JPH0858423A - Auxiliary drive device - Google Patents

Abstract

PURPOSE: To reduce shock caused by loading fluctuation on an auxiliary side so as to improve durability by providing such a controller that decelerates a shift mechanism once and after elapsing prescribed seconds, intermittently place the auxiliary clutch in connection when the shift mechanism and the auxiliary clutch are intermittently connected to each other. CONSTITUTION: Open/close operation of an electromagnetic crutch of a 2-range shift mechanism 5 and an electromagnetic clutch 13 of an air compressor 11 in an auxiliary drive is performed by a controller. When the air compressor 11 is coupled, the controller shifts the 2-range shift mechanism 5 to the low speed side according to ON signal of the electromagnetic clutch 13. After elapsing t1 seconds, the air compressor 11 is connected in such a state as coupled with the electromagnetic clutch 13 and after elapsing another t2 seconds, the 2-range shift mechanism is shifted to the high speed side. This t1 second is the time necessary for shifting the 2-range shift mechanism 5 to the low speed side and the t2 second is the time necessary for the air compressor 11 in a stopped state to be accelerated to the prescribed rotation speed. These are stored in the controller beforehand.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle accessory drive system.

[0002]

2. Description of the Related Art FIG. 4 is disclosed in JP-A-60-128937.
Such an accessory drive device 201 is described. This is configured to drive the auxiliary power such as the compressor 207, the alternator 209, and the water pump 211 with the driving force of the engine 205 via the two-stage speed change mechanism 203, and according to the rotation speed fluctuation of the engine 205. The speed change mechanism 203 is operated to change the speed of the auxiliary machine to be small, and the speed change shock of the speed change mechanism 203 is reduced so that the electromagnetic force 213, 215 and the belt transmission mechanisms 217, 219, 221 for connecting and disconnecting the driving force. It reduces slippage and wear of 223 etc.

[0003]

However, in the accessory drive device 201, as described above, only the gear shift operation of the speed change mechanism 203 is performed in accordance with the engine speed, and the load due to the intermittent connection of the accessory is reduced. It does not respond to fluctuations.

Therefore, for example, when the auxiliary gear is suddenly connected while the transmission 203 is being shifted to the high speed side, the engine shock greatly changes due to the connecting shock, and not only a shock noise is generated but also the electromagnetic clutch 213, 3. Two
15, belt transmission mechanisms 217, 219, 221, 223
Etc., the durability is significantly reduced.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an accessory drive device that reduces shocks due to load fluctuations on the accessory side.

[0006]

SUMMARY OF THE INVENTION An accessory drive system according to a first aspect of the present invention is a gear change mechanism for changing the driving force of an engine, an accessory clutch for connecting and disconnecting the gear change mechanism and the accessory, and an accessory clutch for connecting and disconnecting. In this case, the controller is characterized by further comprising: a controller for temporarily decelerating the speed change mechanism and disengaging the auxiliary machine clutch when a predetermined time elapses.

In the accessory drive system of the second invention, the speed change mechanism is
The first gear to which the driving force of the engine is input and the second gear on the output side
A gear, a third gear that is locked to the fixed side via an electromagnetic clutch, and a one-way clutch that allows relative rotation between the first gear and the second gear when the third gear is locked. 2. The auxiliary machine drive device according to claim 1, wherein the auxiliary machine clutch is a planetary gear type speed change mechanism in which the electromagnetic clutch is disengaged in two stages, and an auxiliary machine clutch is arranged between the second gear and the auxiliary machine. Is.

In the accessory drive system of the third invention, the speed change mechanism is
The accessory drive device according to claim 1, which is a belt-type continuously variable transmission.

[0009]

In the accessory drive device of each invention, the speed change mechanism is temporarily decelerated and the accessory clutch is disengaged after a predetermined time has elapsed before the accessory clutch disposed between the speed change mechanism and the accessory is disengaged. As configured. Therefore, when connecting the auxiliary machinery, the stopped auxiliary machinery is first gradually accelerated after a predetermined time elapses, that is, in the decelerating state of the transmission mechanism, and then connected, and the transmission mechanism is accelerated. Also, when disconnecting the accessory, the accessory rotating at a high speed is disconnected after a predetermined time has elapsed, that is, after the speed change mechanism in the decelerating state decelerates the accessory.

In this way, since the load fluctuation due to the intermittent operation of the auxiliary equipment is moderated, the fluctuation of the engine speed and the shock noise are reduced, and the clutch, the driving force transmitting portion, the supporting portion, the belt transmitting mechanism, etc. which receive the load variation are reduced. Durability is improved.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to FIGS. This embodiment has the features of the second invention. FIG. 1 shows the configuration of this embodiment, FIG. 2 shows the speed change mechanism portion of this embodiment, and FIG. 3 is a waveform diagram showing the timing of connecting / disconnecting auxiliary equipment. It should be noted that members and the like to which reference numerals are not given are not shown.

FIG. 1 shows an accessory drive system 1 and an engine 3 of an embodiment. The accessory drive system 1 includes a two-stage speed change mechanism 5, belt transmission mechanisms 7 and 9, an air compressor 11, an air compressor. 11, an electromagnetic clutch 13 for connecting and disconnecting 11 (auxiliary machine clutch), a power steering oil pump 15,
It is composed of an alternator 17, a cooling fan 19 for the engine 3, a controller and the like.

The belt transmission mechanism 7 comprises a pulley 21 of the two-stage speed change mechanism 5, a pulley 23 of the air compressor 11, a pulley 25 of the oil pump 15, and two belts 27, 27 connecting these pulleys. There is. Further, the belt transmission mechanism 9 includes a pulley 21 of the two-stage speed change mechanism 5, a pulley 29 of the alternator 17 and a pulley 31 of the cooling fan 19.
And a belt 33 connecting these pulleys.

As described above, the air compressor 11 is connected to the two-stage transmission mechanism 5 via the belt transmission mechanism 7 and the electromagnetic clutch 13, and the oil pump 15 is connected to the belt transmission mechanism 7.
It is connected to the two-speed transmission mechanism 5 via. Further, the alternator 17 and the cooling fan 19 are connected to the two-stage transmission mechanism 5 via the belt transmission mechanism 9.

As shown in FIG. 1, the electromagnetic clutch 13 comprises an armature 39 connected to the input shaft 35 of the air compressor 11 via a disc spring 37, an electromagnetic coil 41, and a pulley 23. When the coil 41 attracts the armature 39 to the pulley 23 side, it is connected, and when the attraction of the armature 39 is stopped, the disc spring 37 releases the connection.

As shown in FIG. 2, the two-stage transmission mechanism 5 is a planetary gear type transmission mechanism, and includes an internal gear 43.
(First gear), outer and inner pinion gears 45, 47
(Second gear), sun gear 49 (third gear), electromagnetic clutch 51, one-way clutch 53, and the like.

The internal gear 43 is formed on a hub 55. The hub 55 has a key, a washer 57 and a bolt 59.
Are connected to the crankshaft 61 by. The pinion gears 45, 47 are supported on a pinion shaft 65 via a needle bearing 63, and both ends of the pinion shaft 65 are supported by left and right pinion carriers 67, 69. The sun gear 49 is formed on the hub 71, and bearings 73 and 75 are arranged between the hub 71 and the pinion carriers 67 and 69, respectively.

The pulley 21 is integrated with the left pinion carrier 67 by welding and is supported on the outer periphery of the hub 55 via bearings 77, 77. A seal 79 is arranged between the pulley 21 and the hub 55 to prevent oil leakage. The one-way clutch 53 is the hub 55.
And the right pinion carrier 69.

The electromagnetic coil 81 of the electromagnetic clutch 51 is fixed to a member 85 on the engine 3 side by a bolt 83, and supports a hub 91 of a brake member 89 via a bearing 87. The brake member 89 includes the hub 91, the armature 93, and the disc spring 95.
It is fixed to the hub 91 and the armature 93 by 97. The hub 91 is spline-connected to the hub 71 of the sun gear 49, and is prevented from falling off by the bolt 99.

When the electromagnetic coil 81 is excited, the armature 9
3 is attracted, the electromagnetic clutch 51 is connected, and the sun gear 49 is connected to the member 85 via the brake member 89 and locked. In this state, the rotation of the engine 3 is accelerated from the internal gear 43 through the pinion gears 45 and 47, and is transmitted to each auxiliary machine side such as the air compressor 11, the oil pump 15, the alternator 17, and the cooling fan 19. At this time, the internal gear 43 and the pinion gear 4
Relative rotation between 5, 47 (pinion carrier 69) is allowed by the one-way clutch 53.

When the excitation of the electromagnetic coil 81 is stopped,
The coupling of the electromagnetic clutch 51 is released by the biasing force of the disc spring 95, and the rotation of the engine is transmitted to each accessory side at a constant speed via the one-way clutch 53.

A damper 101 is attached to the pulley 21 with a bolt 103 to reduce the rotational vibration of the pulley 21 due to the gear shift of the two-step transmission mechanism 5.

The opening / closing operation of the electromagnetic clutch 51 of the two-stage transmission mechanism 5 and the electromagnetic clutch 13 of the air compressor 11 is performed by the controller. In particular, when connecting and disconnecting the air compressor 11 performed when the two-speed transmission mechanism 5 is switched to the high speed (acceleration) side, the controller shifts the two-speed transmission mechanism 5 as shown by the waveforms in FIG. Control.

FIG. 3 shows a waveform 105 of a signal for prompting the switching of the electromagnetic clutch 13, a waveform 107 showing the operation of the electromagnetic clutch 13, and a waveform 109 showing the shift operation of the two-step transmission mechanism 5.
Shows the change over time. The waveform 105 is sent to the controller from a pressure sensor arranged in each function or accumulator to which the pressure is supplied from the air compressor 11.

When the air compressor 11 is connected, the controller uses the ON signal 111 (waveform 1) of the electromagnetic clutch 13.
When it receives a rising portion (05), the two-stage transmission mechanism 5 is switched to the low speed (constant speed) side like the falling portion 113 on the waveform 109. Then, when t ₁ seconds (predetermined time) elapses, the controller determines that the rising portion 1 of the waveform 107
15, the electromagnetic clutch 13 is connected and the air compressor 11 is connected, and when t ₂ seconds elapse, the two-stage transmission mechanism 5 is moved to the high speed (acceleration) side as shown by the rising portion 117 on the waveform 109. Switch to.

This t ₁ second is the time required to switch the two-speed transmission mechanism 5 to the low speed side after receiving the ON signal 111 of the electromagnetic clutch 13, and t ₂ seconds is the predetermined time for the air compressor 11 in the stopped state. It is the time required to accelerate to the number of revolutions. These are stored in the controller in advance.

Further, when the controller receives the OFF signal 119 (falling portion on the waveform 105) of the electromagnetic clutch 13 when releasing the connection of the air compressor 11, like the falling portion 121 on the waveform 109, the controller receives: The two-speed transmission mechanism 5 is switched to the low speed side. Then t ₁ second (predetermined time)
When elapses, the controller releases the electromagnetic compressor 13 by disconnecting the electromagnetic clutch 13 and disconnecting the electromagnetic compressor 13 as in the falling portion 123 of the waveform 107.
After the release, the shift operation 125 is performed by switching to the speed increasing state or keeping the constant speed state.

This t ₁ second is the time required for the air compressor 11 rotating at a high speed to be decelerated to a predetermined rotation speed by switching the two-stage transmission mechanism 5 to the low speed side, and the controller is previously set. I remember it. Also, t ₂
Even in seconds, the time in which the operation of the electromagnetic clutch 13 for the compressor 11 stabilizes is stored in the controller in advance.

As described above, when the two-speed transmission mechanism 5 is on the high speed side, the two-speed transmission mechanism 5 is once switched to the low speed side, and after a predetermined time has elapsed, the air compressor 11 is connected and disconnected. If a speed-up driving force state is required, the controller returns it to the high-speed side after a predetermined time has passed. Therefore, the fluctuation of the load is gradual, and the shock due to the connection and disconnection is reduced, so that the fluctuation of the engine speed is reduced and the shock noise is reduced.
The electromagnetic clutch 51 of the speed change mechanism 5 and the air compressor 1
The durability of the electromagnetic clutch 13 and the belt transmission mechanism 7 of No. 1 is improved.

Thus, the accessory drive device 1 is constructed.

In the present invention, the speed change mechanism is not limited to one that changes the speed ratio stepwise, and a continuously variable speed change mechanism may be used. The third invention is an example in which the speed change mechanism is a belt type continuously variable transmission. Further, the number of shift stages of the stepwise shift mechanism is not limited to two as in the embodiment, and may be three or more. The accessory clutch does not have to be an electromagnetic clutch.

[0032]

In the accessory drive device of each invention, when the accessory is connected, the stopped accessory is gently accelerated in the deceleration state of the speed change mechanism, and then the speed change mechanism is set to the speed increasing state. When disconnecting an auxiliary machine, the speed change mechanism is decelerated, and the auxiliary machine rotating at high speed is decelerated before disconnecting. Therefore, the load fluctuation due to the intermittent operation of the auxiliary machinery becomes gentle, the fluctuation of the engine speed and the shock noise are reduced, and the durability of the clutch, the belt transmission mechanism and the like which receive the load fluctuation are improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of a second invention.

FIG. 2 is a sectional view of a two-stage transmission mechanism used in the embodiment of FIG.

FIG. 3 shows an air compressor 11 in the embodiment shown in FIG.
FIG. 6 is a waveform diagram showing the timing of delaying the on / off of.

FIG. 4 is a sectional view of a conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Auxiliary drive device 5 Two-speed transmission mechanism 11 Air compressor (auxiliary machinery) 13 Electromagnetic clutch (auxiliary machinery clutch) 43 Internal gear (first gear) 45,47 Pinion gear (second gear) 49 Sun gear (third gear) 51 electromagnetic clutch 53 one-way clutch

Claims (3)

[Claims] 1. A transmission mechanism for changing the driving force of an engine, and an auxiliary machine clutch for connecting and disconnecting the transmission mechanism and an auxiliary machine,
An auxiliary machine drive device, comprising: a controller that, when the auxiliary machine clutch is disengaged, decelerates the transmission mechanism once, and discontinues the auxiliary machine clutch when a predetermined time elapses. 2. A speed change mechanism comprising: a first gear to which a driving force of an engine is input; a second gear on an output side; a third gear that is locked to a fixed side via an electromagnetic clutch; and a third gear. Is a planetary gear type speed change mechanism that has a one-way clutch that allows relative rotation between a first gear and a second gear when locked, and is a two-speed planetary gear type transmission mechanism that is disengaged by the electromagnetic clutch. The accessory drive device according to claim 1, wherein a machine clutch is disposed between the second gear and the accessory. 3. The accessory drive system according to claim 1, wherein the speed change mechanism is a belt type continuously variable transmission.