WO2014162815A1 - 車両用動力伝達装置 - Google Patents
車両用動力伝達装置 Download PDFInfo
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- WO2014162815A1 WO2014162815A1 PCT/JP2014/055612 JP2014055612W WO2014162815A1 WO 2014162815 A1 WO2014162815 A1 WO 2014162815A1 JP 2014055612 W JP2014055612 W JP 2014055612W WO 2014162815 A1 WO2014162815 A1 WO 2014162815A1
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- WIPO (PCT)
- Prior art keywords
- engine
- speed
- input shaft
- rotational speed
- shaft
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
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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
- F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
- F16H29/02—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts
- F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/022—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2300/00—Control related aspects of engine starting
- F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
- F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a vehicle power transmission device that can restart an engine during deceleration fuel cut using an electric motor that drives a speed change actuator.
- a well-known dive starter motor As a starter motor for an engine, a well-known dive starter motor is generally employed.
- This dive-type starter motor has a ring gear that rotates integrally with the crankshaft, and a pinion that is driven by the motor and can mesh with the ring gear, and the pinion is retracted in the axial direction when the motor is not operating.
- the pinion moves forward in the axial direction and jumps into a position where the pinion meshes with the ring gear.
- the dive starter motor has a characteristic that the pinion cannot be engaged with the ring gear when the engine speed is equal to or higher than the upper limit of the dive speed, the engine speed during deceleration fuel cut is self-ignited. If it is less than the possible rotation speed and greater than or equal to the maximum allowable rotation speed, it is necessary to wait for the engine speed to fall below the maximum allowable rotation speed before driving the starter motor. There is a problem that the restart of the engine is delayed accordingly.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to quickly restart an engine during deceleration fuel cut in a vehicle power transmission device including a crank type continuously variable transmission.
- an input shaft connected to an engine, an output shaft arranged in parallel with the input shaft, and a swing link supported swingably on the output shaft.
- a one-way clutch that is disposed between the output shaft and the swing link, and engages when the swing link swings in one direction and disengages when the swing link swings in the other direction, and the input
- An eccentric member that rotates eccentrically integrally with the shaft, a transmission shaft that is arranged coaxially with the input shaft and changes the amount of eccentricity of the eccentric member, and a transmission actuator that rotates the transmission shaft relative to the input shaft;
- a power transmission device for a vehicle comprising: an electric motor that drives the speed change actuator; and a connecting rod that connects the eccentric member and the swing link, wherein the speed change actuator is connected to the input shaft.
- An engagement portion that engages with each other when the two members are in a predetermined phase and can directly transmit the rotation of the second member to the first member, and the rotational speed of the engine during the deceleration fuel cut is
- the starter motor is less than the first rotation speed that is the maximum allowable rotation speed
- the engine is restarted by driving the starter motor
- the rotation speed of the engine during the deceleration fuel cut is
- the engine speed is equal to or higher than the second rotation speed that is the lower limit of the self-ignition potential of the engine
- the engine is restarted by restarting fuel injection
- the rotation speed of the engine during the deceleration fuel cut is More than one revolution and
- the rotational speed is less than the second rotational speed, the engine is restarted by transmitting the driving force of the electric motor to the input shaft through the engaging portion.
- the electric motor A vehicular power transmission device is proposed in which the rotational speed of the engine is increased to the second rotational speed or more with a driving force of.
- the third feature is that the amount of eccentricity of the eccentric member when the engaging portion engages is zero.
- a transmission device is proposed.
- the eccentric disk 19 of the embodiment corresponds to the eccentric member of the present invention
- the sun gear 28 of the embodiment corresponds to the third member of the present invention
- the first ring gear 30 of the embodiment is the first of the present invention.
- the second ring gear 31 of the embodiment corresponds to the second member of the present invention
- the first engaging portion 43a and the second engaging portion 44a of the embodiment correspond to the engaging portion of the present invention.
- the upper limit rotational speed at which the dive is possible corresponds to the first rotational speed of the present invention
- the lower limit rotational speed at which self-ignition is possible corresponds to the second rotational speed of the present invention.
- the eccentric member when the input shaft connected to the engine rotates, the eccentric member rotates eccentrically with the input shaft, and the connecting rod having one end connected to the eccentric member reciprocates.
- the swing link to which the other end of the connecting rod is connected reciprocally swings.
- the one-way clutch is engaged when the swing link swings in one direction, and the one-way clutch is disengaged when the swing link swings in the other direction. Transmitted to the shaft.
- the speed change actuator is driven relative to the input shaft by driving the speed change actuator with the electric motor, the amount of eccentricity of the eccentric member changes, and the reciprocating stroke of the connecting rod changes to change the speed ratio of the power transmission device.
- the third member of the speed change actuator When the third member of the speed change actuator is rotationally driven by the electric motor, the first member connected to the input shaft and the second member connected to the speed change shaft are driven at different rotational speeds, and the first and second members rotate relative to each other.
- the engaging portion When the angle becomes equal to or greater than a predetermined value, the engaging portion is engaged, so that the input shaft and the transmission shaft are integrally rotated by the driving force of the electric motor.
- the engine connected to the input shaft can be cranked by the driving force of the electric motor.
- the engine can be restarted by driving the starter motor. Also, if the engine speed during deceleration fuel cut is equal to or higher than the second engine speed, which is the lower limit of engine self-ignition, it is only necessary to restart fuel injection without cranking the engine. The engine can be restarted. If the engine speed during deceleration fuel cut is greater than or equal to the first speed and less than the second speed, neither restart by the starter motor nor restart by self-ignition is possible. By transmitting the force to the input shaft through the engaging portion, the engine can be cranked and restarted.
- the engine can be cranked and restarted by the electric motor of the speed change actuator from the state of less than the rotational speed, and the time required for restarting the engine can be shortened. Moreover, since the electric motor only needs to have an output sufficient to increase the engine speed, the electric motor can be reduced in size.
- the engine speed during the deceleration fuel cut is equal to or higher than the first speed and lower than the second speed
- the engine speed is driven by the driving force of the electric motor. Therefore, the engine can be reliably restarted only with the driving force of the electric motor.
- the eccentric amount of the eccentric member when the engaging portion is engaged is zero, the friction of each portion of the power transmission device is reduced and the load of the electric motor is reduced.
- the speed ratio of the power transmission device becomes infinite when the engine is restarted, it is possible to prevent the driving force of the engine from being inadvertently transmitted to the driving wheels.
- FIG. 1 is an overall perspective view of a continuously variable transmission.
- FIG. 2 is a partially broken perspective view of a main part of the continuously variable transmission.
- FIG. 3 is a cross-sectional view taken along line 3-3 of FIG.
- FIG. 4 is an enlarged view of part 4 of FIG.
- First embodiment) 5 is a cross-sectional view taken along line 5-5 of FIG.
- FIG. 6 is a diagram showing the shape of the eccentric disk.
- FIG. 7 is a diagram showing the relationship between the amount of eccentricity of the eccentric disk and the gear ratio.
- FIG. 8 is a diagram showing the state of the eccentric disk at the OD transmission ratio and the UD transmission ratio.
- (First embodiment) 9 is a cross-sectional view taken along line 9-9 of FIG.
- FIG. 10 is a flowchart of engine restart.
- FIG. 11 is a time chart of engine restart.
- an input shaft 12 and an output shaft 13 are supported in parallel with each other on a pair of side walls 11a and 11b of a transmission case 11 of a continuously variable transmission T for an automobile.
- the rotation of the connected input shaft 12 is transmitted to the drive wheels via the six transmission units 14, the output shaft 13 and the differential gear D.
- the engine E is provided with a starter motor S (see FIG. 3) for cranking and starting the crankshaft.
- the starter motor S is a well-known dive type, and includes a ring gear that rotates integrally with the crankshaft, and a pinion that is driven by the motor and can mesh with the ring gear.
- the transmission shaft 15 sharing the axis L with the input shaft 12 is fitted into the hollow input shaft 12 via the seven needle bearings 16 so as to be relatively rotatable. Since the structure of the six transmission units 14 is substantially the same, the structure will be described below with one transmission unit 14 as a representative.
- the transmission unit 14 includes a pinion 17 provided on the outer peripheral surface of the transmission shaft 15, and the pinion 17 is exposed from an opening 12 a formed in the input shaft 12.
- a disc-shaped eccentric cam 18 divided into two in the direction of the axis L is splined to the outer periphery of the input shaft 12 so as to sandwich the pinion 17.
- the center O1 of the eccentric cam 18 is eccentric with respect to the axis L of the input shaft 12 by a distance d. Further, the six eccentric cams 18 of the six transmission units 14 are offset in phase by 60 ° from each other.
- a pair of eccentric recesses 19 a and 19 a formed on both end surfaces in the axis L direction of the disc-shaped eccentric disk 19 are rotatably supported via a pair of needle bearings 20 and 20. .
- the center O1 of the eccentric recesses 19a, 19a (that is, the center O1 of the eccentric cam 18) is shifted from the center O2 of the eccentric disk 19 by a distance d. That is, the distance d between the axis L of the input shaft 12 and the center O1 of the eccentric cam 18 and the distance d between the center O1 of the eccentric cam 18 and the center O2 of the eccentric disk 19 are the same.
- a pair of crescent-shaped guide portions 18a and 18a are provided on the split surface of the eccentric cam 18 divided into two in the direction of the axis L so as to be coaxial with the center O1 of the eccentric cam 18.
- the right end side of the input shaft 12 is directly supported by the right side wall 11a of the mission case 11 via the ball bearing 21.
- a cylindrical portion 18b provided integrally with one eccentric cam 18 located on the left end side of the input shaft 12 is supported on the left side wall 11b of the mission case 11 via a ball bearing 22, and the eccentric cam.
- the left end side of the input shaft 12 splined to the inner periphery of 18 is indirectly supported by the mission case 11.
- the speed change actuator 23 that changes the speed ratio of the continuously variable transmission T by rotating the speed change shaft 15 relative to the input shaft 12 is supported by the transmission case 11 so that the motor shaft 24a is coaxial with the axis L.
- a motor 24 and a planetary gear mechanism 25 connected to the electric motor 24 are provided.
- the planetary gear mechanism 25 includes a carrier 27 that is rotatably supported by an electric motor 24 via a needle bearing 26, a sun gear 28 that is fixed to the motor shaft 24a, and a plurality of two stations that are rotatably supported by the carrier 27.
- a pinion 29 and a first ring gear 30 provided on a first connection member 43 splined to the shaft end of the hollow input shaft 12 (strictly speaking, the cylindrical portion 18b of the one eccentric cam 18) And a second ring gear 31 provided on a second connection member 44 splined to the shaft end of the transmission shaft 15.
- Each double pinion 29 includes a first pinion 29a having a large diameter and a second pinion 29b having a small diameter.
- the first pinion 29a meshes with the sun gear 28 and the first ring gear 30, and the second pinion 29b has a second ring gear. Mesh with 31.
- the annular outer peripheral portion of the first connecting member 43 and the annular outer peripheral portion of the second connecting member 44 are opposed to each other in the radial direction (see FIGS. 4 and 9), and the inner side of the first connecting member 43 on the outer side in the radial direction.
- a first engagement portion 43a is provided on the peripheral surface so as to protrude radially inward
- a second engagement portion 44a is provided on the outer peripheral surface of the second connection member 44 on the radially inner side so as to protrude radially outward.
- an annular portion 33a on one end side of the connecting rod 33 is supported via a roller bearing 32 so as to be relatively rotatable.
- the output shaft 13 is supported by a pair of ball bearings 34, 35 on a pair of side walls 11 a, 11 b of the mission case 11, and a swing link 42 is supported on the outer periphery via a one-way clutch 36.
- the tip of is connected to the tip of the rod portion 33 b of the connecting rod 33 via a pin 37.
- the one-way clutch 36 includes a ring-shaped outer member 38 press-fitted into the inner periphery of the swing link 42, an inner member 39 disposed inside the outer member 38 and fixed to the output shaft 13,
- a plurality of rollers 41 are arranged in a wedge-shaped space formed between the circumferential arc surface and the outer circumferential plane of the inner member 39 and are urged by a plurality of springs 40.
- the output shaft 13 rotates intermittently when the input shaft 12 rotates continuously. Since the eccentric disks 19 of the six transmission units 14 are out of phase with each other by 60 °, the six transmission units 14 alternately transmit the rotation of the input shaft 12 to the output shaft 13. Thus, the output shaft 13 rotates continuously.
- the transmission ratio of the continuously variable transmission T is maintained constant.
- the electric motor 24 may be rotationally driven at the same speed as the input shaft 12.
- the first ring gear 30 of the planetary gear mechanism 25 is connected to the input shaft 12 and rotates at the same speed as the input shaft 12.
- the sun gear 28 and the first ring gear 30 are driven.
- the planetary gear mechanism 25 is locked and rotates as a whole.
- the input shaft 12 and the transmission shaft 15 connected to the first ring gear 30 and the second ring gear 31 that rotate integrally are integrated and rotate at the same speed without relative rotation.
- the first ring gear 30 coupled to the input shaft 12 and the sun gear 28 connected to the electric motor 24 rotate relative to each other.
- the carrier 27 rotates relative to the first ring gear 30.
- the gear ratio of the first ring gear 30 and the first pinion 29a meshing with each other is slightly different from the gear ratio of the second ring gear 31 and the second pinion 29b meshing with each other.
- the transmission shaft 15 connected to the second ring gear 31 rotate relative to each other.
- FIG. 7A shows a state where the speed ratio is minimum (speed ratio: OD).
- the eccentric amount ⁇ of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is the axis L of the input shaft 12.
- 2d which is the sum of the distance d from the center O1 of the eccentric cam 18 to the center O2 of the eccentric disk 19.
- the eccentric amount ⁇ of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is gradually decreased from the maximum value 2d, and the transmission ratio is increased.
- the transmission shaft 15 further rotates relative to the input shaft 12
- the eccentric disk 19 further rotates relative to the eccentric cam 18 integral with the input shaft 12, and finally, as shown in FIG.
- the center O2 of the eccentric disk 19 overlaps the axis L of the input shaft 12, the eccentricity ⁇ becomes zero, the transmission gear ratio is maximized (infinite) (transmission ratio: UD), and power is transmitted to the output shaft 13. Blocked.
- the power transmission device of the present embodiment is provided with an auxiliary power transmission device (not shown) for enabling engine braking.
- the auxiliary power transmission device is, for example, an input shaft 12 and an output shaft 13 connected by an endless chain. The output shaft side is disengaged when traveling with the driving force of the engine E, and the engine brake is applied.
- a one-way clutch is provided that engages when actuated.
- the deceleration fuel cut is performed when the vehicle decelerates, and when the engine E is restarted after returning from the deceleration fuel cut, the cranking of the engine E by the starter motor S and the transmission actuator 23 are performed. Engine E cranking is selectively performed.
- the second connection member 44 rotates counterclockwise in the drawing with respect to the stopped first connection member 43.
- the second engaging portion 44a of the second connecting member 44 presses the first engaging portion 43a of the first connecting member 43
- the first connecting member 43 and the second connecting member 44 are counterclockwise in the drawing. It rotates (see FIG. 9C).
- the input shaft 12 connected to the first connecting member 43 rotates, and the crankshaft of the engine E connected to the input shaft 12 can be cranked.
- the speed change actuator 23 includes a tandem planetary gear mechanism 25 sharing an integrated two-pinion 29.
- the first engagement portion 43 a is a first connection member 43 that connects the first ring gear 30 and the input shaft 12.
- the second engaging portion 44a is provided on the second connecting member 44 that connects the second ring gear 31 and the transmission shaft 15, so that the first and second members 43, 44 are provided with the differential function of the planetary gear mechanism 25.
- the degree of freedom in setting the relative rotation angle can be increased.
- the gear ratio is UD
- the first engaging portion 43a and the second engaging portion 44a are engaged with each other, so that the gear ratio is determined while the engine E is cranked and started by the driving force of the electric motor 24. Is maintained at infinity, the friction of each sliding portion of the continuously variable transmission T is minimized, and not only the load of the electric motor 24 is reduced, but also the driving force of the electric motor 24 is output to the output shaft 13. Is prevented.
- step S1 When the engine E is in the deceleration fuel cut state in step S1, the vehicle speed is relatively high in step S2, and therefore, if the engine rotational speed is equal to or higher than the lower limit rotational speed (second rotational speed) at which the engine E can be ignited, step The engine E can be restarted only by restarting the fuel supply to the engine E without driving the starter motor S and the speed change actuator 23 in S3.
- the engine speed is set to the starter motor S in step S4. It is compared with the upper limit rotation speed (first rotation speed) that can be entered.
- the upper limit rotation speed at which the pinion can jump is the upper limit speed at which the pinion can jump into the ring gear. Therefore, if the engine speed is less than the maximum allowable speed at step S4 because the vehicle speed is relatively low, the starter motor S is driven to crank the engine E at step S5, and the fuel at step S3. The engine E is restarted by restarting the supply.
- step S6 the electric motor 24 of the speed change actuator 23 is driven to increase the engine speed to a value equal to or higher than the self-ignitable lower limit speed, and the engine E is restarted by restarting the fuel supply in step S3. To do.
- the broken line shows a comparative example in which the engine E is not restarted by the speed change actuator 23.
- the deceleration fuel cut is executed, and the engine speed is the vehicle speed. Decreases with decrease.
- the driver depresses the accelerator pedal at time t2 to accelerate the vehicle the engine speed cannot be restarted only by resuming the fuel supply because the engine speed is less than the lower limit speed of self-ignition.
- the engine speed is equal to or greater than the upper limit number of revolutions that can be jumped in, the engine E cannot be restarted by the starter motor S.
- the starter motor S is driven after waiting for the engine speed to be less than the maximum allowable engine speed at time t3, but when the pinion of the starter motor S jumps into the ring gear at time t4, the engine by the starter motor S is finally reached.
- E can be cranked. When the engine speed reaches the idle speed at time t6, the engine E is in a complete explosion state and the restart is completed.
- the solid line shows an embodiment in which the engine E is restarted by the speed change actuator 23.
- the deceleration fuel cut is executed and the engine speed is increased. Decreases as the vehicle speed decreases.
- the electric motor 24 of the speed change actuator 23 immediately operates, and the engine speed is increased by the driving force, and the engine speed is idle at time t5.
- the rotational speed is reached, the engine E is in a complete explosion state and the restart is completed.
- the restart of the engine E is completed at the time t6, but in the present embodiment, the restart of the engine E can be completed at a time t5 earlier than that, and the driver can reduce the time lag.
- the vehicle can be accelerated without feeling.
- the electric motor 24 of the speed change actuator 23 since the electric motor 24 of the speed change actuator 23 only needs to have an output sufficient to increase the rotational speed of the engine E, the electric motor 24 can be reduced in size.
- the speed change actuator of the present invention can be configured using a reduction mechanism of any type, it is not limited to the one using the planetary gear mechanism 25 of the embodiment, the one using a hypocycloid mechanism, A wave gear mechanism such as a harmonic drive (registered trademark) may be used.
- first engaging member 43a and the second engaging member 44a are provided on the outer periphery of the first connecting member 43 and the outer periphery of the second connecting member 44, respectively.
- the first engagement portion 43 a and the second engagement portion 44 a can be provided at any position of the two connection members 44.
- the members that provide the first engagement portion and the second engagement portion are not limited to the first connection member 43 and the second connection member 44, and may be two members that move relative to each other in accordance with a change in the gear ratio.
- the first engaging portion and the second engaging portion can be provided on the two eccentric disks 19, 19 adjacent in the axial direction.
- the first engagement portion 43a and the second engagement portion 44a are engaged when the transmission gear ratio is UD, but the first engagement portion increases after the transmission gear ratio increases from the OD side and exceeds UD. You may make it the joint part 43a and the 2nd engaging part 44a engage. This prevents the first engagement portion 43a and the second engagement portion 44a from engaging even if the transmission gear ratio changes between UD and OD while the vehicle is traveling, and the transmission gear ratio is not intended. Sudden changes and shocks are prevented.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transmission Devices (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract
Description
13 出力軸
15 変速軸
19 偏心ディスク(偏心部材)
23 変速アクチュエータ
24 電動モータ
28 サンギヤ(第3部材)
30 第1リングギヤ(第1部材)
31 第2リングギヤ(第2部材)
33 コネクティングロッド
36 ワンウェイクラッチ
42 揺動リンク
43a 第1係合部(係合部)
44a 第2係合部(係合部)
E エンジン
S スタータモータ
Claims (3)
- 飛び込み式のスタータモータ(S)を有するエンジン(E)に接続された入力軸(12)と、
前記入力軸(12)と平行に配置された出力軸(13)と、
前記出力軸(13)に揺動可能に支持された揺動リンク(42)と、
前記出力軸(13)および前記揺動リンク(42)間に配置され、該揺動リンク(42)が一方向に揺動したときに係合して他方向に揺動したときに係合解除するワンウェイクラッチ(36)と、
前記入力軸(12)と一体に偏心回転する偏心部材(19)と、
前記入力軸(12)と同軸に配置されて前記偏心部材(19)の偏心量を変更する変速軸(15)と、
前記変速軸(15)を前記入力軸(12)に対して相対回転させる変速アクチュエータ(23)と、
前記変速アクチュエータ(23)を駆動する電動モータ(24)と、
前記偏心部材(19)および前記揺動リンク(42)を接続するコネクティングロッド(33)とを備える車両用動力伝達装置であって、
前記変速アクチュエータ(23)は、前記入力軸(12)に接続された第1部材(30)と、前記変速軸(15)に接続された第2部材(31)と、前記電動モータ(24)に接続されて前記第1、第2部材(30,31)を異なる回転数で駆動する第3部材(28)と、前記第1、第2部材(30,31)が所定の位相にあるときに相互に係合し、前記第2部材(31)の回転を前記第1部材(30)に直接伝達可能な係合部(43a,44a)とを備え、
減速フュエルカット中の前記エンジン(E)の回転数が、前記スタータモータ(S)の飛び込み可能上限回転数である第1回転数未満である場合には,前記スタータモータ(S)を駆動することで前記エンジン(E)を再始動し、
減速フュエルカット中の前記エンジン(E)の回転数が、前記エンジン(E)の自着火可能下限回転数である第2回転数以上である場合には,燃料噴射を再開することで前記エンジン(E)を再始動し、
減速フュエルカット中の前記エンジン(E)の回転数が、前記第1回転数以上かつ前記第2回転数未満である場合には、前記電動モータ(24)の駆動力を前記係合部(43a,44a)を介して前記入力軸(12)に伝達することで前記エンジン(E)を再始動することを特徴とする車両用動力伝達装置。 - 減速フュエルカット中の前記エンジン(E)の回転数が、前記第1回転数以上かつ前記第2回転数未満である場合には、前記電動モータ(24)の駆動力で前記エンジン(E)の回転数を前記第2回転数以上に上昇させることを特徴とする、請求項1に記載の車両用動力伝達装置。
- 前記係合部(43a,44a)が係合するときの前記偏心部材(19)の偏心量はゼロであることを特徴とする、請求項1または請求項2に記載の車両用動力伝達装置。
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