US20160273533A1 - Oil pump-driving apparatus - Google Patents
Oil pump-driving apparatus Download PDFInfo
- Publication number
- US20160273533A1 US20160273533A1 US14/778,220 US201414778220A US2016273533A1 US 20160273533 A1 US20160273533 A1 US 20160273533A1 US 201414778220 A US201414778220 A US 201414778220A US 2016273533 A1 US2016273533 A1 US 2016273533A1
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- US
- United States
- Prior art keywords
- oil pump
- engine
- transmission
- synchronization gear
- transmission unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
- F16H57/0436—Pumps
- F16H57/0439—Pumps using multiple pumps with different power sources or a single pump with different power sources, e.g. one and the same pump may selectively be driven by either the engine or an electric motor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C2/00—Rotary-piston machines or pumps
- F04C2/08—Rotary-piston machines or pumps of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing
- F04C2/082—Details specially related to intermeshing engagement type machines or pumps
- F04C2/084—Toothed wheels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/02—Pressure lubrication using lubricating pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C15/00—Component parts, details or accessories of machines, pumps or pumping installations, not provided for in groups F04C2/00 - F04C14/00
- F04C15/0057—Driving elements, brakes, couplings, transmission specially adapted for machines or pumps
- F04C15/008—Prime movers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/02—Pressure lubrication using lubricating pumps
- F01M2001/0207—Pressure lubrication using lubricating pumps characterised by the type of pump
- F01M2001/0238—Rotary pumps
Definitions
- the present invention relates to an oil pump driving device.
- JP 2001-289315A discloses a conventional technique to drive one oil pump by transmitting, to the oil pump, rotation generated by an engine and an electric motor using a planetary gear mechanism.
- the oil pump is always connected to the engine and the electric motor. Even when the oil pump can be driven using only the electric motor, the engine and the oil pump are not disconnected from each other, and rotation generated by the engine is always transmitted to the oil pump. Therefore, the engine drives the oil pump even when the engine does not need to drive the oil pump. This leaves room for improvement in the fuel economy of the engine.
- the present invention has been conceived to solve the foregoing problem. It is an object of the present invention to improve the fuel economy of an engine by disconnecting the engine and an oil pump from each other when the oil pump is driven by an electric motor.
- An oil pump driving device for driving an oil pump using at least one of rotation generated by an electric motor and rotation generated by an engine, the oil pump driving device comprising: a first transmission unit, the rotation generated by the electric motor being transmitted to the first transmission unit; a second transmission unit, the rotation generated by the engine being transmitted to the second transmission unit; a third transmission unit configured to transmit rotation to the oil pump; and engaging means configured to cause the third transmission unit to engage with the first transmission unit, with the second transmission unit, or with the first and second transmission units.
- the third transmission unit transmitting rotation to the oil pump and the second transmission unit to which rotation generated by the engine is transmitted can be disengaged, and the first transmission unit to which rotation generated by the motor is transmitted can be engaged to only the third transmission unit.
- FIG. 1 is a schematic cross-sectional view of an oil pump driving device according to an embodiment of the present invention.
- FIG. 2 is an enlarged schematic view of a part of the oil pump driving device.
- FIG. 3 shows a case in which an oil pump is driven using only an electric motor.
- FIG. 4A is an explanatory diagram showing a method of engagement between a second synchronization gear and a hub.
- FIG. 4B is an explanatory diagram showing the method of engagement between the second synchronization gear and the hub.
- FIG. 4C is an explanatory diagram showing the method of engagement between the second synchronization gear and the hub.
- FIG. 5 shows a case in which the oil pump is driven using only an engine.
- FIG. 6 shows a case in which the oil pump is driven using the electric motor and the engine.
- FIG. 1 is a schematic cross-sectional view of the oil pump driving device.
- the oil pump driving device according to the present embodiment is mounted on a vehicle.
- An oil pump driving device 1 includes a rotation output unit 2 , an engine rotation input unit 3 , a second synchronization gear 4 , a first synchronization gear 5 , a synchromesh mechanism 6 , a motor rotation input unit 7 , a shift fork 8 , and an actuator 9 .
- the rotation output unit 2 includes a first input sprocket 21 , a first chain 22 , and a first output sprocket 23 .
- the first input sprocket 21 is arranged so as to share the same rotation axis O with an electric motor 12 , and includes a shaft part 21 a extending along the rotation axis O.
- the shaft part 21 a is rotatably supported by a case 13 at one end portion thereof, and by the motor rotation input unit 7 at the other end portion thereof.
- Splines are formed on an outer circumferential wall of the shaft part 21 a on the electric motor 12 side such that they mate with splines formed on a hub 61 of the synchromesh mechanism 6 . Accordingly, the first input sprocket 21 and the hub 61 rotate integrally.
- the first output sprocket 23 is joined to a driving shaft of an oil pump 11 via a joining member, and transmits, to the oil pump 11 , rotation transmitted via the first input sprocket 21 and the first chain 22 .
- the engine rotation input unit 3 includes a second input sprocket 31 , a second chain 32 , and a second output sprocket 33 .
- Rotation generated by an engine 14 is transmitted to the second input sprocket 31 .
- the second input sprocket 31 transmits the rotation generated by the engine 14 to the second output sprocket 33 via the second chain 32 .
- the second output sprocket 33 shares the rotation axis O.
- the shaft part 21 a of the first input sprocket 21 penetrates through the second output sprocket 33 , and the second output sprocket 33 is rotatably supported by the shaft part 21 a of the first input sprocket 21 .
- the second output sprocket 33 has a second output sprocket hollow cylinder 33 a extending from a radially inner sidewall toward the electric motor 12 along the rotation axis O.
- Splines are formed on an outer circumferential wall of the second output sprocket hollow cylinder 33 a such that they mate with splines formed on an inner circumferential wall of the second synchronization gear 4 . Accordingly, the second output sprocket 33 and the second synchronization gear 4 rotate integrally.
- the second synchronization gear 4 shares the rotation axis O.
- Splines are formed on the inner circumferential wall of the second synchronization gear 4 such that they mate with the splines formed on the second output sprocket hollow cylinder 33 a.
- splines are formed on an outer circumferential wall of the second synchronization gear 4 such that they can mate with splines formed on a sleeve 62 of the synchromesh mechanism 6 .
- the motor rotation input unit 7 shares the rotation axis O.
- a main shaft of the electric motor 12 mates with the motor rotation input unit 7 , and the motor rotation input unit 7 is rotatably supported by the case 13 .
- the motor rotation input unit 7 has a hollow cylinder 7 a extending toward the first input sprocket 21 along the rotation axis O.
- the shaft part 21 a of the first input sprocket 21 is inserted into and rotatably supported by the hollow cylinder 7 a.
- Splines are formed on an outer circumferential wall of the hollow cylinder 7 a such that they mate with splines formed on an inner circumferential wall of the first synchronization gear 5 . Accordingly, the motor rotation input unit 7 and the first synchronization gear 5 rotate integrally.
- Splines are formed on the inner circumferential wall of the first synchronization gear 5 such that they mate with the splines formed on the hollow cylinder 7 a of the motor rotation input unit 7 . Also, splines are formed on an outer circumferential wall of the first synchronization gear 5 such that they can mate with the splines formed on the sleeve 62 of the synchromesh mechanism 6 .
- FIG. 2 is a schematic view of a part of the synchromesh mechanism 6 .
- the synchromesh mechanism 6 is interposed between the second synchronization gear 4 and the first synchronization gear 5 , and shares the rotation axis O.
- the synchromesh mechanism 6 includes the hub 61 , the sleeve 62 , synchronization keys 63 , a second synchronizer ring 64 , and a first synchronizer ring 65 .
- the synchromesh mechanism 6 causes the first input sprocket 21 to engage with at least one of the second synchronization gear 4 and the first synchronization gear 5 , and transmits at least one of rotation generated by the engine 14 and rotation generated by the electric motor 12 to the oil pump 11 .
- the shaft part 21 a of the first input sprocket 21 penetrates through the hub 61 .
- Splines are formed on an inner circumferential wall of the hub 61 such that they mate with the splines formed on the shaft part 21 a of the first input sprocket 21 .
- splines are formed on an outer circumferential wall of the hub 61 such that they mate with the splines on the sleeve 62 . Accordingly, the hub 61 and the sleeve 62 rotate integrally.
- a plurality of cutouts 61 a extending in an axial direction are formed on an outer circumferential side of the hub 61 . Each cutout 61 a is provided with a synchronization key 63 .
- Each synchronization key 63 is joined to the hub 61 via a spring 66 , and is in contact with an inner circumferential wall of the sleeve 62 as it is pushed radially outward by the spring 66 .
- the synchronization keys 63 move in the direction of the rotation axis O, together with the sleeve 62 , due to a friction force generated between the synchronization keys 63 and the sleeve 62 .
- the sleeve 62 causes the hub 61 (first input sprocket 21 ) to engage with the second synchronization gear 4 or the first synchronization gear 5 by moving in the direction of the rotation axis O, the synchronization keys 63 come into contact with the second synchronizer ring 64 or the first synchronizer ring 65 , thereby reducing a rotational speed difference between the hub 61 and the second synchronization gear 4 or the first synchronization gear 5 .
- the sleeve 62 has a shape of a hollow cylinder. Splines are formed on the inner circumferential wall of the sleeve 62 , and a groove 62 a is formed on an outer circumferential wall of the sleeve 62 along a circumferential direction.
- the shift fork 8 engages with the groove 62 a such that the sleeve 62 is rotatable on the shift fork 8 .
- the shift fork 8 moves in the direction of the rotation axis O
- the sleeve 62 moves in the direction of the rotation axis O in harmony with the movement of the shift fork 8 .
- the splines formed on the inner circumferential wall of the sleeve 62 always mate with the splines formed on the outer circumferential wall of the hub 61 , and also mate with the splines formed on the outer circumferential wall of the second synchronization gear 4 and/or the splines formed on the outer circumferential wall of the first synchronization gear 5 in accordance with the movement of the shift fork 8 .
- the sleeve 62 causes the hub 61 to engage with at least one of the second synchronization gear 4 and the first synchronization gear 5 , and also causes the hub 61 (first input sprocket 21 ) to rotate in synchronization with at least one of the second synchronization gear 4 and the first synchronization gear 5 .
- the second synchronizer ring 64 is interposed between the hub 61 and the second synchronization gear 4 .
- a radially inner side of the second synchronizer ring 64 comes into contact with the second synchronization gear 4 .
- the second synchronizer ring 64 has a plurality of chamfers 64 a.
- the first synchronizer ring 65 is interposed between the hub 61 and the first synchronization gear 5 .
- a radially inner side of the first synchronizer ring 65 comes into contact with the first synchronization gear 5 .
- the first synchronizer ring 65 has a plurality of chamfers 65 a.
- the actuator 9 causes the sleeve 62 to move in the axial direction via the shift fork 8 .
- the actuator 9 is, for example, a solenoid.
- the shift fork 8 is moved toward the electric motor 12 using the actuator 9 , and the sleeve 62 causes the first synchronization gear 5 and the hub 61 to engage with each other, as shown in FIG. 3 . Consequently, the first synchronization gear 5 and the hub 61 (first input sprocket 21 ) rotate in synchronization with each other. Rotation generated by the electric motor 12 is transmitted to the motor rotation input unit 7 , the first synchronization gear 5 , the sleeve 62 , the hub 61 , the first input sprocket 21 , the first chain 22 , and the first output sprocket 23 in the stated order, and then transmitted to the oil pump 11 .
- the oil pump 11 is driven using only the electric motor 12 , for example, during idling stop control for automatically stopping the engine 14 , and when the vehicle is running at a high speed or a constant speed.
- FIGS. 4A to 4C A method of engagement between the first synchronization gear 5 and the hub 61 will now be described in detail with reference to FIGS. 4A to 4C .
- the second synchronization gear 4 is omitted in FIGS. 4A to 4C .
- the first synchronization gear 5 rotates, and the rotational speed difference between the hub 61 and the first synchronization gear 5 is reduced. It should be noted that splines 62 b formed on the sleeve 62 are not in contact with the first synchronizer ring 65 , and the friction force between the first synchronizer ring 65 and the first synchronization gear 5 is relatively small.
- the splines 62 b push away the chamfers 65 a in the circumferential direction, thereby enabling the sleeve 62 to move further toward the first synchronization gear 5 .
- the splines 62 b formed on the inner circumferential wall of the sleeve 62 mate with the splines formed on the outer circumferential wall of the first synchronization gear 5 ( FIG. 4C ).
- the splines 62 b formed on the inner circumferential wall of the sleeve 62 easily mate with the splines formed on the outer circumferential wall of the first synchronization gear 5 .
- the use of the synchromesh mechanism 6 facilitates engagement between the hub 61 and the first synchronization gear 5 .
- the shift fork 8 When driving the oil pump 11 using only the engine 14 , the shift fork 8 is moved toward the first input sprocket 21 using the actuator 9 , and the sleeve 62 causes the second synchronization gear 4 and the hub 61 to engage with each other, as shown in FIG. 5 .
- Rotation generated by the engine 14 is transmitted to the second input sprocket 31 , the second chain 32 , the second output sprocket 33 , the second synchronization gear 4 , the sleeve 62 , the hub 61 , the first input sprocket 21 , the first chain 22 , and the first output sprocket 23 in the stated order, and then transmitted to the oil pump 11 .
- the oil pump 11 is driven using only the engine 14 , for example, when driving in an urban area. It should be noted that the sleeve 62 leaves the first synchronization gear 5 and the hub 61 disengaged from each other.
- the second synchronization gear 4 and the hub 61 can easily engage with each other in a manner similar to the engagement between the first synchronization gear 5 and the hub 61 .
- the sleeve 62 causes the hub 61 to engage with the second synchronization gear 4 and the first synchronization gear 5 as shown in FIG. 6 .
- the oil pump 11 is driven using the electric motor 12 and the engine 14 , for example, when driving on a climbing road and when accelerating the vehicle.
- Rotation generated by the engine 14 is transmitted to the second input sprocket 31 , the second chain 32 , the second output sprocket 33 , the second synchronization gear 4 , and the hub 61 .
- Rotation generated by the electric motor 12 is transmitted to the motor rotation input unit 7 , the first synchronization gear 5 , and the hub 61 . Thereafter, rotation is transmitted to the first input sprocket 21 , the first chain 22 , and the first output sprocket 23 in the stated order, and then transmitted to the oil pump 11 .
- the second synchronization gear 4 and the hub 61 are disengaged from each other, and hence the oil pump 11 and the engine 14 are disconnected from each other. In this way, the load on the engine 14 can be reduced, and the fuel economy of the engine 14 can be improved.
- the first synchronization gear 5 and the hub 61 are disengaged from each other.
- the engine 14 needs to rotate a driving shaft (rotor) of the electric motor 12 in addition to the oil pump 11 . This increases the load on the engine 14 and lowers the fuel economy.
- the present embodiment makes it possible to prevent lowering of the fuel economy of the engine 14 because the first synchronization gear 5 and the hub 61 are disengaged from each other.
- the sleeve 62 can also cause the hub 61 to engage with the second synchronization gear 4 and the first synchronization gear 5 so as to drive the oil pump 11 using rotation generated by the engine 14 and rotation generated by the electric motor 12 . Consequently, for example, when driving on a climbing road and when accelerating the vehicle, rotation generated by the electric motor 12 is transmitted to the oil pump 11 . In this way, the electric motor 12 assists driving of the oil pump 11 , and rotation generated by the engine 14 can be used for driving of the vehicle. Accordingly, the driving performance of the vehicle can be improved.
- the sleeve 62 When driving the oil pump 11 using the electric motor 12 , the sleeve 62 causes the hub 61 , which mates with the first input sprocket 21 that transmits rotation to the oil pump 11 , to engage with the first synchronization gear 5 to which rotation generated by the electric motor 12 is transmitted. Accordingly, the first synchronization gear 5 and the hub 61 (first input sprocket 21 ) rotate in synchronization with each other. This makes it possible to suppress rotation generated by the electric motor 12 from being transmitted to the oil pump 11 in a decelerated state. Therefore, when driving the oil pump 11 using the electric motor 12 , an increase in the rotational speed of the electric motor 12 can be suppressed, and hydraulic pressure can be generated by the oil pump 11 without using the high-performance electric motor 12 .
- the sleeve 62 when driving the oil pump 11 using the engine 14 , the sleeve 62 causes the hub 61 , which mates with the first input sprocket 21 that transmits rotation to the oil pump 11 , to engage with the second synchronization gear 4 to which rotation generated by the engine 14 is transmitted. Accordingly, the second synchronization gear 4 and the hub 61 (first input sprocket 21 ) rotate in synchronization with each other. This makes it possible to suppress rotation generated by the engine 14 from being transmitted to the oil pump 11 in a decelerated state.
- the synchromesh mechanism 6 is used to cause the hub 61 (first input sprocket 21 ) to engage with the second synchronization gear 4 to which the rotation generated by the engine 14 is transmitted, or with the first synchronization gear 5 to which the rotation generated by the electric motor 12 is transmitted. Accordingly, smooth engagement can be achieved.
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Abstract
An oil pump driving device drives an oil pump using at least one of rotation generated by an electric motor and rotation generated by an engine. The oil pump driving device includes: a first transmission unit to which the rotation generated by the electric motor is transmitted; a second transmission unit to which the rotation generated by the engine is transmitted; a third transmission unit configured to transmit rotation to the oil pump; and an engaging unit configured to cause the third transmission unit to engage with the first transmission unit, with the second transmission unit, or with the first and second transmission units.
Description
- The present invention relates to an oil pump driving device.
- JP 2001-289315A discloses a conventional technique to drive one oil pump by transmitting, to the oil pump, rotation generated by an engine and an electric motor using a planetary gear mechanism.
- However, with the foregoing technique, the oil pump is always connected to the engine and the electric motor. Even when the oil pump can be driven using only the electric motor, the engine and the oil pump are not disconnected from each other, and rotation generated by the engine is always transmitted to the oil pump. Therefore, the engine drives the oil pump even when the engine does not need to drive the oil pump. This leaves room for improvement in the fuel economy of the engine.
- The present invention has been conceived to solve the foregoing problem. It is an object of the present invention to improve the fuel economy of an engine by disconnecting the engine and an oil pump from each other when the oil pump is driven by an electric motor.
- An oil pump driving device according to an aspect of the present invention is an oil pump driving device for driving an oil pump using at least one of rotation generated by an electric motor and rotation generated by an engine, the oil pump driving device comprising: a first transmission unit, the rotation generated by the electric motor being transmitted to the first transmission unit; a second transmission unit, the rotation generated by the engine being transmitted to the second transmission unit; a third transmission unit configured to transmit rotation to the oil pump; and engaging means configured to cause the third transmission unit to engage with the first transmission unit, with the second transmission unit, or with the first and second transmission units.
- According to this aspect, the third transmission unit transmitting rotation to the oil pump and the second transmission unit to which rotation generated by the engine is transmitted can be disengaged, and the first transmission unit to which rotation generated by the motor is transmitted can be engaged to only the third transmission unit. Thereby, the fuel economy of the engine can be improved.
-
FIG. 1 is a schematic cross-sectional view of an oil pump driving device according to an embodiment of the present invention. -
FIG. 2 is an enlarged schematic view of a part of the oil pump driving device. -
FIG. 3 shows a case in which an oil pump is driven using only an electric motor. -
FIG. 4A is an explanatory diagram showing a method of engagement between a second synchronization gear and a hub. -
FIG. 4B is an explanatory diagram showing the method of engagement between the second synchronization gear and the hub. -
FIG. 4C is an explanatory diagram showing the method of engagement between the second synchronization gear and the hub. -
FIG. 5 shows a case in which the oil pump is driven using only an engine. -
FIG. 6 shows a case in which the oil pump is driven using the electric motor and the engine. - The following describes an embodiment of the present invention with reference to the attached drawings.
- A description is now given of an oil pump driving device according to an embodiment of the present invention with reference to
FIG. 1 .FIG. 1 is a schematic cross-sectional view of the oil pump driving device. In the following description, the oil pump driving device according to the present embodiment is mounted on a vehicle. - An oil pump driving device 1 includes a
rotation output unit 2, an enginerotation input unit 3, asecond synchronization gear 4, afirst synchronization gear 5, asynchromesh mechanism 6, a motorrotation input unit 7, ashift fork 8, and anactuator 9. - The
rotation output unit 2 includes afirst input sprocket 21, afirst chain 22, and afirst output sprocket 23. - The
first input sprocket 21 is arranged so as to share the same rotation axis O with anelectric motor 12, and includes ashaft part 21 a extending along the rotation axis O. Theshaft part 21 a is rotatably supported by acase 13 at one end portion thereof, and by the motorrotation input unit 7 at the other end portion thereof. Splines are formed on an outer circumferential wall of theshaft part 21 a on theelectric motor 12 side such that they mate with splines formed on ahub 61 of thesynchromesh mechanism 6. Accordingly, the first input sprocket 21 and thehub 61 rotate integrally. - The
first output sprocket 23 is joined to a driving shaft of anoil pump 11 via a joining member, and transmits, to theoil pump 11, rotation transmitted via thefirst input sprocket 21 and thefirst chain 22. - The engine
rotation input unit 3 includes asecond input sprocket 31, asecond chain 32, and asecond output sprocket 33. - Rotation generated by an
engine 14 is transmitted to thesecond input sprocket 31. Thesecond input sprocket 31 transmits the rotation generated by theengine 14 to the second output sprocket 33 via thesecond chain 32. - The second output sprocket 33 shares the rotation axis O. The
shaft part 21 a of thefirst input sprocket 21 penetrates through thesecond output sprocket 33, and thesecond output sprocket 33 is rotatably supported by theshaft part 21 a of thefirst input sprocket 21. Thesecond output sprocket 33 has a second output sprockethollow cylinder 33 a extending from a radially inner sidewall toward theelectric motor 12 along the rotation axis O. Splines are formed on an outer circumferential wall of the second output sprockethollow cylinder 33 a such that they mate with splines formed on an inner circumferential wall of thesecond synchronization gear 4. Accordingly, the second output sprocket 33 and thesecond synchronization gear 4 rotate integrally. - The
second synchronization gear 4 shares the rotation axis O. Splines are formed on the inner circumferential wall of thesecond synchronization gear 4 such that they mate with the splines formed on the second output sprockethollow cylinder 33 a. Also, splines are formed on an outer circumferential wall of thesecond synchronization gear 4 such that they can mate with splines formed on asleeve 62 of thesynchromesh mechanism 6. - The motor
rotation input unit 7 shares the rotation axis O. A main shaft of theelectric motor 12 mates with the motorrotation input unit 7, and the motorrotation input unit 7 is rotatably supported by thecase 13. The motorrotation input unit 7 has ahollow cylinder 7 a extending toward thefirst input sprocket 21 along the rotation axis O. Theshaft part 21 a of thefirst input sprocket 21 is inserted into and rotatably supported by thehollow cylinder 7 a. Splines are formed on an outer circumferential wall of thehollow cylinder 7 a such that they mate with splines formed on an inner circumferential wall of thefirst synchronization gear 5. Accordingly, the motorrotation input unit 7 and thefirst synchronization gear 5 rotate integrally. - Splines are formed on the inner circumferential wall of the
first synchronization gear 5 such that they mate with the splines formed on thehollow cylinder 7 a of the motorrotation input unit 7. Also, splines are formed on an outer circumferential wall of thefirst synchronization gear 5 such that they can mate with the splines formed on thesleeve 62 of thesynchromesh mechanism 6. - The
synchromesh mechanism 6 will now be described with reference toFIGS. 1 and 2 .FIG. 2 is a schematic view of a part of thesynchromesh mechanism 6. - The
synchromesh mechanism 6 is interposed between thesecond synchronization gear 4 and thefirst synchronization gear 5, and shares the rotation axis O. Thesynchromesh mechanism 6 includes thehub 61, thesleeve 62,synchronization keys 63, asecond synchronizer ring 64, and afirst synchronizer ring 65. Thesynchromesh mechanism 6 causes thefirst input sprocket 21 to engage with at least one of thesecond synchronization gear 4 and thefirst synchronization gear 5, and transmits at least one of rotation generated by theengine 14 and rotation generated by theelectric motor 12 to theoil pump 11. - The
shaft part 21 a of thefirst input sprocket 21 penetrates through thehub 61. Splines are formed on an inner circumferential wall of thehub 61 such that they mate with the splines formed on theshaft part 21 a of thefirst input sprocket 21. Also, splines are formed on an outer circumferential wall of thehub 61 such that they mate with the splines on thesleeve 62. Accordingly, thehub 61 and thesleeve 62 rotate integrally. A plurality ofcutouts 61 a extending in an axial direction are formed on an outer circumferential side of thehub 61. Eachcutout 61 a is provided with asynchronization key 63. - Each
synchronization key 63 is joined to thehub 61 via aspring 66, and is in contact with an inner circumferential wall of thesleeve 62 as it is pushed radially outward by thespring 66. When thesleeve 62 moves in the direction of the rotation axis O via theshift fork 8, thesynchronization keys 63 move in the direction of the rotation axis O, together with thesleeve 62, due to a friction force generated between thesynchronization keys 63 and thesleeve 62. When thesleeve 62 causes the hub 61 (first input sprocket 21) to engage with thesecond synchronization gear 4 or thefirst synchronization gear 5 by moving in the direction of the rotation axis O, thesynchronization keys 63 come into contact with thesecond synchronizer ring 64 or thefirst synchronizer ring 65, thereby reducing a rotational speed difference between thehub 61 and thesecond synchronization gear 4 or thefirst synchronization gear 5. - The
sleeve 62 has a shape of a hollow cylinder. Splines are formed on the inner circumferential wall of thesleeve 62, and agroove 62 a is formed on an outer circumferential wall of thesleeve 62 along a circumferential direction. Theshift fork 8 engages with thegroove 62 a such that thesleeve 62 is rotatable on theshift fork 8. When theshift fork 8 moves in the direction of the rotation axis O, thesleeve 62 moves in the direction of the rotation axis O in harmony with the movement of theshift fork 8. The splines formed on the inner circumferential wall of thesleeve 62 always mate with the splines formed on the outer circumferential wall of thehub 61, and also mate with the splines formed on the outer circumferential wall of thesecond synchronization gear 4 and/or the splines formed on the outer circumferential wall of thefirst synchronization gear 5 in accordance with the movement of theshift fork 8. That is to say, thesleeve 62 causes thehub 61 to engage with at least one of thesecond synchronization gear 4 and thefirst synchronization gear 5, and also causes the hub 61 (first input sprocket 21) to rotate in synchronization with at least one of thesecond synchronization gear 4 and thefirst synchronization gear 5. - The
second synchronizer ring 64 is interposed between thehub 61 and thesecond synchronization gear 4. A radially inner side of thesecond synchronizer ring 64 comes into contact with thesecond synchronization gear 4. Thesecond synchronizer ring 64 has a plurality ofchamfers 64 a. When thesleeve 62 causes thehub 61 to engage with thesecond synchronization gear 4, thesecond synchronizer ring 64, together with thesynchronization keys 63, reduces the rotational speed difference between thehub 61 and thesecond synchronization gear 4, thereby facilitating mating of the splines formed on thesleeve 62 with the splines formed on the outer circumferential wall of thesecond synchronization gear 4. - The
first synchronizer ring 65 is interposed between thehub 61 and thefirst synchronization gear 5. A radially inner side of thefirst synchronizer ring 65 comes into contact with thefirst synchronization gear 5. Thefirst synchronizer ring 65 has a plurality ofchamfers 65 a. When thesleeve 62 causes thehub 61 to engage with thefirst synchronization gear 5, thefirst synchronizer ring 65 facilitates mating of the splines formed on thesleeve 62 with the splines formed on the outer circumferential wall of thefirst synchronization gear 5, similarly to thesecond synchronizer ring 64. - The
actuator 9 causes thesleeve 62 to move in the axial direction via theshift fork 8. Theactuator 9 is, for example, a solenoid. - The operations according to the present embodiment will now be described.
- When driving the
oil pump 11 using only theelectric motor 12, theshift fork 8 is moved toward theelectric motor 12 using theactuator 9, and thesleeve 62 causes thefirst synchronization gear 5 and thehub 61 to engage with each other, as shown inFIG. 3 . Consequently, thefirst synchronization gear 5 and the hub 61 (first input sprocket 21) rotate in synchronization with each other. Rotation generated by theelectric motor 12 is transmitted to the motorrotation input unit 7, thefirst synchronization gear 5, thesleeve 62, thehub 61, thefirst input sprocket 21, thefirst chain 22, and thefirst output sprocket 23 in the stated order, and then transmitted to theoil pump 11. Theoil pump 11 is driven using only theelectric motor 12, for example, during idling stop control for automatically stopping theengine 14, and when the vehicle is running at a high speed or a constant speed. - When driving the
oil pump 11 using only theelectric motor 12 in the above-described manner, thesleeve 62 leaves thesecond synchronization gear 4 and thehub 61 disengaged from each other. Therefore, when theengine 14 is driven, rotation generated by theengine 14 is not transmitted to thehub 61. - A method of engagement between the
first synchronization gear 5 and thehub 61 will now be described in detail with reference toFIGS. 4A to 4C . For the sake of explanation, thesecond synchronization gear 4 is omitted inFIGS. 4A to 4C . - When the
shift fork 8 moves toward the first synchronization gear 5 (electric motor 12) in a state where thefirst synchronization gear 5 and thehub 61 are disengaged from each other, thesleeve 62 and thesynchronization keys 63 move toward thefirst synchronization gear 5 together with theshift fork 8, and thesynchronization keys 63 come into contact with the first synchronizer ring 65 (FIG. 4A ). Consequently, a friction force is generated between thesynchronization keys 63 that rotate together with thesleeve 62 and thefirst synchronizer ring 65, and also between thefirst synchronizer ring 65 and thefirst synchronization gear 5. Accordingly, thefirst synchronization gear 5 rotates, and the rotational speed difference between thehub 61 and thefirst synchronization gear 5 is reduced. It should be noted thatsplines 62 b formed on thesleeve 62 are not in contact with thefirst synchronizer ring 65, and the friction force between thefirst synchronizer ring 65 and thefirst synchronization gear 5 is relatively small. - When the
sleeve 62 moves further toward thefirst synchronization gear 5 together with theshift fork 8, atip part 62 c of thesplines 62 b formed on the inner circumferential wall of thesleeve 62 comes into contact with thechamfers 65 a provided on an outer circumferential wall of the first synchronizer ring 65 (FIG. 4B ). As thesleeve 62 comes into direct contact with thefirst synchronizer ring 65, the friction force between thefirst synchronizer ring 65 and thefirst synchronization gear 5 increases, the rotational speed difference between thehub 61 and thefirst synchronization gear 5 is further reduced, and thehub 61 and thefirst synchronization gear 5 eventually rotate in synchronization with each other. When thehub 61 and thefirst synchronization gear 5 rotate in synchronization with each other, thesplines 62 b push away thechamfers 65 a in the circumferential direction, thereby enabling thesleeve 62 to move further toward thefirst synchronization gear 5. - When the
sleeve 62 moves further toward thefirst synchronization gear 5 together with theshift fork 8, thesplines 62 b formed on the inner circumferential wall of thesleeve 62 mate with the splines formed on the outer circumferential wall of the first synchronization gear 5 (FIG. 4C ). As the hub (sleeve 62) and thefirst synchronization gear 5 are rotating in synchronization with each other, thesplines 62 b formed on the inner circumferential wall of thesleeve 62 easily mate with the splines formed on the outer circumferential wall of thefirst synchronization gear 5. In the above-described manner, the use of thesynchromesh mechanism 6 facilitates engagement between thehub 61 and thefirst synchronization gear 5. - When driving the
oil pump 11 using only theengine 14, theshift fork 8 is moved toward thefirst input sprocket 21 using theactuator 9, and thesleeve 62 causes thesecond synchronization gear 4 and thehub 61 to engage with each other, as shown inFIG. 5 . - Rotation generated by the
engine 14 is transmitted to thesecond input sprocket 31, thesecond chain 32, thesecond output sprocket 33, thesecond synchronization gear 4, thesleeve 62, thehub 61, thefirst input sprocket 21, thefirst chain 22, and thefirst output sprocket 23 in the stated order, and then transmitted to theoil pump 11. Theoil pump 11 is driven using only theengine 14, for example, when driving in an urban area. It should be noted that thesleeve 62 leaves thefirst synchronization gear 5 and thehub 61 disengaged from each other. - When the
sleeve 62 causes thesecond synchronization gear 4 and thehub 61 to engage with each other, thesecond synchronization gear 4 and thehub 61 can easily engage with each other in a manner similar to the engagement between thefirst synchronization gear 5 and thehub 61. - In order to drive the
oil pump 11 using theelectric motor 12 and theengine 14, thesleeve 62 causes thehub 61 to engage with thesecond synchronization gear 4 and thefirst synchronization gear 5 as shown inFIG. 6 . Theoil pump 11 is driven using theelectric motor 12 and theengine 14, for example, when driving on a climbing road and when accelerating the vehicle. - Rotation generated by the
engine 14 is transmitted to thesecond input sprocket 31, thesecond chain 32, thesecond output sprocket 33, thesecond synchronization gear 4, and thehub 61. Rotation generated by theelectric motor 12 is transmitted to the motorrotation input unit 7, thefirst synchronization gear 5, and thehub 61. Thereafter, rotation is transmitted to thefirst input sprocket 21, thefirst chain 22, and thefirst output sprocket 23 in the stated order, and then transmitted to theoil pump 11. - The advantageous effects of the embodiment of the present invention will now be described.
- When driving the
oil pump 11 using only theelectric motor 12, thesecond synchronization gear 4 and thehub 61 are disengaged from each other, and hence theoil pump 11 and theengine 14 are disconnected from each other. In this way, the load on theengine 14 can be reduced, and the fuel economy of theengine 14 can be improved. - When driving the
oil pump 11 using only theengine 14, thefirst synchronization gear 5 and thehub 61 are disengaged from each other. When thefirst synchronization gear 5 and thehub 61 are in engagement with each other without theelectric motor 12 being driven, theengine 14 needs to rotate a driving shaft (rotor) of theelectric motor 12 in addition to theoil pump 11. This increases the load on theengine 14 and lowers the fuel economy. In such a case, the present embodiment makes it possible to prevent lowering of the fuel economy of theengine 14 because thefirst synchronization gear 5 and thehub 61 are disengaged from each other. - The
sleeve 62 can also cause thehub 61 to engage with thesecond synchronization gear 4 and thefirst synchronization gear 5 so as to drive theoil pump 11 using rotation generated by theengine 14 and rotation generated by theelectric motor 12. Consequently, for example, when driving on a climbing road and when accelerating the vehicle, rotation generated by theelectric motor 12 is transmitted to theoil pump 11. In this way, theelectric motor 12 assists driving of theoil pump 11, and rotation generated by theengine 14 can be used for driving of the vehicle. Accordingly, the driving performance of the vehicle can be improved. - When driving the
oil pump 11 using theelectric motor 12, thesleeve 62 causes thehub 61, which mates with thefirst input sprocket 21 that transmits rotation to theoil pump 11, to engage with thefirst synchronization gear 5 to which rotation generated by theelectric motor 12 is transmitted. Accordingly, thefirst synchronization gear 5 and the hub 61 (first input sprocket 21) rotate in synchronization with each other. This makes it possible to suppress rotation generated by theelectric motor 12 from being transmitted to theoil pump 11 in a decelerated state. Therefore, when driving theoil pump 11 using theelectric motor 12, an increase in the rotational speed of theelectric motor 12 can be suppressed, and hydraulic pressure can be generated by theoil pump 11 without using the high-performanceelectric motor 12. - Furthermore, when driving the
oil pump 11 using theengine 14, thesleeve 62 causes thehub 61, which mates with thefirst input sprocket 21 that transmits rotation to theoil pump 11, to engage with thesecond synchronization gear 4 to which rotation generated by theengine 14 is transmitted. Accordingly, thesecond synchronization gear 4 and the hub 61 (first input sprocket 21) rotate in synchronization with each other. This makes it possible to suppress rotation generated by theengine 14 from being transmitted to theoil pump 11 in a decelerated state. When the rotational speed of theengine 14 is low, if the rotation of theengine 14 is transmitted to theoil pump 11 in a decelerated state, there is a possibility that theengine 14 alone cannot cause theoil pump 11 to generate the necessary hydraulic pressure. In this case, driving theelectric motor 12 enables theoil pump 11 to generate the necessary hydraulic pressure, but requires consumption of electric power by theelectric motor 12. On the other hand, in the present embodiment, the rotation generated by theengine 14 can be suppressed from being transmitted to theoil pump 11 in a decelerated state, and hence the occurrence of the foregoing situation and consumption of electric power can be suppressed. - The
synchromesh mechanism 6 is used to cause the hub 61 (first input sprocket 21) to engage with thesecond synchronization gear 4 to which the rotation generated by theengine 14 is transmitted, or with thefirst synchronization gear 5 to which the rotation generated by theelectric motor 12 is transmitted. Accordingly, smooth engagement can be achieved. - This concludes the description of the embodiment of the present invention. It should be noted that the above-described embodiment merely illustrates a part of application examples of the present invention, and is not intended to limit a technical scope of the present invention to specific configurations of the above-described embodiment.
- The present application claims for priority based on Japanese Patent Application No. 2013-62498 filed with Japan Patent Office on Mar. 25, 2013, and the entire contents of this application are incorporated in this Description by reference.
Claims (4)
1. An oil pump driving device for driving an oil pump using at least one of rotation generated by an electric motor and rotation generated by an engine, the oil pump driving device comprising:
a first transmission unit, the rotation generated by the electric motor being transmitted to the first transmission unit;
a second transmission unit, the rotation generated by the engine being transmitted to the second transmission unit;
a third transmission unit configured to transmit rotation to the oil pump; and
an engaging unit configured to cause the third transmission unit to engage with the first transmission unit, with the second transmission unit, or with the first and second transmission units, wherein
when causing the third transmission unit to engage with one of the first and second transmission units, the engaging unit is configured to make the third transmission unit and the other of the first and second transmission units disengaged from each other.
2. The oil pump driving device according to claim 1 , wherein the engaging unit is a synchromesh mechanism.
3. The oil pump driving device according to claim 1 , wherein
the engaging unit is configured to perform joint switch so as to join the third transmission unit to the first transmission unit, the first and second transmission units, and the second transmission unit in a stated order, or join the third transmission unit to the second transmission unit, the first and second transmission units, and the first transmission unit in a stated order.
4. An oil pump driving device for driving an oil pump using at least one of rotation generated by an electric motor and rotation generated by an engine, the oil pump driving device comprising:
first transmission means for being transmitted the rotation generated by the electric motor;
second transmission means for being transmitted the rotation generated by the engine;
third transmission means for transmitting rotation to the oil pump; and
engaging means for causing the third transmission means to engage with the first transmission means, with the second transmission means, or with the first and second transmission means, wherein
when causing the third transmission means to engage with one of the first and second transmission means, the engaging means makes the third transmission means and the other of the first and second transmission means disengaged from each other.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013-062498 | 2013-03-25 | ||
JP2013062498 | 2013-03-25 | ||
PCT/JP2014/051912 WO2014156280A1 (en) | 2013-03-25 | 2014-01-29 | Oil pump-driving apparatus |
Publications (1)
Publication Number | Publication Date |
---|---|
US20160273533A1 true US20160273533A1 (en) | 2016-09-22 |
Family
ID=51623282
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US14/778,220 Abandoned US20160273533A1 (en) | 2013-03-25 | 2014-01-29 | Oil pump-driving apparatus |
Country Status (6)
Country | Link |
---|---|
US (1) | US20160273533A1 (en) |
EP (1) | EP2980449A1 (en) |
JP (1) | JPWO2014156280A1 (en) |
KR (1) | KR20150110596A (en) |
CN (1) | CN105051413A (en) |
WO (1) | WO2014156280A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20170167326A1 (en) * | 2015-12-09 | 2017-06-15 | Mahle Filter Systems Japan Corporation | Oil pump device |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3343660B2 (en) * | 1992-12-10 | 2002-11-11 | 本田技研工業株式会社 | Oil pump drive |
JPH10169485A (en) * | 1995-06-06 | 1998-06-23 | Aqueous Res:Kk | Hybrid vehicle |
JP3375467B2 (en) * | 1995-09-27 | 2003-02-10 | 日産ディーゼル工業株式会社 | Cooling device for synchro mechanism |
CN2296419Y (en) * | 1996-10-23 | 1998-11-04 | 周干绪 | New structure driver of single screw oil submersible pump |
JP4700163B2 (en) | 2000-04-05 | 2011-06-15 | 富士重工業株式会社 | Automatic transmission for automobile |
JP3547735B2 (en) * | 2001-11-22 | 2004-07-28 | 本田技研工業株式会社 | Engine system, operating method thereof, and engine starting device |
CN2613594Y (en) * | 2003-03-20 | 2004-04-28 | 山东巨菱股份有限公司 | Lubricating oil pump driving device for single-cylinder horizontal type diesel engine |
-
2014
- 2014-01-29 KR KR1020157021885A patent/KR20150110596A/en not_active Application Discontinuation
- 2014-01-29 WO PCT/JP2014/051912 patent/WO2014156280A1/en active Application Filing
- 2014-01-29 EP EP14774541.8A patent/EP2980449A1/en not_active Withdrawn
- 2014-01-29 CN CN201480016793.4A patent/CN105051413A/en active Pending
- 2014-01-29 US US14/778,220 patent/US20160273533A1/en not_active Abandoned
- 2014-01-29 JP JP2015508128A patent/JPWO2014156280A1/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20170167326A1 (en) * | 2015-12-09 | 2017-06-15 | Mahle Filter Systems Japan Corporation | Oil pump device |
Also Published As
Publication number | Publication date |
---|---|
KR20150110596A (en) | 2015-10-02 |
WO2014156280A1 (en) | 2014-10-02 |
CN105051413A (en) | 2015-11-11 |
JPWO2014156280A1 (en) | 2017-02-16 |
EP2980449A1 (en) | 2016-02-03 |
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