JP6318799B2 - In-vehicle oil pump drive switching device - Google Patents

Description

  The present invention relates to an on-vehicle oil pump drive switching device including a drive source, an auxiliary motor, and an oil pump driven by any one of the drive source and the auxiliary motor.

  In the vehicle power transmission device, the auxiliary motor is coupled to the transmission oil pump via a rotating shaft, and is coupled to the engine via a rotating shaft, a clutch, and a power transmission shaft. This auxiliary motor is commonly used for driving the oil pump and starting the engine. Oil pump drive and engine start can be switched by engaging / disengaging the clutch by hydraulic operation. The oil pump is driven by an auxiliary motor or an engine (see, for example, Patent Document 1).

JP 2009-190474 A

  However, in the conventional vehicle power transmission device, when the oil pump is switched from driving by the auxiliary motor to driving by the engine, until it is determined that the rotational speed of the power transmission shaft exceeds the rotational speed of the rotational shaft, The clutch engagement control cannot be executed. When the clutch is engaged in a state where the rotational speed of the power transmission shaft is lower than the rotational speed of the rotational shaft, the rotational speed of the rotational shaft is synchronized with the rotational speed of the power transmission shaft, so that the rotational speed of the oil pump decreases. For this reason, there existed a problem that an oil pump could not be driven by optimal rotation.

  The present invention has been made paying attention to the above problems, and an object thereof is to provide an on-vehicle oil pump drive switching device capable of driving an oil pump with an optimum rotation while having a simple configuration. .

To achieve the above object, the drive switching device of a vehicle-mounted oil pump of the present invention includes an engine as a drive source, and an auxiliary motor, driven by either one of the auxiliary motor and the engine, hydraulic pressure to the required site An oil pump, a first pulley member coupled to a first shaft that transmits rotational drive from the engine, and a second pulley member coupled to a second shaft that transmits rotational drive from the auxiliary motor. A third pulley member coupled to a third shaft that transmits rotational drive to the oil pump, and a belt member that spans the first pulley member, the second pulley member, and the third pulley member. I have.
The on-vehicle oil pump drive switching device is provided with a first one-way clutch, a second one-way clutch, and a clutch .
The first one-way clutch is interposed between the first shaft and the first pulley member, and mechanically connects and disconnects transmission of rotational drive from the engine to the oil pump.
The second one-way clutch is interposed between the second shaft and the second pulley member, and mechanically connects / disconnects transmission of rotational drive from the auxiliary motor to the oil pump.
The clutch is provided on the motor shaft of the auxiliary motor, and connects and disconnects transmission of rotational drive from the auxiliary motor to the oil pump.
The first one-way clutch and the second one-way clutch are connected to the first shaft connected to the engine and the auxiliary motor when the oil pump is switched between driving by the engine and driving by the auxiliary motor. A one-way clutch that is disposed on the second shaft with the higher rotational speed is mechanically fastened.
When the engine is started, the clutch is released, and a pinion gear provided on the motor shaft is engaged with a ring gear provided on the crankshaft of the engine.
Further, the clutch blocks transmission of rotational drive from the auxiliary motor to the oil pump in conjunction with the axial movement of the motor shaft based on the movement operation to the position where the pinion gear meshes with the ring gear.

Therefore, when the oil pump is switched between driving by the driving source and driving by the auxiliary motor, the first shaft connected to the driving source and the second shaft connected to the auxiliary motor have a high rotation speed of the first shaft. The first one-way clutch is mechanically engaged, and when the rotation speed of the second shaft is high, the second one-way clutch is mechanically engaged.
That is, when the oil pump is switched between driving by a driving source and driving by an auxiliary motor, a complicated electronic control system such as a sensor or a controller is not required, and the first shaft connected to the driving source and the auxiliary motor are connected. Engagement / release of each one-way clutch is mechanically and automatically controlled by selecting high of the rotation speed of the second shaft. For this reason, the oil pump is driven by one of a drive source and a starter motor. And the oil pressure to a required part is made with an oil pump. Thereby, the discharge pressure from the oil pump is secured. Therefore, the drive of the oil pump can be switched with a simple configuration.
In addition, since the engagement / release of each one-way clutch is mechanically automatically controlled by selecting the rotational speed, there is no restriction on the timing of switching between driving the oil pump by the drive source and driving by the auxiliary motor. For this reason, an oil pump can be driven by optimal rotation.
As a result, the oil pump can be driven at an optimum rotation while having a simple configuration.

1 is an overall system diagram illustrating an FF plug-in hybrid vehicle to which a drive switching device for an in-vehicle oil pump according to a first embodiment is applied. It is the schematic which shows the drive system of the FF plug-in hybrid vehicle to which the drive switching apparatus of the vehicle-mounted oil pump of Example 1 was applied, Comprising: It is a figure which shows the drive switching pattern of the oil pump at the time of a vehicle stop. FIG. 3 is a schematic end view of the oil pump drive switching mechanism according to the first embodiment, and is a schematic end view taken along line III-III in FIG. 2. It is the schematic which shows the drive system of the FF plug-in hybrid vehicle to which the drive switching apparatus of the vehicle-mounted oil pump of Example 1 is applied, Comprising: It is a figure which shows the drive switching pattern of the oil pump at the time of EV mode. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a drive system of an FF plug-in hybrid vehicle to which an on-vehicle oil pump drive switching device according to a first embodiment is applied, and is a diagram showing an oil pump drive switching pattern when an engine is started. It is the schematic which shows the drive system of the FF plug-in hybrid vehicle to which the drive switching apparatus of the vehicle-mounted oil pump of Example 1 is applied, Comprising: It is a figure which shows the drive switching pattern of the oil pump at the time of HEV mode. It is a whole system figure which shows the FF plug-in hybrid vehicle to which the drive switching apparatus of the vehicle-mounted oil pump of Example 2 was applied. It is the schematic which shows the drive system of FF plug-in hybrid vehicle to which the drive switching apparatus of the vehicle-mounted oil pump of Example 2 was applied, Comprising: It is a figure which shows the drive switching pattern of the oil pump at the time of a vehicle stop.

  Hereinafter, the best mode for realizing a drive switching device for an in-vehicle oil pump according to the present invention will be described based on Examples 1 and 2 shown in the drawings.

First, the configuration will be described.
A configuration of an FF hybrid vehicle (an example of a hybrid vehicle) to which the on-vehicle oil pump drive switching device of the first embodiment is applied will be described. FIG. 1 shows the entire FF hybrid vehicle. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

As shown in FIG. 1, the drive system of the FF hybrid vehicle includes a starter motor 1 (auxiliary motor, abbreviated as “ST”), a horizontal engine 2 (drive source, engine, abbreviated as “ENG”), a first clutch 3 (abbreviated “CL1”), motor / generator 4 (drive source, abbreviated “MG”), second clutch 5 (abbreviated “CL2”), and belt-type continuously variable transmission 6 (transmission, abbreviated “CVT”). )). The output shaft of the belt type continuously variable transmission 6 is drivably coupled to the left and right front wheels 10R and 10L (drive wheels) via a final reduction gear train 7, a differential gear 8, and left and right drive shafts 9R and 9L. The left and right rear wheels 11R and 11L are driven wheels.
As shown in FIG. 1, the drive system includes a third clutch 12 (clutch, abbreviated as “CL3”) and an oil pump drive switching mechanism 13. The first gear Ge1 and the second gear Ge2 provided between the third clutch 12 and the oil pump drive switching mechanism 13 are rotated in the rotational direction of the rotational drive output from the starter motor 1 in the oil pump drive switching mechanism 13. Is made the same as the rotational direction of the rotational drive output from the horizontal engine 2 and the motor / generator 4.
Each configuration will be described below.

The starter motor 1 has a pinion gear Pi that meshes with a ring gear Ri provided on a crankshaft 16a (first shaft 16) of a horizontally mounted engine 2, and uses a 14V battery 22 described later as a power source. It is a cranking motor that rotates. The motor shaft 17a (second shaft 17) of the starter motor 1 expands and contracts in the axial direction, and the pinion gear Pi is interlocked with the axial movement of the motor shaft 17a (second shaft 17). That is, when starting the horizontally mounted engine 2, the motor shaft 17a is extended and the pinion gear Pi is meshed with the ring gear Ri. Otherwise, as shown in FIG. 1, the pinion gear Pi is not meshed with the ring gear Ri. . After the horizontal engine 2 is started, the motor shaft 17a is contracted and returned to its original state, and the meshing of the ring gear Ri and the pinion gear Pi is released.
The starter motor 1 drives the oil pump 14 via the third clutch 12 and the oil pump drive switching mechanism 13 and the like.
Here, the first shaft 16 is a shaft that transmits rotational drive from a drive source (horizontal engine 2, motor / generator 4, hereinafter also referred to as “drive sources 2 and 4”). To the belt type continuously variable transmission 6. For this reason, the crankshaft 16a is included in the first shaft. The second shaft 17 is a shaft that transmits rotational driving from the starter motor 1, and extends from the starter motor 1 to the oil pump drive switching mechanism 13. For this reason, the motor shaft 17a of the starter motor 1 and the motor shaft of the motor / generator 4 described later are included in the second shaft. The ring gear Ri is provided on the outer periphery of the flywheel FW provided on the crankshaft 16a.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 2 a and a crankshaft rotation sensor 2 b that detects reverse rotation of the horizontal engine 2.

  The first clutch 3 is a normally open dry multi-plate friction clutch that is hydraulically interposed between the horizontally mounted engine 2 and the motor / generator 4 and is fully engaged / slip-engaged (slipped) by the first clutch oil pressure. Status) / release is controlled.

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 through a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.

  The second clutch 5 is a wet-type multi-plate friction clutch by hydraulic operation that is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L that are driving wheels. Slip fastening (slip state) / release is controlled. The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel.

  The belt-type continuously variable transmission 6 is a transmission that obtains a continuously variable transmission ratio by changing the belt winding diameter by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt type continuously variable transmission 6 includes first and first oil pumps 14 (abbreviated as “O / P”) and a line pressure PL generated by adjusting pump discharge pressure from the oil pump 14 as a source pressure. And a control valve unit (not shown) for generating a two-clutch hydraulic pressure, a transmission hydraulic pressure and the like (hydraulic pressure to a necessary part).

  The oil pump 14 is driven by any one of the drive sources 2 and 4 and the starter motor 1 to generate hydraulic pressure to a necessary part. That is, due to mechanical connection / disconnection of a first one-way clutch 13e and a second one-way clutch 13f, which will be described later, any one of the drive sources 2, 4 and the starter motor 1 is rotated by the oil pump drive switching mechanism 13 and the first one. It is transmitted to the oil pump 14 via the three shafts 18. Thereby, the oil pump 14 is driven. Further, the oil pump 14 can be driven at a required rotational speed of the oil pump (for example, 1000 rpm) or more, so that a necessary hydraulic pressure to a necessary part can be generated. Note that the required hydraulic pressure and the oil pump required rotational speed are changed according to changes in the vehicle speed and the like.

  The third clutch 12 is a friction clutch interposed between the starter motor 1 and the oil pump drive switching mechanism 13. In the third clutch 12, the clutch member of the third clutch 12 disposed on the starter motor side is connected to the motor shaft 17a, and the clutch member is interlocked with the axial movement of the motor shaft 17a. In other words, the clutch member is interlocked with the operation of the pinion gear Pi. That is, when starting the horizontal engine 2, the pinion gear Pi meshes with the ring gear Ri, so that the third clutch 12 is released. In other cases, as shown in FIG. 1, the third clutch 12 is engaged. . When the third clutch 12 is engaged, the pinion gear Pi is provided closer to the starter motor than the flywheel FW, as shown in FIG.

  As shown in FIG. 1, the oil pump drive switching mechanism 13 is disposed between the drive sources 2 and 4 and the starter motor 1 and the oil pump 14, and one of the drive sources 2 and 4 and the starter motor 1. Is a mechanism for transmitting the rotational drive to the third shaft 18 connected to the oil pump 14. That is, the oil pump drive switching mechanism 13 switches the oil pump 14 between driving by the driving sources 2 and 4 and driving by the starter motor 1.

  As shown in FIGS. 2 and 3, the oil pump drive switching mechanism 13 includes a first sprocket 13a (first pulley member), a second sprocket 13b (second pulley member), and a third sprocket 13c (third pulley). Member), a chain belt 13d (belt member), a first one-way clutch 13e, and a second one-way clutch 13f.

  As shown in FIG. 2, the first sprocket 13a is disposed between the drive sources 2 and 4 and the oil pump 14, and has a first shaft 16 (here, a motor shaft of the motor / generator 4 (= transmission input). Shaft)). As shown in FIG. 2, the second sprocket 13 b is disposed between the starter motor 1 and the oil pump 14 and is connected to the second shaft 17. As shown in FIG. 2, the third sprocket 13 c is disposed between the drive sources 2 and 4 and the starter motor 1 and the oil pump 14, and is connected to a third shaft 18 that transmits rotational drive to the oil pump 14. ing. As shown in FIG. 3, the chain belt 13d (belt member) is stretched over a first sprocket 13a, a second sprocket 13b, and a third sprocket 13c.

  As shown in FIG. 2, the first one-way clutch 13e is interposed between the first shaft 16 and the first sprocket 13a, and includes a first inner race 13e1 and a first outer race 13e2. The first inner race 13e1 is a clutch that is fixed to the first shaft 16 and that is fastened by mechanical engagement when the rotational speed of the first inner race 13e1 is about to exceed the rotational speed of the first outer race 13e2. is there. When the first inner race rotational speed is less than the first outer race rotational speed or when the rotational directions of the first inner race 13e1 and the first outer race 13e2 are opposite, The mechanical engagement is released and the wheel slips (releases). As a result, the first one-way clutch 13e mechanically connects and disconnects transmission of rotational drive from the drive sources 2 and 4 to the oil pump 14.

As shown in FIG. 2, the second one-way clutch 13f is interposed between the second shaft 17 and the second sprocket 13b, and includes a second inner race 13f1 and a second outer race 13f2. The second inner race 13f1 is a clutch that is fixed to the second shaft 17 and is fastened by mechanical engagement when the rotation speed of the second inner race 13f1 is about to exceed the rotation speed of the second outer race 13f2. is there. The second one-way clutch 13f is used when the second inner race rotational speed is less than the second outer race rotational speed or when the rotational directions of the second inner race 13f1 and the second outer race 13f2 are opposite. The mechanical engagement is released and the wheel slips (releases). Thereby, the second one-way clutch 13f mechanically connects and disconnects the transmission of the rotational drive from the starter motor 1 to the oil pump 14.
In this way, the first one-way clutch 13e and the second one-way clutch 13f are mechanically connected and disconnected. That is, the first one-way clutch 13e and the second one-way clutch 13f are the first shafts connected to the driving sources 2 and 4 when the oil pump 14 is switched between driving by the driving sources 2 and 4 and driving by the starter motor 1. A one-way clutch arranged on the higher rotation speed of the second shaft 17 connected to the starter motor 1 is mechanically engaged. When the rotation speeds of the first shaft 16 and the second shaft 17 are the same, both the first one-way clutch 13e and the second one-way clutch 13f are mechanically engaged.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system. The main drive modes of this drive system are “EV mode”, “HEV mode” and “HEV WSC”. Mode ". The “EV mode” is an electric vehicle mode in which the first clutch 3 is disengaged and the second clutch 5 is engaged and only the motor / generator 4 is used as a driving source. Driving in the “EV mode” is referred to as “EV driving”. . The “HEV mode” is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling”. The “HEV WSC mode” is a CL2 slip engagement mode in which, in the “HEV mode”, the motor / generator 4 is controlled to rotate the motor and the second clutch 5 is slip-engaged with a capacity corresponding to the required driving force. The “HEV mode” has a motor assist mode (motor power running), an engine power generation mode (generator regeneration), and a deceleration regeneration power generation mode (generator regeneration). This "HEV WSC mode" does not have a rotation differential absorption joint like a torque converter in the drive system, so that the horizontally placed engine 2 (idling speed or higher) in the starting area after stopping in the "HEV mode" And the left and right front wheels 10L, 10R are selected to absorb the rotational difference by CL2 slip engagement.

  The regenerative cooperative brake unit 19 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated. The regenerative cooperative brake unit 19 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally mounted engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.

  As shown in FIG. 1, the power system of the FF hybrid vehicle includes a high-power battery 21 as a power source for the motor / generator 4 and a 14V battery 22 as a power source for a 14V system load.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.

  The 14V battery 22 is a secondary battery mounted as a power source for a starter motor 1 and a 14V system load that is an auxiliary machine, and for example, a lead battery mounted in an engine vehicle or the like is used. The high voltage battery 21 and the 14V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 37, and a battery harness 38. The DC / DC converter 37 converts a voltage of several hundred volts from the high-power battery 21 into 14V. By controlling the DC / DC converter 37 with the hybrid control module 81, the charge amount of the 14V battery 22 is controlled. The configuration is to be managed.

  As shown in FIG. 1, the control system of the FF hybrid vehicle includes a hybrid control module 81 (abbreviation: “HCM”) as an integrated control unit that has a function of appropriately managing energy consumption of the entire vehicle. Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). And a lithium battery controller 86 (abbreviation: “LBC”). These control means including the hybrid control module 81 are connected via a CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged.

  The hybrid control module 81 performs various controls of the starter motor 1 and the like based on input information from each control means, ignition switch 91, accelerator opening sensor 92, vehicle speed sensor 93, and the like. The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontal engine 2. The motor controller 83 performs power running control, regeneration control, and the like of the motor generator 4 by the inverter 26. The CVT control unit 84 performs the engagement hydraulic pressure control of the first clutch 3, the engagement hydraulic pressure control of the second clutch 5, the transmission hydraulic pressure control of the belt type continuously variable transmission 6, and the like. The lithium battery controller 86 manages the battery SOC, battery temperature, etc. of the high-power battery 21.

Next, the operation will be described.
The operation of the drive switching device for the on-vehicle oil pump according to the first embodiment will be described by dividing it into “drive switching pattern of the oil pump in the driving mode” and “drive switching operation of the on-vehicle oil pump”.

[Oil pump drive switching pattern in drive mode]
The drive modes mainly include when the vehicle is stopped, during EV mode, when starting the engine, and during HEV mode. The drive switching pattern of the oil pump will be described for each drive mode. The starter motor 1, the horizontal engine 2, the first clutch 3, the motor / generator 4, the second clutch 5, and the motor shaft 17 a (second shaft 17) include a hybrid control module 81, an engine control module 82, and a motor controller 83. Control is performed based on commands from the CVT control unit 84, the lithium battery controller 86, and the like. The first shaft 16 is rotated by the drive sources 2 and 4, and the second shaft is rotated by the starter motor 1.

(Oil pump drive switching pattern when the vehicle is stopped)
When the vehicle is stopped, the first clutch 3 and the second clutch 5 are released as shown in FIG. The third clutch 12 is engaged, that is, the pinion gear Pi is not meshed with the ring gear Ri. In addition, since the vehicle is stopped, the starter motor 1, the horizontal engine 2 and the motor / generator 4 are not operated. For this reason, the oil pump 14 is not driven.

(Oil pump drive switching pattern in EV mode)
In the EV mode, as shown in FIG. 4, the first clutch 3 is released, and the second clutch 5 and the third clutch 12 are engaged. Further, since the EV mode is in effect, the motor / generator 4 is operated, and the horizontal engine 2 is not operated. The starter motor 1 is rotated by the hybrid control module 81. The starter motor 1 is rotated (operated) when the rotation speed of the first shaft 16 is less than or equal to the oil pump required rotation speed, and is stopped when the rotation speed of the first shaft 16 is higher than the oil pump rotation speed.

For example, when the vehicle / motor generator 4 is not operated in the EV mode, for example, when “required number of rotations of the oil pump ≧ the number of rotations of the first shaft 16”, the hybrid control module 81 stops the starter motor. 1 is rotated, and the number of rotations is increased (increased) to a region higher than the required number of rotations of the oil pump.
At this time, since the rotational speed of the second shaft 17 is higher than the rotational speed of the first shaft 16, the first one-way clutch 13e idles and the second one-way clutch 13f is engaged.
Thereby, the oil pump 14 is driven by the starter motor 1. For this reason, the oil pump 14 is driven at an oil pump required rotational speed or more. Thereby, the discharge pressure from the oil pump 14 is ensured in the EV mode. When the rotation speed of the second shaft 17 increases and the rotation speed of the second shaft 17 becomes higher than the rotation speed of the first shaft 16, the first one-way clutch 13e is idled by mechanical automatic control, The second one-way clutch 13f is engaged.

Further, the hybrid control module 81 stops the starter motor 1 at the time of starting from the stop of the vehicle or at the time of reacceleration after deceleration, that is, when “required rotational speed of the oil pump <the rotational speed of the first shaft 16”. .
At this time, since the rotation speed of the first shaft 16 is higher than the rotation speed of the second shaft 17, the first one-way clutch 13e is engaged and the second one-way clutch 13f is idling.
Thereby, the oil pump 14 is driven by the motor / generator 4 which is a drive source. For this reason, the oil pump 14 is driven at a higher rotational speed than the required rotational speed of the oil pump. Thereby, the discharge pressure from the oil pump 14 is ensured in the EV mode. When the rotation speed of the first shaft 16 increases and the rotation speed of the first shaft 16 becomes higher than the rotation speed of the second shaft 17, the first one-way clutch 13e is engaged by mechanical automatic control. The second one-way clutch 13f is idling. Further, the hybrid control module 81 continues the rotation of the starter motor 1 until the rotational speed of the first shaft 16 becomes higher than the required rotational speed of the oil pump.

When decelerating or the like, that is, when the rotational speed of the first shaft 16 that is higher than the oil pump required rotational speed is reduced to be equal to or lower than the oil pump required rotational speed, the hybrid control module 81 is similar to the above. Rotate 1 In the opposite case, the hybrid control module 81 stops the starter motor 1.
In either case, the first one-way clutch 13e and the second one-way clutch 13f are mechanically engaged (fastened) with the one-way clutch disposed at the higher rotation speed of the first shaft 16 and the second shaft 17 ) In other words, the idling / engagement of the one-way clutches 13e and 13f is mechanically and automatically controlled by the select high of the rotational speeds of the first shaft 16 and the second shaft 17.
Thus, the drive of the oil pump 14 is switched between the motor / generator 4 and the starter motor 1. Thereby, the oil pump 14 is driven by either the starter motor 1 or the motor / generator 4. For this reason, the oil pump 14 is driven at an oil pump required rotational speed or more. Thereby, the discharge pressure from the oil pump 14 is ensured in the EV mode.

(Oil pump drive switching pattern at engine start)
When the engine is started, as shown in FIG. 5, the first clutch 3 is released and the second clutch 5 is engaged. The motor shaft 17a is operated to release the third clutch 12, and the pinion gear Pi is meshed with the ring gear Ri. Further, when the engine is started, the motor / generator 4 is operating because the engine start request is in the EV mode, that is, during the transition from the EV mode to the HEV mode (engine start mode). Then, since the horizontal engine 2 is started by the starter motor 1, the hybrid control module 81 rotates the starter motor 1. Thereby, the horizontal engine 2 is cranked by the rotational drive of the starter motor 1.

  At this time, since the first clutch 3 is released, the first shaft 16 is rotated by the rotational drive of the motor / generator 4. Further, since the third clutch 12 is released, the rotational drive of the starter motor 1 is not transmitted to the second one-way clutch 13f. In other words, the first one-way clutch 13e is mechanically engaged and the second one-way clutch 13f is mechanically released by selecting high the rotational speeds of the first shaft 16 and the second shaft 17. Thus, the engagement / release of each one-way clutch 13e, 13f is mechanically automatically controlled.

For this reason, the rotational drive of the starter motor 1 is used for engine starting. The oil pump 14 is driven by the motor / generator 4. The oil pump 14 creates the necessary hydraulic pressure to the necessary part. Thereby, the discharge pressure from the oil pump 14 is ensured when the engine is started.
In addition, after cranking, the horizontal engine 2 increases the engine speed of the horizontal engine 2 due to the first explosion, and the horizontal engine 2 enters a self-sustaining operation state due to the complete explosion.

(Oil pump drive switching pattern in HEV mode)
In the HEV mode, the first clutch 3 and the second clutch 5 are engaged as shown in FIG. The motor shaft 17a is operated, the meshing of the ring gear Ri and the pinion gear Pi is released (FIG. 5 → FIG. 6), and the third clutch 12 is engaged. Moreover, since it is at the time of HEV mode, the horizontal engine 2 is operating in the self-sustaining operation state. The motor / generator 4 performs power running / regeneration according to each mode of the HEV mode. The starter motor 1 is rotated by the hybrid control module 81. The starter motor 1 is rotated (operated) when the rotation speed of the first shaft 16 is less than or equal to the oil pump required rotation speed, and is stopped when the rotation speed of the first shaft 16 is higher than the oil pump rotation speed.

For example, the hybrid control module 81 rotates the stopped starter motor 1 in the initial stage of re-acceleration after starting the engine after deceleration, that is, when “required number of revolutions of the oil pump ≧ the number of revolutions of the first shaft 16”. At the same time, the rotational speed is increased (increased) to a region higher than the required rotational speed of the oil pump.
At this time, since the rotational speed of the second shaft 17 is higher than the rotational speed of the first shaft 16, the first one-way clutch 13e idles and the second one-way clutch 13f is engaged.
Thereby, the oil pump 14 is driven by the starter motor 1. For this reason, the oil pump 14 is driven at an oil pump required rotational speed or more. Thereby, the discharge pressure from the oil pump 14 is ensured in the HEV mode. When the rotation speed of the second shaft 17 increases and the rotation speed of the second shaft 17 becomes higher than the rotation speed of the first shaft 16, the first one-way clutch 13e is idled by mechanical automatic control, The second one-way clutch 13f is engaged.

In addition, the hybrid control module 81 stops the starter motor 1 during high-load traveling such as an uphill road during HEV traveling, that is, when “the required rotational speed of the oil pump <the rotational speed of the first shaft 16”.
At this time, since the rotation speed of the first shaft 16 is higher than the rotation speed of the second shaft 17, the first one-way clutch 13e is engaged and the second one-way clutch 13f is idling.
Thereby, the oil pump 14 is driven by the horizontal engine 2 or the horizontal engine 2 and the motor / generator 4 which are driving sources. For this reason, the oil pump 14 is driven at a higher rotational speed than the required rotational speed of the oil pump. Thereby, the discharge pressure from the oil pump 14 is ensured in the HEV mode. When the rotation speed of the first shaft 16 increases and the rotation speed of the first shaft 16 becomes higher than the rotation speed of the second shaft 17, the first one-way clutch 13e is engaged by mechanical automatic control. The second one-way clutch 13f is idling. Further, the hybrid control module 81 continues the rotation of the starter motor 1 until the rotational speed of the first shaft 16 becomes higher than the required rotational speed of the oil pump.

Then, when the rotational speed of the first shaft 16 that is higher than the required oil pump speed decreases and becomes equal to or lower than the required oil pump speed, the hybrid control module 81 rotates the starter motor 1 as described above. In the opposite case, the hybrid control module 81 stops the starter motor 1.
In either case, the first one-way clutch 13e and the second one-way clutch 13f are mechanically engaged (fastened) with the one-way clutch disposed at the higher rotation speed of the first shaft 16 and the second shaft 17 ) In other words, the idling / engagement of the one-way clutches 13e and 13f is mechanically and automatically controlled by the select high of the rotational speeds of the first shaft 16 and the second shaft 17.
In this way, the drive of the oil pump 14 is switched between the drive sources 2 and 4 and the starter motor 1. Thereby, the oil pump 14 is driven by either the starter motor 1 or the motor / generator 4. For this reason, the oil pump 14 is driven at an oil pump required rotational speed or more. Thereby, the discharge pressure from the oil pump 14 is ensured in the HEV mode.

[In-vehicle oil pump drive switching action]
For example, an engine, an electric motor, a power transmission shaft for transmitting the power of the engine / motor to drive wheels, an oil pump of a transmission connected to the power transmission shaft via a clutch, and a speed change via a rotary shaft A vehicle power transmission device that is connected to an oil pump of a machine and includes an auxiliary motor that is connected to an engine via a rotary shaft, a clutch, and a power transmission shaft is used as a comparative example. According to the vehicle power transmission device of this comparative example, the auxiliary motor is commonly used for driving the oil pump and starting the engine. Oil pump drive and engine start can be switched by engaging / disengaging the clutch by hydraulic operation. The oil pump is driven by an auxiliary motor or an engine.

  However, when switching the oil pump from driving by the auxiliary motor to driving by the engine in the vehicle power transmission device, the clutch engagement control is controlled until it is determined that the rotational speed of the power transmission shaft exceeds the rotational speed of the rotational shaft. Cannot be executed. When the clutch is engaged in a state where the rotational speed of the power transmission shaft is lower than the rotational speed of the rotational shaft, the rotational speed of the rotational shaft is synchronized with the rotational speed of the power transmission shaft, so that the rotational speed of the oil pump decreases. For this reason, the oil pump cannot be driven at an optimum rotation.

  As described above, there is a problem that the oil pump cannot be driven at an optimum rotation.

  On the other hand, in the first embodiment, when the first one-way clutch 13e and the second one-way clutch 13f switch the oil pump 14 between driving by the driving sources 2 and 4 and driving by the starter motor 1, the driving source 2 The one-way clutch arranged at the higher rotational speed of the first shaft 16 connected to 4 and the second shaft 17 connected to the starter motor 1 is mechanically fastened. That is, of the first shaft 16 and the second shaft 17, when the rotation speed of the first shaft 16 is high, the first one-way clutch 13e is mechanically engaged, and when the rotation speed of the second shaft 17 is high. The second one-way clutch 13f is mechanically engaged.

  That is, when the oil pump 14 is switched between driving by the driving sources 2 and 4 and driving by the starter motor 1, a complicated electronic control system such as a sensor or a controller is not required, and the first connected to the driving sources 2 and 4. Engagement / release of the one-way clutches 13e and 13f is mechanically and automatically controlled by selecting high of the rotation speed of the second shaft 17 connected to the first shaft 16 and the starter motor 1. For this reason, the oil pump 14 is driven by one of the drive source (horizontal engine 2, motor / generator 4) and the starter motor 1. Then, the oil pump 14 creates hydraulic pressure to the necessary part. Thereby, the discharge pressure from the oil pump 14 is ensured. Therefore, the driving of the oil pump 14 can be switched with a simple configuration.

  In addition, since the engagement / release of the one-way clutches 13e and 13f is mechanically automatically controlled by selecting the rotational speed, the oil pump 14 is driven between the drive by the drive sources 2 and 4 and the drive by the starter motor 1. There is no limit to the switching timing. For this reason, the oil pump 14 can be driven with the optimum rotation.

  As a result, the oil pump 14 can be driven at an optimum rotation while having a simple configuration.

  In the first embodiment, a configuration is adopted in which the driving source is the horizontal engine 2 and the auxiliary motor is the starter motor 1 that starts the horizontal engine 2.

For this reason, the engine 2 can be started by the starter motor 1. Moreover, the starter motor 1 can drive the oil pump 14 when the engagement of the second one-way clutch 13f is mechanically automatically controlled by the select high of the rotational speed.
As a result, the starter motor 1 can be used for both engine start and oil pump drive.

  In the first embodiment, when starting the horizontal engine 2, the third clutch 12 is released, and the pinion gear Pi provided on the motor shaft 17 a of the starter motor 1 is connected to the ring gear Ri provided on the crankshaft of the horizontal engine 2. A meshing configuration was adopted.

For example, if the auxiliary motor is responsible for the oil pump load when starting the engine, such as at a very low temperature, a high-power auxiliary motor is required, which increases the ease of mounting on the vehicle and the cost.
Furthermore, when a simple starter motor is used as the auxiliary motor, it is difficult to control at a stable rotational speed. In addition, since the rotational speed of the power transmission shaft cannot be easily changed, the clutch can be connected only in a limited operating state.

On the other hand, in the first embodiment, when the horizontal engine 2 is started by the starter motor 1, the third clutch 12 is released, so that the oil pump load that the starter motor 1 is responsible for is cut off. For this reason, since the output of the starter motor 1 can be suppressed, the starter motor 1 can be reduced in size.
Moreover, in the first embodiment, when the engagement of the second one-way clutch 13f is mechanically automatically controlled by the select high of the rotational speed, the oil pump 14 is driven by the starter motor 1, so the controllability of the starter motor 1 is increased. Can be relaxed. For this reason, the existing starter motor 1 which is cheaper and smaller than the three-phase AC motor capable of controlling the motor speed and torque of the starter motor 1 can be used.
As a result, the mounting property on the vehicle can be improved and the cost can be reduced.
Since the pinion gear Pi is not meshed with the ring gear Ri except when the engine is started, the starter motor 1 does not bear the engine load of the horizontally mounted engine 2. For this reason, when the oil pump 14 is driven by the starter motor 1, the output of the starter motor 1 can be suppressed as compared with the case where the starter motor 1 is responsible for the engine load. For this reason, the starter motor 1 can be reduced in size. Thereby, while being able to improve the mounting property to a vehicle, cost can be reduced more.

In the first embodiment, a configuration is adopted in which transmission of rotational drive from the starter motor 1 to the oil pump 14 is connected / disconnected by the third clutch 12 in conjunction with the operation of the pinion gear Pi.
As a result, control of the third clutch 12 can be omitted by controlling the operation of the pinion gear Pi.

Next, the effect will be described.
In the on-vehicle oil pump drive switching device according to the first embodiment, the following effects can be obtained.

(1) Drive source (horizontal engine 2, motor / generator 4),
An auxiliary motor (starter motor 1);
An oil pump 14 that is driven by any one of a drive source (horizontal engine 2, motor / generator 4) and an auxiliary motor (starter motor 1), and generates hydraulic pressure to a necessary part;
A first pulley member (first sprocket 13a) coupled to a first shaft 16 for transmitting rotational driving from a drive source (horizontal engine 2, motor / generator 4);
A second pulley member (second sprocket 13b) connected to the second shaft 17 for transmitting rotational driving from the auxiliary motor (starter motor 1);
A third pulley member (third sprocket 13c) coupled to a third shaft 18 that transmits rotational drive to the oil pump 14.
A belt member (chain belt 13d) stretched over the first pulley member (first sprocket 13a), the second pulley member (second sprocket 13b) and the third pulley member (third sprocket 13c);
With
It is interposed between the first shaft 16 and the first pulley member (first sprocket 13a), and mechanically transmits the rotational drive from the drive source (horizontal engine 2, motor / generator 4) to the oil pump 14. A first one-way clutch 13e to be connected and disconnected;
A second one-way clutch that is interposed between the second shaft 17 and the second pulley member (second sprocket 13b) and mechanically connects and disconnects the transmission of rotational drive from the auxiliary motor (starter motor 1) to the oil pump 14. 13f, and
The first one-way clutch 13e and the second one-way clutch 13f are driven when the oil pump 14 is switched between driving by a driving source (horizontal engine 2, motor / generator 4) and driving by an auxiliary motor (starter motor 1). A one-way clutch arranged at the higher rotational speed of a first shaft 16 connected to a power source (horizontal engine 2, motor / generator 4) and a second shaft 17 connected to an auxiliary motor (starter motor 1) is a machine. Conclude.
For this reason, the oil pump 14 can be driven with an optimum rotation while having a simple configuration.

(2) The drive source is the engine (horizontal engine 2),
The auxiliary motor is a starter motor 1 that starts the engine (horizontal engine 2).
For this reason, in addition to the effect of (1), the starter motor 1 can be used for both engine start and oil pump drive.

(3) A clutch (third clutch 12) is provided between the starter motor 1 and the second pulley member (second sprocket 13b), and connects and disconnects transmission of rotational drive from the starter motor 1 to the oil pump 14. ,
When starting the engine (horizontal engine 2), the clutch (third clutch 12) is released and the starter motor 1 is connected to the ring gear Ri provided on the crankshaft (crankshaft 16a) of the engine (horizontal engine 2). A pinion gear Pi provided on the motor shaft 17a is engaged.
For this reason, in addition to the effect of (2), it is possible to improve the mounting property on the vehicle and to reduce the cost.

(4) The clutch (third clutch 12) connects / disconnects transmission of rotational drive from the starter motor 1 to the oil pump 14 in conjunction with the operation of the pinion gear Pi.
For this reason, in addition to the effect of (3), the control of the third clutch 12 can be omitted by controlling the operation of the pinion gear Pi.

The second embodiment is a modification of the third clutch 12 of the first embodiment.
Hereinafter, the configuration of the main part of the second embodiment will be described with reference to FIGS.

As shown in FIG. 7, the third clutch 100 is a non-contact magnet coupling interposed between the starter motor 1 and the oil pump drive switching mechanism 13. This magnet coupling is in a non-contact state, and the rotational drive from the starter motor 1 is transmitted by magnetism. That is, based on FIG. 8, a predetermined transmission possible distance is obtained when the clutch member of the third clutch 100 disposed on the starter motor side is transferred to the clutch member of the third clutch 100 disposed on the oil pump drive switching mechanism side. Rotation drive is transmitted by approaching. The predetermined transmittable distance is a distance at which the rotational drive from the starter motor 1 can be transmitted by magnetism in a non-contact state.
Hereinafter, in a non-contact state, the case where the rotational drive is transmitted by magnetism is referred to as fastening of the third clutch 100, and the case where the rotational drive is not transmitted by magnetism is referred to as release of the third clutch 100.

In the third clutch 100, the clutch member of the third clutch 100 disposed on the starter motor side is connected to the motor shaft 17a, and the clutch member is interlocked with the axial movement of the motor shaft 17a. In other words, the clutch member is interlocked with the operation of the pinion gear Pi. That is, when the horizontally mounted engine 2 is started, the pinion gear Pi meshes with the ring gear Ri, so that the third clutch 100 is released. In other cases, as shown in FIG. 7, the third clutch 100 is engaged. . When the third clutch 100 is engaged, the pinion gear Pi is provided closer to the oil pump drive switching mechanism than the flywheel FW, as shown in FIG.
In the second embodiment, when the horizontal engine 2 is started, the motor shaft 17a is contracted and the pinion gear Pi is meshed with the ring gear Ri. In other cases, the pinion gear Pi is set as shown in FIG. Do not mesh with ring gear Ri. After the horizontal engine 2 is started, the motor shaft 17a is extended and returned to its original state, and the meshing of the ring gear Ri and the pinion gear Pi is released.

The clutch member of the third clutch 100 arranged on the starter motor side is made of a non-magnetic dust cover 101 (partition wall) made of stainless steel or the like so that dust generated from the first clutch 3 that is a dry multi-plate friction clutch does not adhere. ).
Here, the dust adheres to the clutch member of the third clutch 100 and prevents the third clutch 100 from being engaged / released. The dust cover 101 may be configured to interlock with the axial movement of the motor shaft 17a or may not be interlocked.
Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the “drive switching operation of the vehicle oil pump” in the drive switching device of the vehicle oil pump according to the second embodiment will be described.

  In the second embodiment, the third clutch 100 is a non-contact magnet coupling and adopts a configuration in which transmission of rotational drive from the starter motor 1 to the oil pump 14 is connected / disconnected.

That is, since the transmission of the rotational drive is disconnected and connected by non-contact, it is possible to suppress the generation of dust caused by friction and the noise caused by friction. In addition, the non-contact magnet coupling reduces centering during device assembly. That is, since the rotational drive is transmitted by magnetism, even if there is a slight misalignment, the transmission of the rotational drive is not affected. As a result, the mountability on the vehicle can be further improved.
Further, the dust cover 101 prevents dust from adhering to the clutch member of the third clutch 100. For this reason, the engagement / release of the third clutch 100 can be prevented from being hindered by dust.
It should be noted that only the operation of the third clutch of the first embodiment and the second embodiment is different, and the drive switching pattern of the oil pump in the other operation / drive modes is the same as that of the first embodiment, and thus the description thereof is omitted.

Next, the effect will be described.
In the on-vehicle oil pump drive switching device of the second embodiment, the effects listed below can be obtained.

(5) The clutch (third clutch 12) is a non-contact magnet coupling, and connects / disconnects transmission of rotational drive from the starter motor 1 to the oil pump 14.
For this reason, in addition to the effects of the effects (1) to (2) of the first embodiment and the effects (3) or (4) of the first embodiment, the mountability on the vehicle can be further improved.

  As mentioned above, although the drive switching apparatus of the vehicle-mounted oil pump of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1-2 about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first and second embodiments, the belt-type continuously variable transmission 6 that is the continuously variable transmission CVT is shown as the transmission. However, the configuration is not limited to those shown in the first and second embodiments. For example, the belt type continuously variable transmission 6 may be another continuously variable transmission CVT, and the continuously variable transmission CVT may be an automatic transmission AT or MT transmission. Moreover, not only a continuously variable transmission but a stepped transmission may be used.

  In the first and second embodiments, the third clutches 12 and 100 are configured such that the clutch members of the third clutches 12 and 100 disposed on the starter motor side are connected to the motor shaft 17a, and the clutch members are connected to the motor shaft 17a. An example of interlocking with axial movement was shown. However, the configuration is not limited to that shown in the first embodiment. For example, the third clutches 12 and 100 may be controlled by hydraulic pressure in the same manner as the first clutch 3 and the second clutch 5.

  In the first and second embodiments, the first to third pulley members are the first to third sprockets 13a, 13b, and 13c, and the belt member is the chain belt 13d. However, the configuration is not limited to those shown in the first and second embodiments. For example, the pulley member may be a pulley and the belt member may be a belt. The pulley member may be a roller. Further, the pulley member and the belt member may be provided with a step for preventing the belt member from slipping at a portion in contact with the belt member and the pulley member.

  In Example 2, the example which covers the clutch member of the 3rd clutch 100 arrange | positioned at the starter motor side with the dust cover was shown. However, the configuration is not limited to that shown in the second embodiment. For example, if there is a possibility that dust that prevents the engagement / release of the third clutch 100 may adhere to the clutch member of the third clutch 100 arranged on the oil pump drive switching mechanism side, the clutch member is attached to the dust cover 101. Cover. In other words, the clutch member may be covered with the dust cover 101 if there is a risk of dust adhering to the clutch member, and may not be covered with the dust cover 101 if there is no risk of adhesion.

  In Examples 1-2, the example which applies the drive switching device of the in-vehicle oil pump of the present invention to an FF hybrid vehicle was shown. However, the configuration is not limited to those shown in the first and second embodiments. For example, you may apply also to FR hybrid vehicle, 4WD hybrid vehicle, and a hybrid vehicle. In addition, the drive switching device for an in-vehicle oil pump according to the present invention can be applied not only to a hybrid vehicle but also to a plug-in hybrid vehicle, an electric vehicle, an engine vehicle (an internal combustion engine vehicle), and the like.

1 Starter motor (auxiliary motor)
2 Horizontal engine (drive source, engine)
4 Motor / generator (drive source)
12,100 Third clutch (clutch)
13a First sprocket (first pulley member)
13b Second sprocket (second pulley member)
13c 3rd sprocket (3rd pulley member)
13d Chain belt (belt member)
13e First one-way clutch 13f Second one-way clutch 14 Oil pump (vehicle oil pump)
16 First shaft 16a Crankshaft (first shaft)
17 2nd axis 18 3rd axis
Ri ring gear
Pi pinion gear

Claims (3)

The engine that is the drive source,
An auxiliary motor;
An oil pump that is driven by one of the engine and the auxiliary motor and creates hydraulic pressure to a required part;
A first pulley member coupled to a first shaft for transmitting rotational driving from the engine ;
A second pulley member coupled to a second shaft for transmitting rotational driving from the auxiliary motor;
A third pulley member coupled to a third shaft for transmitting rotational driving to the oil pump;
A belt member stretched over the first pulley member, the second pulley member, and the third pulley member;
With
A first one-way clutch that is interposed between the first shaft and the first pulley member, and mechanically connects and disconnects transmission of rotational drive from the engine to the oil pump;
A second one-way clutch that is interposed between the second shaft and the second pulley member and mechanically connects and disconnects transmission of rotational drive from the auxiliary motor to the oil pump;
A clutch that is provided on the motor shaft of the auxiliary motor, and that connects and disconnects transmission of rotational drive from the auxiliary motor to the oil pump ;
The first one-way clutch and the second one-way clutch are connected to the first shaft connected to the engine and the auxiliary motor when the oil pump is switched between driving by the engine and driving by the auxiliary motor. A one-way clutch disposed on the higher rotation speed of the second shaft is mechanically fastened ,
When starting the engine, release the clutch, mesh the pinion gear provided on the motor shaft with the ring gear provided on the crankshaft of the engine,
The clutch cuts off the transmission of rotational drive from the auxiliary motor to the oil pump in conjunction with the axial movement of the motor shaft based on the movement operation to the position where the pinion gear meshes with the ring gear. Car oil pump drive switching device. In the in-vehicle oil pump drive switching device according to claim 1,
Before SL auxiliary motor drive switching device of a vehicle-mounted oil pump, which is a starter motor for starting the engine. In the on-vehicle oil pump drive switching device according to claim 2 ,
The on-vehicle oil pump drive switching device, wherein the clutch is a non-contact magnet coupling, and connects and disconnects rotation drive from the starter motor to the oil pump.