JPH065035B2 - Vehicle engine accessory control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine accessory control device, and more specifically, a hydraulic clutch is provided in a power transmission system to the accessory, and the crank is attached to the hydraulic clutch. Auxiliary engine control that simplifies the configuration of the control system and saves power by guiding pressure oil discharged from an oil pump that is integrally driven by the shaft by controlling it with an electromagnetic valve etc. according to the rotation speed of the crankshaft Regarding the device.

(Prior Art) Generally, in an automobile, a compressor of an air conditioner,
An auxiliary machine such as an oil pump of a generator and a power steering device is supported by an engine body, and the auxiliary machine is driven by connecting a coil shaft between the auxiliary machine and the engine with a transmission device.

In recent years, such vehicles have been equipped with an engine accessory control device that controls the power transmitted to the accessory according to the operating state of the engine, etc. to reduce the load on the starter motor during cranking (engine start). To be Conventionally, this type of engine control device has a crank pulley attached to an end of a crank shaft via an electromagnetic clutch, and a belt is used to transmit power between the crank pulley and an accessory pulley provided on a rotary shaft of an accessory. It is mounted as much as possible, and the power transmitted to the auxiliary machine is controlled by an electromagnetic clutch (see Japanese Utility Model Publication No. 61-46179).

(Problems to be solved by the present invention) However, in the conventional engine accessory control device as described above, since the energization to the electromagnetic clutch is controlled to control the power transmitted to the accessory, There is a problem in that the power consumption of the clutch and the like is large and the load on the battery during cranking is large.

The present invention has been made in view of the above problems, and an engine accessory control that can reduce the load of a starter motor or the like by cutting off the accessory from the crankshaft without consuming electric power or the like during low speed rotation such as cranking. The purpose is to provide a device.

(Means for Solving Problems) The present invention relates to an engine accessory control device for an automobile, in which an accessory supported by an engine body is connected to a crankshaft so that power can be transmitted, and the accessory is driven by the crankshaft. A pressure oil source driven by the crankshaft to generate a low oil pressure when the crankshaft rotates at a low speed and a high oil pressure when the crankshaft rotates at a high speed; and a power transmission system provided from the crankshaft to the auxiliary machine. It is a gist that a hydraulic clutch is provided for connecting at a high pressure and disconnecting at a low pressure according to the hydraulic pressure supplied from the hydraulic source.

(Operation) According to the engine accessory control device for an automobile according to the present invention, the hydraulic power source is driven by the crankshaft to supply a low pressure to the hydraulic clutch when the crankshaft rotates at a low speed and a high pressure when the crankshaft rotates at a high speed. The hydraulic clutch disconnects the crankshaft and the auxiliary machine when the hydraulic pressure is low, and connects the crankshaft and the auxiliary machine so that power can be transmitted when the hydraulic pressure is high. For this reason, when the engine output power is low and the engine rotates at low speed, for example,
During cranking, the load on the starter motor can be reduced and the engine can be started smoothly without consuming power, and the load on the battery can be reduced.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

1 to 3 show an engine accessory control device for an automobile according to an embodiment of the present invention. FIG. 1 is a schematic front view of the engine, FIG. 2 is a schematic rear view of the engine, and FIG. It is a principal part expanded sectional view.

In the figure, reference numeral 11 denotes an engine. The engine case 12 of the engine 11 includes a crankshaft 1 in the engine case 12.
3 and an accessory drive shaft 15 are supported in parallel, and engine accessories such as an oil pump 15a of a power steering device, a generator 15 and a compressor 15c of an air conditioner are attached to the outer wall. These oil pumps 15
a, the generator 15b, and the compressor 15c (hereinafter collectively referred to as "auxiliary equipment 15") are each equipped with an auxiliary equipment pulley 4 on its rotary shaft.
0a, 40b, 40c (hereinafter represented by numbers without subscripts) are fixedly installed, and these accessory pulley 40 and accessory drive shaft 1
Belts 16a, 16b, and 16c (hereinafter represented by numbers without suffixes) are mounted between the crank pulley 17 and the crank pulley 17, which are fixed to the No. 4, so that power can be transmitted.

The crankshaft 13, as shown in FIGS. 2 and 3,
A flywheel 18 is fixed to one end on the right side in FIG.
A drive pulley 19 is provided in the interior of the drive unit 2 via an elastic bush 20. The accessory drive shaft 14 has a driven pulley 21 rotatably supported at one end on the right side in FIG. 3 via a ball bearing 22 and the other end on the left side in the figure protruding outside the engine case 12. The above-mentioned crank pulley 17 is fixed to the portion. As shown in FIG. 2, the drive pulley 19 of the crankshaft 13 and the driven pulley 2 of the accessory drive shaft 14
A timing belt 24 is mounted between 1 and the cam pulley 23 fixedly mounted on the cam shaft of the valve mechanism so that power can be transmitted. The timing belt 24
Can be replaced by a timing chain or a gear mechanism.

The auxiliary machine drive shaft 14 is provided with a hydraulic clutch 25 that can connect and disconnect the auxiliary machine drive shaft 14 and the driven pulley 21 between the auxiliary machine drive shaft 14 and the driven pulley 21. The hydraulic clutch 25 includes a driven disc 26 that is serrated and coupled to the accessory drive shaft 14 so as to move axially and integrally rotate, a drive disc 27 fixedly mounted on the driven pulley 21 so as to be in frictional contact with the driven disc 26, and an auxiliary clutch. A cylinder member 28 fixedly mounted on the machine drive shaft 14, a piston 29 that accommodates the driven disk 26 in the cylinder member 28 so as to be able to be pressed to define an oil chamber 28a, the piston 29 and the driven disk 26. And a spring 30 compressed between the two. In the hydraulic clutch 25, when pressure oil is supplied to the oil chamber 28a, the disks 26 and 27 are pressed by the piston 29 to make frictional contact, and the driven pulley 21, that is, the crank shaft 13 and the accessory drive shaft 14 are connected. .

As shown in FIG. 3, the auxiliary machine drive shaft 14 has an oil hole 14a extending in the axial direction and two through holes 14b, 14c penetrating radially from the peripheral surface and opening in the oil hole 14a. Are formed. In the oil hole 14a, a buffer piston 31 is slidably fitted at the left end in the figure to define a buffer chamber 31a opened in the oil hole 14a and a back chamber 31b opened in the discharge hole 31c. The buffer piston 31 is biased toward the buffer chamber 31a by the spring 32 housed in the back chamber 31b, and responds to the hydraulic pressure in the buffer chamber 31a and the elastic force of the spring 32. The buffer piston 31 is displaced according to the oil pressure in the oil hole 14a to absorb the pulsation of the pressure oil in the oil hole 14a, and when the oil pressure in the oil hole 14a is excessive, the buffer chamber 31
The discharge hole 31c is opened in a to function as a relief valve. The through hole 14b on the right side of the drawing communicates with the oil chamber 28a of the hydraulic clutch 25, and the through hole 14c on the left side of the drawing communicates with an oil hole of the engine case 12 described later. In addition,
The aforementioned discharge hole 31c is connected to a reservoir tank or the like (not shown).

The engine case 12 has a first oil hole 12a extending in a direction perpendicular to the accessory drive shaft 14 and communicating with the through hole 14c.
And the second oil hole 12 extending parallel to the accessory drive shaft 14.
b is formed, and an electromagnetic valve 33 that can open and close the second oil hole 12b is provided. The right end of the second oil hole 12b communicates with the upper end of the first oil hole 12a, and the left end of the second oil hole 12b is connected to an oil pump (not shown). The second oil hole 12b has a throttle 8 between the electromagnetic valve 33 and the pump.
0 is formed. The throttle 80 prevents the discharge pressure of the pump from decreasing when the electromagnetic valve 33 is opened. The oil pump may be the crankshaft 13 or the crankshaft 13
Driven by a drive shaft or the like that rotates integrally with the oil tank, the oil in the reservoir tank is pressurized and discharged. The electromagnetic valve 33 is
It is connected to a control circuit (not shown) and controlled according to the rotation speed of the crankshaft 13 and the like. In this electromagnetic valve 33, a plunger that projects into the second oil hole 12b and opens and closes the oil hole 12b is formed in a tapered shape or the like, and is configured to suppress fluctuations in hydraulic pressure during opening and closing.

Next, the operation of this embodiment will be described.

In this engine accessory drive device, the crankshaft 13
The accessory drive shaft 14 is supported in parallel with the
One end of the crankshaft 13 on the flywheel 18 side
Is connected to the auxiliary drive shaft 14 by a timing belt 24, a crank pulley 17 is attached to the other end of the auxiliary drive shaft 14, and the auxiliary pulley 15 is connected to the auxiliary drive shaft 14 by a belt 16 mounted on the crank pulley 17. A hydraulic clutch 25 is attached to and the transmission power to the auxiliary machine 15 is controlled by the clutch 25. Therefore, the auxiliary machine 15 has a crankshaft 13
From the timing belt 24, the hydraulic clutch 25, the accessory drive shaft 14, the crank pulley 17 and the pulley 40, power is transmitted. Since the hydraulic clutch 25 can be arranged in the extra space on the accessory drive shaft 14, the engine 11
Can be downsized in the axial direction of the crankshaft 13 without increasing in size in the direction perpendicular to the crankshaft 13.

On the other hand, this engine accessory control system uses the hydraulic clutch 25.
Is controlled by the electromagnetic valve 33 according to the operating state of the engine 11 as follows. First, at the time of cranking, the electromagnetic valve 33 is opened to guide the pressure oil discharged by the oil pump to the oil chamber 28a of the hydraulic clutch 25. However, the oil pressure generated by the oil pump at the time of cranking is small and the hydraulic clutch 25 is Keep shut off. Therefore, the auxiliary machine 15 is not connected to the crankshaft 13 during cranking, and the load on the starter motor or the like is reduced.

Further, even when the engine 11 is in the idle state, the electromagnetic valve 33 is opened to guide the pressure oil discharged by the oil pump to the hydraulic clutch 25. At this time, since the oil pump is driven by the crankshaft 13 to generate a large oil pressure, the hydraulic clutch 25 connects the driven pulley 21 and the accessory drive shaft 14 to drive the accessory 15. When shifting from the cranking state to the idle state, the hydraulic clutch 25 gradually shifts to the connected state as the hydraulic pressure generated by the oil pump increases, so that excessive tension acts on the belts 16, 24 and the like. Can be prevented.

Further, when the rotation speed of the crankshaft 13 of the engine 11 is excessive, the electromagnetic valve 33 is closed and the hydraulic clutch 25 is disengaged. Therefore, the auxiliary machine 15 is not driven,
It is possible to prevent inconveniences such as the auxiliary machine 15 being driven at high speed.
Here, when the engine 11 shifts from a steady rotation state to a rotation state at an excessive rotation speed, or when a rotation state at an excessive rotation speed shifts to a steady rotation state, the electromagnetic valve 33 closes or opens. The solenoid valve 33 has a tapered tapered portion formed on the plunger to prevent a sudden change in hydraulic pressure. Therefore, the hydraulic clutch 2
5, a kind of slip control is performed, and it is possible to prevent excessive tension from acting on the belts 16 and 24 in an impact manner.

As described above, in this engine accessory control device, the electromagnetic clutch 33 controls the hydraulic clutch 25 to control the accessory 1
Since the drive control of No. 5 is performed, the power consumption can be reduced, and the pressure oil discharged from the oil pump integrally driven with the crankshaft 13 is guided to the hydraulic clutch 25, so that the load on the battery can be reduced during cranking. The control can be simplified without requiring special control.

(Effects of the Invention) As described above, according to the engine accessory control device for an automobile of the present invention, when the rotational speed is low according to the rotational speed of the crankshaft driven by the crankshaft, the low pressure and the rotational speed are high. By supplying hydraulic pressure to the hydraulic clutch from a hydraulic source that sometimes generates high hydraulic pressure, the hydraulic clutch is used to disconnect the auxiliary machine from the crankshaft during low speed rotation. The auxiliary machine can be disconnected from the crankshaft during low speed rotation, the load on the starter motor can be reduced to reduce the load on the battery, and the engine load during low speed rotation can be reduced to stabilize operation. The effect is obtained.

[Brief description of drawings]

1 to 3 show a vehicle engine accessory control system according to an embodiment of the present invention. FIG. 1 is a front view of the engine, FIG. 2 is a rear view of the engine, and FIG. It is an expanded sectional view. 11 ... Engine, 12 ... Engine case 13 ... Crank shaft, 14 ... Auxiliary machine drive shaft 15, 15a, 15b, 15c ... Auxiliary machine 16, 16a, 16b, 16c ... Belt 17 ... Crank pulley 18 ...... Flywheel 19 ...... Drive pulley, 21 ...... Drive pulley 25 ...... Hydraulic clutch 33 ...... Electromagnetic valve 40 ...... Auxiliary pulley

Claims (2)

[Claims] 1. An engine accessory control device for an automobile, in which an accessory supported by an engine body is connected to a crankshaft so that power can be transmitted, and the accessory is driven by the crankshaft, the crank being driven by the crankshaft. A hydraulic pressure source that generates a low pressure when the shaft rotates at a low speed and a high pressure when the shaft rotates at a high speed, and a power transmission system from the crankshaft to the auxiliary machine, which is connected to the hydraulic pressure supplied from the hydraulic source. According to another aspect of the present invention, there is provided a hydraulic engine clutch control device that engages at high pressure and disconnects at low pressure. 2. The engine accessory control device for an automobile according to claim 1, wherein the hydraulic clutch disconnects between the accessory and the crankshaft during engine cranking. .