JP2019112965A - Control device for trochoid type oil pump - Google Patents

Abstract

To appropriately control input of other drive power of a motor or the like in a trochoid type oil pump in which drive power of an engine is inputted to an inner rotor and the other drive power is inputted to an outer rotor.SOLUTION: The present invention relates to a control device for a trochoid type oil pump comprising: an outer rotor 6 having a space insides and rotated around a first rotation center 6c; an inner rotor 7 rotated around a second rotation center 7c that is eccentric from the first rotation center 6c; a space 9 for oil circulation formed between an inner periphery of the outer rotor 6 and an outer periphery of the inner rotor 7; a suction hole 4 for sucking an oil into the space 9 for oil circulation and a discharge hole 5 for discharging the oil; an inner rotor shaft 8 to which drive power of an engine that is a first drive source E is inputted; a second drive source M which inputs drive power different from the first drive source E to the outer rotor 6; a clutch 10 disposed between the inner rotor 7 and the inner rotor shaft 8; and a rotation control part 30 for controlling a change speed of a rotation number of the second drive source M in accordance with a rotation state of the first drive source E.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device of an oil pump operated by a driving force of an engine.

  Various devices such as vehicles equipped with an engine are often equipped with an oil pump operated by the driving force of the engine. In particular, when a high hydraulic pressure is required, a positive displacement pump using a rotating member such as a gear pump or a trochoid oil pump is employed. The positive displacement pump rotationally moves the member in a fixed volume space, compresses the liquid by the volume change of the space accompanying the rotation, and delivers the liquid to the outside with the pressure increased.

  For example, in a trochoidal oil pump, an outer rotor having a space inside and an inner rotor rotationally moving about a position eccentric to the center of the outer rotor, and a space sandwiched between members by the rotation of the outer rotor and the inner rotor. Changing the volume of The inner rotor is rotated by the driving force of the engine, and along with the rotation, the outer rotor follows and rotates while the plurality of projections and recesses on the outer periphery of the inner rotor mesh with the plurality of recesses and projections on the inner periphery of the outer rotor. The number of recesses and projections on the inner periphery of the outer rotor is set to be larger than the number of projections and recesses on the outer periphery of the inner rotor. With this rotation, oil is sucked into the outer rotor through the suction hole, and the compressed oil is discharged from the discharge hole to the outside.

  In order to rotate the inner rotor, the rotation of the crankshaft of the engine is transmitted to the rotation shaft of the inner rotor. The rotation shaft of the inner rotor and the crankshaft of the engine are engaged by spline connection or the like. For this reason, the discharge amount of oil increases substantially in proportion to the rotational speed of the engine. Then, when the pressure (oil pressure) of the discharged oil reaches a predetermined value, the oil regulator is configured to release the excess oil.

  As described above, in the trochoid oil pump, the hydraulic pressure increases in proportion to the rotational speed of the engine, so the hydraulic pressure tends to be low in the low rotation region of the engine. For this reason, there is a problem that when the operation is continued for a long time in the low rotation region, oil shortage is likely to occur. Therefore, in Patent Documents 1 and 2, securing of the hydraulic pressure in the low rotation region is achieved by enabling the driving force of the motor to be input to the outer rotor.

JP 2012-159167 A JP, 2017-48681, A

  According to the techniques of Patent Documents 1 and 2, the hydraulic pressure can be secured in the low rotation region by the input of the driving force of the motor to the outer rotor. However, there is no disclosure as to how to control the motor in response to the ever-changing operating condition of the engine.

  Therefore, an object of the present invention is to appropriately control the input of another driving force such as a motor in a trochoid oil pump in which the driving force of the engine is input to the inner rotor and another driving force such as a motor is input to the outer rotor It is to be.

  In order to solve the above problems, the present invention has an outer rotor having a space inside and rotating around a first rotation center, and an inner rotor rotating around a second rotation center eccentric to the first rotation center. An oil circulation space formed between the inner periphery of the outer rotor and the outer periphery of the inner rotor, a suction hole for suctioning oil into the oil circulation space, and a discharge for discharging the oil out of the oil circulation space A hole, an inner rotor shaft to which a driving force of an engine which is a first driving source is input, a second driving source for inputting a driving force different from the first driving source to the outer rotor, the inner rotor An engaged state disposed between the inner rotor shaft and the rotation of the inner rotor shaft is transmitted to the inner rotor and the rotation of the inner rotor is blocked from the inner rotor shaft Control device of trochoid type oil pump, comprising: a clutch that switches to the engaged state; and a rotation control unit that controls a changing speed of the rotation speed of the second drive source according to the rotation state of the first drive source It was adopted.

  Here, the rotation control unit can adopt a configuration provided in an electronic control unit that controls the engine.

  In addition, the second drive source can adopt a configuration that is an electric actuator operated by electric power.

  In each of these aspects, the rotation control unit is configured to, when the number of rotations of the inner rotor by the driving force from the first drive source is less than a predetermined value, set the number of rotations of the outer rotor to the predetermined value or more. A configuration can be adopted which is set by the driving force from the second driving source.

  Further, in each of these aspects, the rotation control unit is configured to increase the rotational speed of the inner rotor due to the driving force from the first drive source when the rotational angular acceleration exceeds a first predetermined rotational angular acceleration. It is possible to adopt a configuration in which, for the outer rotor, acceleration that is less than the rotational angular acceleration of the inner rotor that accelerates is set by the driving force from the second drive source.

  Furthermore, when the rotational speed of the outer rotor is decelerated by the driving force from the second drive source, the rotation control unit decelerates the rotational angular acceleration consisting of the negative value of the outer rotor to a second predetermined rotational angular acceleration or more. It is possible to adopt the configuration set to.

  Further, when the rotation speed of the inner rotor due to the driving force from the first drive source fluctuates within a predetermined amplitude range, the rotation control unit causes the inner rotor to receive the driving force from the first drive source. And setting the difference between the maximum value of the number of rotations of the motor and the number of rotations of the outer rotor corresponding to the driving force from the second drive source at the time of the maximum value to less than a predetermined number of rotations. be able to.

  The present invention is a trochoid oil pump in which a driving force of the engine is input to the inner rotor and another driving force such as a motor is input to the outer rotor, and a clutch is provided between the inner rotor and the inner rotor shaft to rotate the first drive source. Since the rotation control unit that controls the number of rotations of the second drive source according to the number is provided, the input of another driving force such as a motor can be appropriately controlled.

It is a sectional view showing one embodiment of this invention. It is a left view of FIG. (A)-(c) is a graph which shows control of this invention. It is a graph which shows control of this invention.

  Hereinafter, an embodiment of the present invention will be described based on the drawings. FIG. 1 shows the trochoid oil pump 1 of this embodiment and its control device. The trochoid type oil pump 1 is operated by the driving force of an engine (hereinafter referred to as engine E) as a first driving source E, and secondarily, a second driving other than the first driving source E. As the source M, an electric actuator operated by electric power, in particular, an electric motor (hereinafter referred to as a motor M) is adopted.

  As shown in FIG. 1, the trochoid type oil pump 1 has an internal space 3 in the casing 2 and an outer rotor 6 which rotates around the first rotation center 6c with a space therein and is eccentric to the first rotation center 6c. And an inner rotor 7 that rotates around a second rotation center 7c.

  An oil circulation space 9 is formed between the inner periphery of the outer rotor 6 and the outer periphery of the inner rotor 7. Further, as shown in FIG. 2, the casing 2 is provided with a suction hole 4 for sucking the oil into the oil circulation space 9 and a discharge hole 5 for discharging the oil to the outside of the oil circulation space 9. ing.

  The rotation of the outer rotor 6 and the inner rotor 7 changes the volume of the space sandwiched between the members. That is, when the inner rotor 7 rotates, the inner convex portions 7a and the inner concave portions 7b provided on the outer periphery of the inner rotor 7 and the outer concave portions 6a and the outer convex portions provided on the inner periphery of the outer rotor 6 along with the rotation. The outer rotor 6 follows and rotates while meshing with 6b.

  The outer rotor 6 and the inner rotor 7 are members having a predetermined thickness, and in the side view shown in FIG. 2, the outer edge thereof is a plane parallel to the axial direction. Further, the outer edge of the inner convex portion 7a, the inner concave portion 7b, the outer concave portion 6a, and the outer convex portion 6b has a smooth arc shape in a front view shown in FIG.

  Here, the numbers of the outer concave portions 6a and the outer convex portions 6b on the inner periphery of the outer rotor 6 are set larger than the numbers of the inner convex portions 7a and the inner concave portions 7b on the outer circumference of the inner rotor 7. In this embodiment, the number of the outer concave portions 6a and the outer convex portions 6b is five, and the number of the inner convex portions 7a and the inner concave portions 7b is four. You may increase or decrease.

  The outer rotor 6 and the inner rotor 7 rotate around the respective rotation centers 6c and 7c while the inner convex portion 7a is engaged with the outer concave portion 6a and the inner concave portion 7b is engaged with the outer convex portion 6b. Along with this rotation, a closed space is generated in the oil circulation space 9 between the outer concave portion 6a and the inner convex portion 7a. When the volume of the closed space is expanded as the outer rotor 6 and the inner rotor 7 rotate, oil is sucked into the casing 2 and the outer rotor 6 through the suction hole 4 facing the closed space at that timing. In addition, when the closed space between the outer concave portion 6a and the inner convex portion 7a is reduced along with the rotation, the oil compressed through the discharge hole 5 facing the closed space at that timing is the outer rotor 6 It is discharged outside the casing 2.

  An arc-shaped guide (crescent) is disposed between the outer rotor 6 and the inner rotor 7 to suppress oil leakage from the space formed between the outer rotor 6 and the inner rotor 7 to generate oil pressure. To raise

  The driving force of the engine E is input to the inner rotor 7. The transmission of the driving force of the engine E is performed by connecting the crankshaft C of the engine to the inner rotor shaft 8 provided at the axial center of the inner rotor 7 and rotating the inner rotor shaft 8 and the crankshaft C integrally. In this embodiment, the inner rotor shaft 8 and the crankshaft C are splined, but may be coupled by another structure. Further, a reduction gear may be disposed between the crankshaft C and the inner rotor shaft 8.

  Seals 14 a and 14 b are provided between the casing 2 and the inner rotor shaft 8. The seals 14a and 14b prevent the oil accumulated in the internal space 3 of the casing 2 from leaking out to the space outside the casing 2.

  Therefore, when the inner rotor 7 is rotated by the driving force of the engine E, the amount of discharged oil increases substantially in proportion to the rotational speed of the engine E. Then, when the pressure (oil pressure) of the discharged oil reaches a predetermined oil pressure, excess oil is released to an oil pan or the like of the engine E by an oil regulator (not shown).

  The driving force of the motor M is input to the outer rotor 6. In the transmission of the driving force of the motor M, the teeth 22a of the drive gear 22 connected to the drive shaft 21 of the motor M mesh with the teeth 6d of the gear provided on the outer periphery of the outer rotor 6, and the drive gear 22 and the outer rotor 6 It is done by rotating. The outer rotor drive unit 20 is configured by the motor M, the drive shaft 21, the drive gear 22, and the teeth 6 d on the outer periphery of the outer rotor 6.

  Between the inner rotor 7 and the inner rotor shaft 8, there is a clutch 10 that switches between an engaged state in which the rotation of the inner rotor shaft 8 is transmitted to the inner rotor 7 and a non-engaged state in which the rotation of the inner rotor 7 is blocked with respect to the inner rotor shaft 8. Is equipped.

  As shown in FIG. 1, the clutch 10 includes an inner ring 11 and an outer ring 12 coaxially disposed, and an engaging element 13 disposed in an annular space formed between the inner ring 11 and the outer ring 12. Have. The inner periphery of the outer ring 12 is a cylindrical surface 12a extending along the entire periphery. A cam surface 11 a is formed on the outer periphery of the inner ring 11 so as to face the cylindrical surface 12 a and to form a wedge-shaped space between the cylindrical surface 12 a and the cylindrical surface 12 a. The engaging element 13 employs a cylindrical roller that engages with the wedge-shaped space.

  In FIG. 1, when the inner rotor shaft 8 is rotated clockwise in FIG. 1 by the driving force of the engine E, the engaging element 13 moves to the side (narrow side) where the space in the wedge-like space narrows, and the cylindrical surface 12a and the cam It engages with the surface 11a. Thereby, since the inner ring 11 and the outer ring 12 are coupled and integrally rotated, the inner rotor 7 rotates clockwise as shown by the arrow a in the figure.

  Further, when the drive gear 22 is rotated as shown by the arrow c by the driving force of the motor M, the outer rotor 6 is rotated clockwise as shown by the arrow b in the figure. The engaging element 13 is moved to the side where the distance in the wedge-like space is expanded (enlarged side), and the engagement between the cylindrical surface 12a and the cam surface 11a is released. As a result, the connection between the inner ring 11 and the outer ring 12 is released, and the outer rotor 6 rotates faster than the rotational speed of the inner rotor 7 as indicated by the arrow b.

  That is, in the clutch 10, relative rotation of the inner ring 11 and the outer ring 12 in one direction, for example, the inner ring 11 rotates faster in the arrow a direction (clockwise direction) than the outer ring 12, or the inner ring 11 rotates in the arrow a direction. The inner ring 11 and the outer ring 12 are coupled in a state in which the outer ring 12 rotates in the clockwise direction and the outer ring 12 rotates in the direction opposite to the arrow a direction (counterclockwise direction). In addition, the clutch 10 rotates relative to the inner ring 11 and the outer ring 12 in the other direction, for example, the outer ring 12 rotates faster in the arrow a direction (clockwise direction) than the inner ring 11 or the outer ring 12 rotates in the arrow a direction When the inner ring 11 rotates in the clockwise direction and the inner ring 11 rotates in the direction (counterclockwise direction) opposite to the arrow a direction, the connection between the inner ring 11 and the outer ring 12 is released.

  In the clutch 10, the structure of the inner ring 11 and the structure of the outer ring 12 may be reversed so that the cam surface is on the inner periphery of the outer ring 12 and the outer surface of the inner ring 11 is a cylindrical surface.

  In this embodiment, a one-way clutch as described above is employed as the clutch 10, and in particular, a roller clutch using a roller is employed as the engaging element 13, but a clutch of another type is also employed. Good. For example, one of the inner ring 11 and the outer ring 12 is provided with a pivotable ratchet claw, and the distal end of the ratchet claw engages with the locking step provided on the other to move the inner ring 11 and the outer ring 12 in one direction. It is good also as a ratchet clutch which couple | bonds both sides by relative rotation of, and cancels | releases the coupling | bonding by relative rotation to another direction.

  A vehicle equipped with the engine E includes an electronic control unit for controlling the engine E. The electronic control unit acquires information from the rotation sensor for detecting the rotational speed of the crankshaft C of the engine E, in addition to the information from the sensors provided in each part of the engine E, and utilizes it to control the engine E .

  The electronic control unit also includes a rotation control unit 30 that controls the number of rotations of the motor M according to the number of rotations of the engine E. In particular, the rotation control unit 30 controls the rate of change of the rotational speed of the motor M in accordance with the rotational state of the engine E.

  The rotation control unit 30 applies the rotation speed of the predetermined value s or more to the outer rotor 6 when the rotation speed of the inner rotor 7 by the driving force from the engine E is less than the predetermined value s in the low rotation region or the like. , Setting the driving force from the motor M. Even if the rotation speed of the inner rotor 7 is less than the predetermined value s, if the outer rotor 6 rotates at the rotation speed of the inner rotor 7 or more, the outer rotor 6 and the inner rotor 7 rotate the outer rotor 6 corresponding to the rotation speed of the motor M. Rotate together by a number. At this time, the clutch 10 is disengaged, and the inner rotor 7 and the inner rotor shaft 8 are separated.

  As the rotation of the crankshaft C is indicated by a symbol x, a symbol z or the like in FIG. 3A, as the piston of the engine E reciprocates, a rotational fluctuation in which its rotational speed repeatedly increases and decreases. Therefore, as shown in FIG. 3 (b), in order to prevent the hydraulic pressure from decreasing when the rotational speed of the crankshaft C, that is, the rotational speed of the inner rotor 7 falls below the predetermined value s, as shown in FIG. The outer rotor 6 is rotated by the driving force of. Thus, by operating the motor M to accelerate the outer rotor 6 to the rotational speed of the inner rotor shaft 8 or more, as shown in FIG. 3C, the hydraulic pressure in the period between valleys where the rotational speed of the engine E is low It can boost the pressure arbitrarily. In addition, if the motor M is controlled to operate only for a short period of time where hydraulic pressure is required, power consumption can be suppressed.

  Here, in the graph of FIG. 3, the average number of revolutions of the fluctuating crankshaft C is set as the predetermined value s, but the predetermined value s is made larger than the average number of revolutions, or conversely smaller. Or adjust the value.

  Moreover, according to this configuration, the parts of the outer rotor drive unit 20 and the clutch 10 are added to the existing trochoid oil pump designed to operate only with the driving force from the first drive source E, or The trochoid oil pump 1 corresponding to the second drive source M can be realized by replacing the existing parts with the parts corresponding to the outer rotor drive unit 20 and the clutch 10. Therefore, there is an advantage that it is easy to apply to the existing engine E without requiring a major structural change.

  By the way, in a state where the inner rotor 7 is driven by the rotation of the crankshaft C, the inner rotor 7 may be accelerated or decelerated excessively due to the change of the output of the engine E, the rotational fluctuation caused by the reciprocating movement of the piston, etc. . For example, arrow d shown in FIG. 3 (b) indicates the time when the inner rotor 7 is rapidly decelerating, and arrow e indicates the time when the inner rotor 7 is rapidly accelerating. In such a case, the outer periphery of the inner rotor 7 may bite into the inner periphery of the outer rotor 6, or the engaging element 13 of the clutch 10 may bite between the cam surface 11a and the cylindrical surface 12a. The biting is not preferable because it causes the members to adhere to each other. The rotation control unit 30 performs control to prevent such biting.

  For example, as shown in FIG. 3B, the rotation control unit 30 always gives the motor M rotational fluctuation in the opposite phase to the rotational fluctuation of the crankshaft C. Here, the number of rotations of the inner rotor 7 corresponding to the number of rotations of the crankshaft C and the number of rotations of the outer rotor 6 corresponding to the number of rotations of the motor M alternately increase and decrease the average number of rotations of the crankshaft C. It is set up as follows. By the input of the driving force in such a reverse phase, the occurrence of the biting between the members can be suppressed.

  Note that, as shown in FIG. 4, the rotation speed of the outer rotor 6 corresponding to the rotation speed of the motor M is in a state of being decelerated with respect to the rotation speed of the motor M. When the speed reduction mechanism as in this embodiment is not used, the number of rotations of the motor M is equal to the number of rotations of the outer rotor 6.

  For example, it is assumed that the rotation of the inner rotor 7 is rapidly accelerated in an operating state or the like in which the driving force of the engine E has priority. As shown by an arrow e in FIG. 3B, it is assumed that the rotation of the crankshaft C, that is, the rotation of the inner rotor shaft 8 is rapidly accelerated. At this time, rotation control unit 30 causes outer rotor 6 to rotate relative to outer rotor 6 when the rotational speed of inner rotor 7 due to the driving force from engine E is accelerated at rotational angular acceleration α1 equal to or greater than a predetermined first predetermined rotational angular acceleration. The driving force from the motor M is set to increase the speed less than the rotational angular acceleration α1 of the inner rotor 7 to increase the speed. Such first predetermined rotational angular acceleration can be determined in advance based on the capacity and specifications of the clutch 10, the capacity and specifications of the trochoid oil pump 1, and the like.

  This is that, when the inner rotor 7 side is rapidly accelerated, the outer rotor 6 side is slightly accelerated by the motor M to alleviate the instantaneous relative speed difference between the inner rotor 7 side and the outer rotor 6 side. It is.

  Next, for example, it is assumed that the rotation of the outer rotor 6 is rapidly decelerated in an operating state or the like in which the driving force of the motor M is prioritized. As indicated by an arrow f in FIG. 3B, it is assumed that the rotation of the motor M, that is, the rotation of the outer rotor 6 is rapidly decelerated. At this time, when the rotation control unit 30 decelerates the number of rotations of the outer rotor 6 due to the driving force from the motor M, the difference between the number of rotations of the outer rotor 6 and the number of rotations of the inner rotor 7 is equal to or greater than a predetermined number of rotations Since it is considered that the relative speed difference between the two is large and the risk of occurrence of biting is large, the rotational angular acceleration α2 consisting of the negative value of the outer rotor 6 to be decelerated is a predetermined second predetermined rotational angular acceleration (negative value) Set above.

  This is performed, for example, in an operating state where the outer rotor 6 is rotating much faster than the inner rotor 7, control is performed to reduce the output of the motor M, and when the outer rotor 6 side is decelerated rapidly, It is to avoid. Since the degree of deceleration of the outer rotor 6 side by the motor M is moderately suppressed to some extent, the inner rotor 7 side and the outer rotor 6 side can be engaged gently.

  If the relative speed difference between the outer rotor 6 and the inner rotor 7 is small, the risk of such a violent collision is small, so that the difference between the rotational speed of the outer rotor 6 and the rotational speed of the inner rotor 7 is equal to or greater than a predetermined rotational speed. It is limited to such control. However, regardless of the relative speed difference between the outer rotor 6 and the inner rotor 7, the above control, that is, the rotational angular acceleration α2 consisting of the negative value of the outer rotor 6 to be decelerated, is a predetermined second predetermined rotational angular acceleration (negative value It is also possible to perform control to set above. Such a second predetermined rotational angular acceleration can be determined in advance based on the capacity and specifications of the clutch 10, and the capacity and specifications of the trochoid oil pump 1.

  Furthermore, for example, as shown in FIG. 3B, it is assumed that the operating state in which the driving force of the engine E has priority and the operating state in which the driving force of the motor M has priority occur alternately. Do.

  At this time, the number of revolutions of the inner rotor 7 due to the driving force from the engine E fluctuates within a predetermined amplitude range (see the reference C2), and correspondingly, of the outer rotor 6 corresponding to the number of revolutions of the motor M. The number of rotations (here, meaning the number of rotations of the outer rotor 6 uniquely determined by the number of rotations of the motor M as shown in FIG. 4 and not always the same as the actual number of rotations of the outer rotor 6) It is set to be in reverse phase with the number (see the code M2). The effective number of revolutions functioning as an oil pump is, as shown in FIG. 3C, of the number of revolutions of the inner rotor 7 by the driving force from the engine E and the number of revolutions of the outer rotor 6 corresponding to the number of revolutions of the motor M. And the larger rotation speed (see the code C3 and the code M3).

  At this time, rotation control unit 30 sets the maximum value (see symbol x) of the rotational speed of inner rotor 7 by the driving force from engine E and the driving force from motor M at the time of taking the maximum value (see symbol x). The difference w with the number of rotations (see symbol y) of the outer rotor 6 corresponding to is set to less than a predetermined difference in number of rotations. That is, the maximum value x of the rotation speed of the inner rotor 7 and the minimum value y of the rotation speed of the outer rotor 6 corresponding to the driving force from the drive source of the motor M, ie, the rotation speed of the outer rotor 6 corresponding to the rotation speed of the motor M Is controlled so as not to increase the difference with the minimum value y of the engine speed.

  This is because, when the difference between the maximum value of the rotation speed of the inner rotor 7 and the minimum value of the rotation speed of the outer rotor 6 corresponding to the rotation speed of the motor M is large, the clutch 10 shifts from the non-engagement state to the engagement state In this case, the time lag from the start of control to the actual engagement becomes large. It is desirable that the time lag generated upon engagement and disengagement of the clutch 10 be as small as possible.

  At the start of control of members engaged between components of the clutch 10 or between the inner convex portion 7a and the inner concave portion 7b of the inner rotor 7, the outer concave portion 6a and the outer convex portion 6b of the outer rotor 6, The large difference in rotational speed in the case of [1] leads to an increase in impact when the two are engaged. Also from this, as described above, the difference between the maximum value of the rotation speed of the inner rotor 7 and the minimum value of the rotation speed of the outer rotor 6 corresponding to the rotation speed of the motor M is less than the predetermined rotation speed difference It is desirable to set to. Such a predetermined rotational speed difference can be determined in advance based on the capacity and specifications of the clutch 10, the capacity and specifications of the trochoid oil pump 1, and the like.

  In the above embodiments, an electric actuator operated by electric power, in particular, an electric motor, is adopted as the second drive source M, but various kinds of electric actuators other than the electric motor can also be adopted. The second drive source M may be any engine that generates power, and may be various prime movers, various types of pressure motors such as electric motors, hydraulic motors, or the like.

1 Trochoid oil pump (oil pump)
Reference Signs List 2 casing 3 internal space 4 suction hole 5 discharge hole 6 outer rotor 6a outer concave portion 6b outer convex portion 6c first rotation center 6d tooth 7 inner rotor 7a inner convex portion 7b inner concave portion 7c second rotation center 8 inner rotor shaft 9 space for oil circulation 10 Clutch 11 Inner ring 11a Cam surface 12 Outer ring 12a Cylindrical surface 13 Engaging element 14a, 14b Seal 15 Guide (crescent)
Reference Signs List 20 outer rotor drive unit 21 drive shaft 22 drive gear 22a teeth 30 rotation control unit C crankshaft E first drive source (engine)
M Second drive source (electric actuator / electric motor)

Claims (7)

An outer rotor having a space therein and rotating about a first rotation center;
An inner rotor that rotates about a second rotation center that is eccentric to the first rotation center;
An oil circulation space formed between the inner periphery of the outer rotor and the outer periphery of the inner rotor;
A suction hole for sucking oil into the oil circulation space, and a discharge hole for discharging the oil out of the oil circulation space;
An inner rotor shaft to which a driving force of an engine, which is a first driving source, is input;
A second drive source for inputting a driving force different from the first drive source to the outer rotor;
A clutch disposed between the inner rotor and the inner rotor shaft and switching between an engaged state transmitting the rotation of the inner rotor shaft to the inner rotor and a non-engaged state interrupting the rotation of the inner rotor with respect to the inner rotor shaft;
A rotation control unit that controls a changing speed of the rotation speed of the second drive source according to the rotation state of the first drive source;
Control device of trochoid type oil pump provided with The control device for a trochoid oil pump according to claim 1, wherein the rotation control unit is provided in an electronic control unit that controls the engine. The control device for a trochoid oil pump according to claim 1 or 2, wherein the second drive source is an electric actuator operated by electric power. When the number of rotations of the inner rotor due to the driving force from the first drive source is less than a predetermined value, the rotation control unit causes the outer rotor to rotate from the second drive source at a number of rotations of the predetermined value or more. The control device of the trochoid-type oil pump according to any one of claims 1 to 3, which is set by a driving force of The rotation control unit accelerates the outer rotor with respect to the outer rotor when the number of rotations of the inner rotor due to the driving force from the first drive source is increased by rotational angular acceleration equal to or greater than a first predetermined rotational angular acceleration. The control device of the trochoid type oil pump according to any one of claims 1 to 4, wherein the acceleration less than the rotational angular acceleration of the inner rotor is set by the driving force from the second driving source. The rotation control unit sets a rotational angular acceleration, which is a negative value of the outer rotor to be decelerated when the rotational speed of the outer rotor is decelerated by the driving force from the second drive source, to a second predetermined rotational angular acceleration or more. The control apparatus of the trochoid-type oil pump of any one of Claims 1-4. The rotation control unit rotates the inner rotor by the driving force from the first drive source when the number of rotations of the inner rotor due to the driving force from the first drive source fluctuates within a predetermined amplitude range. The difference between the maximum value of the number and the rotational speed of the outer rotor corresponding to the driving force from the second drive source at the time of taking the maximum value is set to be less than a predetermined rotational speed difference. The control device of the trochoid type oil pump according to any one of the items.

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