dotted lines.

  In FIG. 21, the force that the tensioner pulley 471 acts on the belt 26 is defined as an acting force Ft. The acting force Ft is calculated by the product of the spring constant of the winding spring 473 and the angle at which the winding spring 473 is wound from its natural length. In FIG. 21, the acting force Ft when the arm 472 and the lock member 475 are in contact is given by assuming that the spring constant is a constant Ksp and the angle at which the winding spring 473 is wound from the natural length is an angle γ. It is expressed as (Ksp × γ). The acting force Ft represented by the acting force (Ksp × γ) is a direction perpendicular to a virtual line VL51 connecting a point on the central axis C474 of the rotation support portion 474 and a point on the rotation axis C471 of the tensioner pulley 471. It is acting on.

  Next, when the contact point cP5 between the tensioner pulley 471 and the belt 26 is used, and the angle between the virtual line VL52 and the virtual line VL51 connecting the contact point cP5 and the point on the rotation axis C471 of the tensioner pulley 471 is an angle α, the acting force The acting force obtained by decomposing Ft in the direction along the imaginary line VL52 is an acting force (Ft × cos α).

  Next, assuming that the tension of the belt 26 is a tension T, the tension T acts along two directions in which the belt 26 extends with the contact point cP5 as an action point. As shown in FIG. 21, if the angle range where the belt 26 and the tensioner pulley 471 contact is an angle β, the acting force acting on the tensioner pulley 471 from the belt 26 is the acting force {2 × T × sin (β / 2)}. The acting force {2 × T × sin (β / 2)} is located on the virtual line VL52 and acts in the direction opposite to the acting force (Ft × cos α).

Based on the above consideration, in order to maintain the state where the arm 472 and the lock member 475 are in contact with each other, the following formula (1) needs to be satisfied.
Ksp × γ × cos α ≦ 2 × T × sin (β / 2) (1)
When the tension T is obtained from the equation (1), the following equation (2) is obtained.
T ≧ (Ksp × γ × cos α) / {2 × T × sin (β / 2)} (2)
That is, the magnitude of the torque Trq52 output from the rotating electrical machine 21 is the magnitude of the rotational torque output from the rotating electrical machine 21 when the tension T of the belt 26 is equal to or greater than the tension T calculated from the equation (2).

  In S507, the calculation unit 481 calculates the torque Trq52 based on the tension state of the belt 26 calculated from the difference between the crank angle of the crankshaft 111 and the rotation angle of the rotating shaft 211. The rotating electrical machine control unit 482 controls the rotating electrical machine 21 so that the rotating electrical machine 21 outputs a rotational torque greater than or equal to the torque Trq52.

  Next, in S508, it is determined whether or not the rotational speed of the engine 11 is equal to or higher than a predetermined rotational speed. In S508, the rotating electrical machine ECU 48 causes the engine 11 to rotate at a predetermined rotational speed or higher based on the signal of the crank angle sensor 112, and the engine 11 is injected by fuel injection into the cylinder of the engine 11 and ignition of the fuel 11. It is determined whether or not the engine is in a complete explosion state capable of maintaining the idling state. If it is determined that the rotational speed of the engine 11 is equal to or higher than the predetermined rotational speed, the process proceeds to S509. If it is determined that the rotational speed of the engine 11 is lower than the predetermined rotational speed, the determination in S508 is repeated.

Next, in S509, the control of the rotating electrical machine 21 in S507 is released (time t54 in FIG. 17).
In the engine system 10 to which the transmission system 5 is applied, after S509, the fuel is injected into the combustion chamber 110 of the engine 11 and the fuel injected into the combustion chamber 110 is ignited. Thereby, the engine 11 will be in a complete explosion state.
In this way, the transmission system 5 restarts the engine 11 from the idle stop state.

  In the transmission system 5 according to the fifth embodiment, the damping force of the winding spring 473 when the arm 472 rotates in the counter-biasing direction is larger than the damping force of the winding spring 473 when the arm 472 rotates in the biasing direction. A tensioner 47 is provided. Thereby, 5th embodiment has the effect (a)-(e) of 1st embodiment.

  In the transmission system 5 according to the fifth embodiment, when the drive of the engine 11 is started, if the acceleration of the arm 472 moving in the counter-biasing direction becomes equal to or higher than a predetermined acceleration, the rotating electrical machine 21 outputs as shown in FIG. To reduce rotational torque. As a result, the difference between the crank angular velocity and the rotational angular velocity is reduced, so that the belt 26 is slightly loosened and the acceleration of the arm 472 is reduced. When the acceleration of the arm 472 decreases, the collision noise between the arm 472 and the lock member 475 that occurs when the arm 472 contacts the lock member 475 is reduced.

  In addition, after the arm 472 contacts the lock member 475, the rotating electrical machine 21 is controlled so as to maintain the state where the lock member 475 and the arm 472 are in contact. Accordingly, the separation and contact between the arm 472 and the lock member 475 are repeated, thereby preventing the collision sound between the arm 472 and the lock member 475 from being generated.

  Thus, the transmission system 5 can reduce the collision noise between the arm 472 and the lock member 475 by controlling the rotational torque of the rotating electrical machine 21. Therefore, the fifth embodiment can reduce the noise caused by the collision sound between the arm 472 and the lock member 475 that is generated when the driving of the engine 11 is started.

  Further, in the transmission system 5, when the arm 472 contacts the lock member 475, the acceleration of the arm 472 is reduced and the impact acting on the arm 472 and the lock member 475 is reduced. Further, after the arm 472 and the lock member 475 contact each other, the arm 472 remains in contact with the lock member 475 to prevent the arm 472 and the lock member 475 from being separated and repeatedly contacted. Thereby, since 5th embodiment can make the impact by the collision of the arm 472 and the lock member 475 small, damage to the arm 472 and the lock member 475 can be prevented.

(Sixth embodiment)
A transmission system according to the sixth embodiment will be described with reference to FIGS. The sixth embodiment is different from the fifth embodiment in the content of controlling the rotating electrical machine.

  The transmission system according to the sixth embodiment includes a rotating electrical machine 21, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 47, a lock member 475, a crank angle sensor 112, and a rotation angle sensor 212. And a rotating electrical machine ECU 48.

  FIG. 22 shows the time change of the rotation speed from the start of driving of the engine 11 to the complete explosion state before the driving of the engine 11 in the sixth embodiment. In the sixth embodiment, the period shown in FIG. 22 is an engine stop period P60, a starter drive period P61, a rotating electrical machine drive period P62, and an engine startable period P63 that is a period in which the drive of the engine 11 can be started. It is divided into. In the sixth embodiment, the rotating electrical machine drive period P62 and the engine startable period P63 overlap.

  Next, the driving start process of the engine 11 in the sixth embodiment will be described with reference to FIG. In the engine system 10 to which the transmission system according to the sixth embodiment is applied, for example, when the engine 11 is re-driven from the idle stop state, the starter 13 and the rotating electrical machine 21 are linked in accordance with the flowchart shown in FIG. Start driving.

First, in S601, the starter 13 starts to be driven (time t60 in FIG. 22), as in S501 of the fifth embodiment.
Next, in S602, as in S502 of the fifth embodiment, it is determined whether or not the crank angle of the crankshaft 111 is equal to or greater than a predetermined crank angle. If it is determined that the crank angle is equal to or greater than the predetermined crank angle, the process proceeds to S603. If it is determined that the crank angle is smaller than the predetermined crank angle, the determination in S602 is repeated.
Next, in S603, similarly to S503 in the fifth embodiment, driving of the rotating electrical machine 21 is started (time t61 in FIG. 22).

Next, in S604, as in S504 of the fifth embodiment, it is determined whether or not the acceleration of the arm 472 of the auto tensioner 47 is equal to or higher than a predetermined acceleration (between time t61 and time t62 in FIG. 22). ). If it is determined that the acceleration of the arm 472 is equal to or greater than the predetermined acceleration, the process proceeds to S605. If it is determined that the acceleration of the arm 472 is smaller than the predetermined acceleration, the determination in S604 is repeated.
Next, in S605, as in S505 of the fifth embodiment, the rotational torque output by the rotating electrical machine 21 is reduced as “collision mitigation control” (between time t61 and time t62 in FIG. 22).

  Next, in S606, it is determined whether or not the arm 472 has come into contact with the lock member 475 as in S506 of the fifth embodiment. If it is determined that the arm 472 has come into contact with the lock member 475, the process proceeds to S607. If it is determined that the arm 472 is not in contact with the lock member 475, the determination in S606 is repeated.

  Next, in S607, as in S507 of the fifth embodiment, the rotation torque output by the rotating electrical machine 21 is set to a predetermined value so as to maintain the contact state between the arm 472 and the lock member 475 as “contact maintaining control”. It is maintained above the rotational torque (between time t62 and time t63 in FIG. 22).

  In the transmission system according to the sixth embodiment, it is possible to start driving the engine 11 in the rotating electrical machine drive period P62 from time t61 to time t63. Therefore, in the rotating electrical machine drive period P62, the engine ECU 14 injects fuel into the cylinder of the engine 11 and ignites the fuel to bring the engine 11 into a complete explosion state.

Next, in S608, as in S508 of the fifth embodiment, it is determined whether or not the rotational speed of the engine 11 has become equal to or higher than a predetermined rotational speed. In S608, the rotating electrical machine ECU 48 determines whether or not the rotational speed of the engine 11 is equal to or higher than a predetermined rotational speed indicating a complete explosion state based on a signal output from the crank angle sensor 112. If it is determined that the rotational speed of the engine 11 is equal to or higher than the predetermined rotational speed, the process proceeds to S609. If it is determined that the rotational speed of the engine 11 is lower than the predetermined rotational speed, the determination in S608 is repeated.
Next, in S609, similarly to S509 in the fifth embodiment, the control of the rotating electrical machine 21 in S607 is released (time t63 in FIG. 22).
In this way, the transmission system according to the sixth embodiment restarts the engine 11 from the idle stop state.

  In the sixth embodiment, the rotating electrical machine 21 is controlled so that the acceleration of the arm 472 decreases before the arm 472 and the lock member 475 come into contact with each other. In addition, after the arm 472 contacts the lock member 475, the rotating electrical machine 21 is controlled to maintain the state where the arm 472 and the lock member 475 are in contact. Thereby, 6th embodiment has the same effect as 5th embodiment.

In the sixth embodiment, since the drive of the engine 11 can be started in the rotating electrical machine drive period P62, the rotational torque that can be output by the rotating electrical machine 21 can be reduced compared to the fifth embodiment. Thereby, in 6th embodiment, the physique of a rotary electric machine can be made small compared with the physique of the rotary electric machine of 5th embodiment.
Even in the engine startable period P63, which is a period during which the drive of the engine 11 can be started, the rotation of the crankshaft 111 is assisted by the rotating electrical machine 21, so that the engine 11 can be brought into a complete explosion state quickly. .

(Seventh embodiment)
A transmission system according to the seventh embodiment will be described with reference to FIGS. The seventh embodiment is different from the fifth embodiment in the content of controlling the rotating electrical machine.

  The transmission system 7 according to the seventh embodiment includes a rotary electric machine 21, a rotary electric machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 47, a lock member 475, a crank angle sensor 112, and a rotation angle sensor. 212 and a rotating electrical machine ECU 48. As shown in FIG. 24, the engine system 10 to which the transmission system 7 is applied does not include a starter, and starts driving the engine 11 that is stopped only by the rotational torque output from the rotating electrical machine 21.

  FIG. 25 shows the time change of the rotational speed from the start of driving of the engine 11 in the seventh embodiment until the driving is completed and a complete explosion state is reached. In the seventh embodiment, the period shown in FIG. 25 is divided into an engine stop period P70, a rotating electrical machine drive period P71, and an engine drive period P72. In the seventh embodiment, the rotation of the crankshaft 111 is assisted only by the rotating electrical machine 21 in the engine 11 in the stopped state. For this reason, the rotating electrical machine drive period P71 is longer than in the fifth and sixth embodiments.

  Next, the driving start process of the engine 11 in the seventh embodiment will be described with reference to FIG. In the engine system 10 to which the transmission system 7 is applied, for example, in the re-drive of the engine 11 from the idle stop state, the starter 13 and the rotating electrical machine 21 are linked in accordance with the flowchart shown in FIG. .

First, in S701, similarly to S503 in the fifth embodiment, the drive of the rotating electrical machine 21 is started (time t70 in FIG. 25).
Next, in S702, as in S504 of the fifth embodiment, it is determined whether or not the acceleration of the arm 472 of the auto tensioner 47 is equal to or higher than a predetermined acceleration (between time t70 and time t71 in FIG. 25). ). If it is determined that the acceleration of the arm 472 is equal to or greater than the predetermined acceleration, the process proceeds to S703. If it is determined that the acceleration of the arm 472 is smaller than the predetermined acceleration, the determination in S702 is repeated.
Next, in S703, similarly to S505 of the fifth embodiment, the rotational torque output by the rotating electrical machine 21 as “collision mitigation control” is reduced (between time t70 and time t71 in FIG. 25).

  Next, in S704, it is determined whether or not the arm 472 has come into contact with the lock member 475 as in S506 of the fifth embodiment. If it is determined that the arm 472 has come into contact with the lock member 475, the process proceeds to S705. If it is determined that the arm 472 is not in contact with the lock member 475, the determination in S704 is repeated.

  Next, in S705, as in the case of S507 of the fifth embodiment, the rotational torque output by the rotating electrical machine 21 is set to a predetermined value so as to maintain the state where the arm 472 and the lock member 475 are in contact as “contact maintaining control”. It is maintained above the rotational torque (between time t71 and time t72 in FIG. 25).

Next, in S706, as in S508 of the fifth embodiment, it is determined whether or not the rotational speed of the engine 11 has become equal to or higher than a predetermined rotational speed. In S706, the rotating electrical machine ECU 48 causes the engine 11 to rotate at a predetermined speed or higher based on the signal from the crank angle sensor 112, and the engine 11 is injected with fuel into the cylinder of the engine 11 and the fuel is ignited. It is determined whether or not the engine is in a complete explosion state capable of maintaining the idling state. If it is determined that the rotational speed of the engine 11 is equal to or higher than the predetermined rotational speed, the process proceeds to S707. If it is determined that the rotational speed of the engine 11 is lower than the predetermined rotational speed, the determination in S706 is repeated.
Next, in S707, similarly to S509 in the fifth embodiment, the control of the rotating electrical machine 21 in S705 is canceled (time t72 in FIG. 25).
In the transmission system according to the seventh embodiment, fuel is injected into the cylinder of the engine 11 and ignited after S707. Thereby, the engine 11 will be in a complete explosion state. The transmission system 7 restarts the engine 11 from the idle stop state in this way.

  In the seventh embodiment, when driving of the engine 11 is started, if the acceleration of the arm 472 moving in the counter-biasing direction becomes equal to or higher than a predetermined acceleration, the rotational torque output by the rotating electrical machine 21 is reduced. Further, when the arm 472 comes into contact with the lock member 475, the rotating electrical machine 21 is controlled so as to maintain the state in which the lock member 475 and the arm 472 are in contact. Thereby, 7th embodiment has the same effect as 5th embodiment.

  Further, in the seventh embodiment, the drive of the engine 11 can be started without the conventional starter that starts the drive of the engine 11 in the stopped state. Thereby, the structure of the engine system 10 can be simplified.

(Eighth embodiment)
A transmission system according to the eighth embodiment will be described with reference to FIGS. The eighth embodiment is different from the fifth embodiment in that the drive of the starter is controlled.

  The transmission system 8 according to the seventh embodiment is applied to an engine system 10 capable of driving the engine 11. The transmission system 8 is provided at a position where it can be connected to the crankshaft 111. The transmission system 8 includes a rotating electrical machine 21, a rotating electrical machine pulley 22, a drive shaft pulley 23, auxiliary pulleys 24 and 25, a belt 26, an auto tensioner 47, a lock member 475, a crank angle sensor 112, a rotation angle sensor 212, and a rotating electrical machine. The ECU 28 and an engine ECU 54 as a “drive shaft controller” are provided.

The engine ECU 54 is electrically connected to the engine 11, the starter 13, the rotating electrical machine ECU 28, the crank angle sensor 112, and the rotation angle sensor 212. The engine ECU 54 is a small computer having a CPU as calculation means, ROM and RAM as storage means, and input / output means. The engine ECU 54 includes a calculation unit 541 and a starter control unit 542.
The computing unit 541 calculates the tension state of the first portion 261 of the belt 26 based on the signal output from the crank angle sensor 112 and the signal output from the rotation angle sensor 212.
The starter control unit 542 performs processing in accordance with a program stored in the ROM, and controls a driving torque that is a torque output from the starter 13 based on the state of the belt 26 calculated by the calculation unit 541.

  The engine ECU 54 performs processing according to a program stored in the ROM based on signals from various sensors provided in each part of the vehicle, and controls the driving of the engine 11 in an integrated manner. For example, the engine ECU 54 controls the drive of the starter 13 according to the state of the vehicle, based on a driving start operation of the engine 11 by an ignition switch (not shown) or a release operation of the idle stop state by a driver of the vehicle.

  Next, the drive start process of the engine 11 in the eighth embodiment will be described with reference to FIGS. In the engine system 10 to which the transmission system 8 is applied, for example, in the re-drive of the engine 11 from the idle stop state, the starter 13 and the rotating electrical machine 21 are linked in accordance with the flowchart shown in FIG. .

First, in S801, the starter 13 starts to be driven as in S501 of the fifth embodiment.
Next, in S802, as in S502 of the fifth embodiment, it is determined whether or not the crank angle of the crankshaft 111 is equal to or greater than a predetermined crank angle. If it is determined that the crank angle is equal to or greater than the predetermined crank angle, the process proceeds to S803. If it is determined that the crank angle is smaller than the predetermined crank angle, the determination in S802 is repeated.
Next, in S803, the driving of the rotating electrical machine 21 is started as in S503 of the fifth embodiment.

Next, in S804, as in S504 of the fifth embodiment, it is determined whether or not the acceleration of the arm 272 of the auto tensioner 27 is equal to or higher than a predetermined acceleration.
In S804, after the starter 13 starts driving the engine 11, when the rotational speed of the engine 11 decreases, the crank angular speed of the crankshaft 111 gradually decreases, so that the rotation torque output from the rotating electrical machine 21 causes the belt 26 to rotate. The first portion 261 is pulled in the direction of the rotating electrical machine 21 and the arm 272 rotates in the counter-biasing direction. At this time, the engine ECU 54 calculates the tension state of the belt 26 from the difference between the crank angle of the crankshaft 111 and the rotation angle of the rotating shaft 211 in the calculation unit 541. The engine ECU 54 calculates the position of the tensioner pulley 271 from the calculated tension of the belt 26, and calculates the acceleration of the arm 272 that supports the tensioner pulley 271 based on the time change of the calculated position. The starter control unit 542 determines whether or not the calculated acceleration of the arm 272 is equal to or higher than a predetermined acceleration.
If it is determined that the acceleration of the arm 272 is equal to or greater than the predetermined acceleration, the process proceeds to S805. If it is determined that the acceleration of the arm 272 is smaller than the predetermined acceleration, the determination in S804 is repeated.

Next, in S805, the driving torque of the crankshaft 111 is increased as “collision mitigation control”. The details of the control of the drive torque of the crankshaft 111 in S805 will be described with reference to FIG.
FIG. 29 shows the change over time of the drive torque of the crankshaft 111 in S805.
Assuming that the time t810 at which the arm 272 and the lock member 475 are in contact with each other, as shown in FIG. 29, at time t81, which is a time before time t810, the driving torque of the crankshaft 111 is Torque Trq81 as “drive torque of the drive shaft before the contact”. The starter control unit 542 sets the driving torque of the crankshaft 111 as the torque Trq80 as “collision mitigation driving torque” that is larger than the torque Trq81 at time t811 when the acceleration of the arm 272 becomes equal to or higher than the predetermined acceleration after time t81. . As a result, the rotational angular velocity of the crankshaft 111 is increased, so that the difference between the crank angular velocity and the rotational angular velocity is reduced, and the first portion 261 of the belt 26 that has been in a tight state is slightly loosened. When the first portion 261 is slightly loosened, the arm 272 comes into contact with the lock member 475 in a state where the acceleration is lower than that immediately before.

  Next, in S806, it is determined whether or not the arm 272 is in contact with the lock member 475, as in S806 of the fifth embodiment. If it is determined that the arm 272 contacts the lock member 475, the process proceeds to S807. If it is determined that the arm 272 is not in contact with the lock member 475, the determination in S806 is repeated.

  Next, in S807, the driving torque of the crankshaft 111 is equal to or less than the predetermined driving torque as the “contact maintaining driving torque” so as to maintain the state where the arm 272 and the lock member 475 are in contact as “contact maintaining control”. To maintain. Specifically, as shown in FIG. 29, at time t821 after time t810 when the arm 272 and the lock member 475 contact each other, the torque is smaller than the torque Trq80 and the arm 272 contacts the lock member 475. The starter 13 is controlled so that the torque Trq 82 as “contact maintaining driving torque” equal to or less than the driving torque capable of maintaining the state becomes the driving torque of the crankshaft 111. As a result, the arm 272 remains in contact with the lock member 475.

Next, in S808, as in S808 of the fifth embodiment, it is determined whether or not the rotational speed of the engine 11 is equal to or higher than a predetermined rotational speed. If it is determined that the rotational speed of the engine 11 is equal to or higher than the predetermined rotational speed, the process proceeds to S809. If it is determined that the rotational speed of the engine 11 is lower than the predetermined rotational speed, the determination in S808 is repeated.
Next, in S809, similarly to S809 in the first embodiment, the control of the starter 13 in S807 is released. In this way, the transmission system 8 restarts the engine 11 from the idle stop state.

  The engine ECU 54 controls the starter 13 so that the acceleration of the arm 272 decreases before the arm 272 and the lock member 475 come into contact with each other. Further, the engine ECU 54 controls the starter 13 so that the arm 272 and the lock member 475 are kept in contact with each other after the arm 272 is in contact with the lock member 475. Thereby, 8th embodiment has the same effect as 5th embodiment.

(Other embodiments)
In the above-described embodiment, the belt is used as the “endless transmission member”. However, the member which connects the rotating shaft and crankshaft of a rotary electric machine is not limited to this. It may be a chain.

  In the above-described embodiment, the auto tensioner is configured such that the damping force when moving the tensioner pulley in the contracting direction is larger than the damping force when moving the tensioner pulley in the extending direction. At this time, the damping force when moving the tensioner pulley in the contraction direction may be infinite. That is, when the engine drive start process is executed, the tensioner pulley may be locked so as not to move in the contraction direction and move only in the extension direction. In this case, the auto tensioner has a function capable of appropriately releasing the lock, and the tensioner pulley can be moved in both the contraction direction and the extension direction except when the engine driving start process is executed. ing. Even with such an auto tensioner, the effects of the first embodiment can be obtained.

  In the first to fourth embodiments, the auto tensioner is a tensioner main body provided with a substantially L-shaped arm that supports a tensioner pulley capable of contacting the belt at one end, and an urging portion. Part. In the fifth to eighth embodiments, the auto tensioner has an arm that is urged in a predetermined rotational direction by a winding spring. However, the configuration of the auto tensioner is not limited to this. Any auto tensioner may be used as long as the damping force when the tensioner pulley is moved in the belt slack direction from the current state is larger than the damping force when the tensioner pulley is moved in the belt tension direction from the current state.

  In the second to fourth embodiments, a static magnetic field is formed in the rotating electrical machine by operating the switching element, and reverse rotation torque is applied to the belt. However, the method by which the rotating electrical machine applies reverse rotation torque to the belt is not limited to this.

  In the second and third embodiments, the switching element is operated to short-circuit the three-phase stator winding of the rotating electrical machine. However, two of the three phases may be short-circuited.

  In the fourth embodiment, the switching element is operated to energize the path from the U phase to the V phase and the W phase. However, the path through which the current flows is not limited to this. The path from the V phase to the U phase and the W phase may be energized, or the path from the W phase to the U phase and the V phase may be energized. In addition, the path from the U phase to only the V phase may be energized, or the path from the U phase to only the W phase may be energized.

  In the fifth to seventh embodiments, when starting the engine, the rotational torque output by the rotating electrical machine is reduced when the acceleration of the arm exceeds a predetermined acceleration, and when the arm comes into contact with the lock member, the lock member and the arm The rotating electrical machine is controlled so as to maintain the state of contact with each other. In the eighth embodiment, when the engine is started, the crankshaft driving torque is increased when the acceleration of the arm exceeds a predetermined acceleration, and when the arm comes into contact with the locking member, the locking member and the arm are in contact with each other. The driving torque of the crankshaft is controlled so as to maintain the contact state. However, the control of the rotating electrical machine ECU or the engine ECU may be either one. Even in either case, it is possible to reduce the noise caused by the collision sound between the arm and the lock member and to prevent the arm and the lock member from being damaged.

  In the eighth embodiment, the engine ECU as the “drive shaft control unit” controls the drive of the starter. However, what the drive shaft control unit controls is not limited to this. For example, the driving torque of the crankshaft may be controlled by controlling the amount of fuel supplied to the combustion chamber of the engine, the timing of ignition, and the like.

  In the fifth to seventh embodiments, when the acceleration of the arm is equal to or higher than a predetermined acceleration, the rotating electrical machine ECU causes the rotating electrical machine to output a rotational torque that is smaller than the immediately preceding torque, as shown in FIG. To control. However, the time change of the rotational torque controlled by the rotating electrical machine ECU is not limited to this. An example is shown in FIG.

FIG. 30 is a modification of the characteristic diagram showing the time change of the rotational torque output by the rotating electrical machine shown in FIG. Prior to time t90 when the arm 472 and the lock member 475 come into contact with each other, the rotational torque of the rotating electrical machine 21 is the torque Trq91. At time t91, which is a time prior to time t90, the rotary electric machine ECU 48 reduces the torque from the torque Trq91 to the torque Trq92 as “the rotation torque of the rotary electric machine before the auto tensioner and the restricting portion abut”. The rotating electrical machine 21 is controlled. Thereafter, the rotating electrical machine ECU 48 controls the rotating electrical machine 21 so that the rotational torque becomes 0 which is the torque Trq90 as the “collision alleviating rotational torque” at the time t92 before the time t90 and after the time t91.
Further, the rotating electrical machine ECU 48 controls the rotating electrical machine 21 so that the rotational torque becomes a torque Trq93 larger than 0 at time t93 after time t90, and then the rotational torque is increased from the torque Trq93 to the arm at time t94 after time t93. The rotating electrical machine 21 is controlled so as to increase to the torque Trq94 as the “contact maintaining rotational torque” that can maintain the state in which the 472 contacts the lock member 475.
As described above, by gradually changing the rotational torque of the rotating electrical machine 21, the acceleration of the arm 472 is gradually reduced, and at time t90, the rotational torque is set to 0, so that the arm 472, the lock member 475, The impact when the abuts can be further reduced. As a result, the collision noise caused by the contact between the arm 472 and the lock member 475 can be further reduced, and damage to the arm 472 and the lock member 475 can be reliably prevented.

  In the fifth to eighth embodiments, the rotation angle of the rotating electrical machine is detected by the rotation angle sensor. However, the method for detecting the rotation angle of the rotating electrical machine is not limited to this. A predetermined value may be set for the voltage supplied to the rotating electrical machine, and the rotation angle of the rotating electrical machine may be detected based on the timing when the voltage reaches the predetermined value. In this case, since the rotation angle sensor is unnecessary, the manufacturing cost of the transmission system can be reduced.

  In the fifth to eighth embodiments, it is determined whether or not the acceleration of the arm of the auto tensioner is equal to or higher than a predetermined acceleration before the arm and the lock member come into contact with each other. However, the determination item is not limited to acceleration. It may be the relative speed or relative position of the arm with respect to the lock member. In this case, a threshold is set for the relative speed and relative position of the arm with respect to the lock member.

  In the fifth, seventh, and eighth embodiments, when the rotational torque of the rotating electrical machine is controlled to be equal to or higher than the predetermined rotational torque so that the arm and the lock member remain in contact with each other, the engine speed is a predetermined value. The control of the rotating electrical machine is canceled when the rotation speed is exceeded. However, the control of the rotating electrical machine may be canceled when the engine reaches a complete explosion state.

  In the above-described embodiment, the tensioner pulley is in contact with the first portion that is the portion of the belt that is sent from the drive shaft pulley to the rotating electrical machine pulley when the belt rotates forward. However, the tensioner pulley may come into contact with a second portion that is a portion of the belt that is sent from the rotating electrical machine pulley to the drive shaft pulley when the belt rotates forward.

  In the above-described embodiment, the rotating electrical machine ECU as the “rotary electrical machine control unit” is a small computer having a CPU as a calculation means, a ROM and a RAM as storage means, and an input / output means. . However, the configuration of the “rotary electric machine control unit” is not limited to this. It may be an IC mounted on the vehicle, for example, an ASIC.

  As mentioned above, this invention is not limited to such embodiment, It can implement with a various form in the range which does not deviate from the summary.

1, 5, 7, 8 ... Transmission system 11 ... Engine (internal combustion engine)
111 ... Crankshaft (drive shaft)
DESCRIPTION OF SYMBOLS 13 ... Starter 21, 31 ... Rotating electrical machine 211 ... Rotating shaft 22 ... Rotating electrical machine pulley 23 ... Drive shaft pulley 26 ... Belt (endless transmission member)
27, 47: Auto tensioner 271, 471: Tensioner pulley 28, 38, 48 ... ECU for rotating electrical machine (Rotating electrical machine controller)

Claims (13)

A transmission system applied to an internal combustion engine (11),
The internal combustion engine that can start driving, the internal combustion engine that has started driving by the starter (13) that can start driving can be maintained, or the internal combustion engine that has started driving by the starter A rotating electric machine (21, 31) capable of outputting a rotational torque,
A rotating electrical machine pulley (22) provided to be rotatable integrally with a rotating shaft (211) of the rotating electrical machine;
A drive shaft pulley (23) provided rotatably with the drive shaft (111) of the internal combustion engine;
An endless transmission member (26) that is wound around the rotating electrical machine pulley and the drive shaft pulley and is capable of transmitting rotational torque between the rotary shaft and the drive shaft;
There are tensioner pulleys (271, 471) provided so as to be able to contact the endless transmission member and movable in the tensioning direction and the loosening direction of the endless transmission member, and when the tensioner pulley is moved in the loosening direction from the present state. An auto tensioner (27, 47) whose damping force is larger than the damping force when moving the tensioner pulley in the tension direction from the current state;
A rotating electrical machine control unit (28, 38, 48) capable of controlling driving of the rotating electrical machine;
A transmission system comprising:   2. The transmission system according to claim 1, wherein the rotating electrical machine control unit controls the rotating electrical machine to output rotational torque in a direction that prevents rotation of the drive shaft when driving of the internal combustion engine is started by the starter. The rotating electric machine has a plurality of stator windings (Cu2, Cv2, Cw2) that can be energized,
The transmission system according to claim 2, wherein the rotating electrical machine control unit can energize a specific phase of the rotating electrical machine to stop the rotation of the rotating shaft.   The transmission system according to claim 2, wherein the rotating electrical machine control unit is capable of short-circuiting the power supply (39) side or the ground side of the rotating electrical machine.   The rotating electrical machine control unit rotates the rotating electrical machine in a direction opposite to a rotational direction of the rotating shaft when the rotating electrical machine outputs a rotational torque capable of maintaining or increasing the rotational speed of the internal combustion engine. The transmission system according to claim 2, wherein the rotating electric machine is controlled to rotate a shaft. A regulation part (475) provided so as to be able to contact the auto tensioner and capable of regulating a movable region of the auto tensioner;
The rotating electrical machine control unit rotates the rotational torque of the rotating electrical machine (Trq51, Trq51, before the auto tensioner and the restricting portion abut when the auto tensioner and the restricting portion abut after starting the driving of the internal combustion engine. Collision mitigation control that outputs a collision mitigation rotational torque (Trq50, Trq90) smaller than that of Trq92), and the auto tensioner and the restricting portion abut after the auto tensioner and the restricting portion abut. 2. The transmission system according to claim 1, wherein at least one of the contact maintaining control for outputting the contact maintaining rotation torque (Trq52, Trq94) is performed on the rotating electrical machine.   The transmission system according to claim 6, wherein when the rotating electrical machine outputs the collision relaxation rotational torque, the rotational angular speed of the rotating electrical machine becomes slower than the rotational angular speed of the drive shaft pulley.   The working force that acts on the auto tensioner from the endless transmission member is larger than the working force that acts on the endless transmission member from the auto tensioner when the rotating electrical machine outputs the contact maintaining rotational torque. 7. The transmission system according to 7. A restricting portion (475) provided so as to be able to contact the auto tensioner and capable of restricting a movable region of the auto tensioner;
A drive shaft controller (54) for controlling the drive torque of the drive shaft;
Further comprising
The drive shaft control unit drives the drive shaft driving torque (Trq81) before the auto tensioner and the regulating unit come into contact with each other when the auto tensioner and the regulating unit come into contact with each other after the driving of the internal combustion engine is started. Collision mitigation control that outputs a larger collision mitigation driving torque (Trq80) than the above, and contact maintaining that keeps the auto tensioner and the restricting portion in contact after the auto tensioner and the restricting portion are in contact with each other The transmission system according to any one of claims 6 to 8, wherein at least one of contact maintaining control for outputting a drive torque (Trq82) is performed on the drive shaft.   The transmission system according to claim 9, wherein when the drive shaft outputs the collision mitigation drive torque, a rotational angular velocity of the drive shaft is faster than a rotational angular velocity of the rotating electrical machine.   10. The working force that acts on the auto tensioner from the endless transmission member is larger than the working force that acts on the endless transmission member from the auto tensioner when the drive shaft outputs the contact maintaining driving torque. 10. The transmission system according to 10.   The transmission system according to any one of claims 9 to 11, wherein the drive shaft control unit is capable of controlling the drive of the starter.   The said auto tensioner is provided so that the said tensioner pulley may contact | abut the site | part (261) of the said endless transmission member sent to the said rotating shaft from the said drive shaft when the said internal combustion engine starts a drive. A transmission system according to any one of the above.

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