WO2018143247A1 - 内燃機関始動アシスト機構 - Google Patents

内燃機関始動アシスト機構 Download PDF

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Publication number
WO2018143247A1
WO2018143247A1 PCT/JP2018/003143 JP2018003143W WO2018143247A1 WO 2018143247 A1 WO2018143247 A1 WO 2018143247A1 JP 2018003143 W JP2018003143 W JP 2018003143W WO 2018143247 A1 WO2018143247 A1 WO 2018143247A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
side member
starter
rotation direction
Prior art date
Application number
PCT/JP2018/003143
Other languages
English (en)
French (fr)
Inventor
斉士 桂
太一 北村
Original Assignee
株式会社エクセディ
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 株式会社エクセディ filed Critical 株式会社エクセディ
Priority to US16/483,484 priority Critical patent/US20200018278A1/en
Priority to CN201880010317.XA priority patent/CN110249124A/zh
Priority to EP18747509.0A priority patent/EP3564521A4/en
Publication of WO2018143247A1 publication Critical patent/WO2018143247A1/ja

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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
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/02—Starting apparatus having mechanical power storage of spring type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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
    • 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
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/124—Elastomeric springs
    • F16F15/1245—Elastic elements arranged between substantially-radial walls of two parts rotatable with respect to each other, e.g. between engaging teeth
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation

Definitions

  • the present invention relates to an internal combustion engine start assist mechanism applicable to a power transmission device with a rotating electrical machine that integrates a power generation function and an engine start function of a vehicle alternator and a starter motor.
  • an alternator 105 connected to a pulley 103 provided at a crankshaft end 102 of an internal combustion engine 101 via a V-belt 104 is known.
  • a drive function is added to the alternator 105 to enable the internal combustion engine to start during warm (after warm-up) (see ISG in Patent Documents 1 to 3), and further assist driving force during vehicle travel. Devices and the like are known.
  • the internal combustion engine start method described above may not be able to start in the cold state. This is because, when cold, the temperature of the lubricating oil in the internal combustion engine decreases, the viscosity of the lubricating oil increases, the stirring resistance at the time of starting increases, and the friction between the V-belt 104 and the pulley 103 increases. As a factor, it is cited that the coefficient decreases, slip occurs between the V belt 104 and the pulley 103, and the rotational driving force of the alternator 105 cannot be transmitted to the internal combustion engine 101.
  • a vehicle equipped with the above-described device always includes a starter motor 106 in addition to the alternator 105 in order to be able to cope with the start of the internal combustion engine when it is cold.
  • 107 is a ring gear
  • 108 is a starting device such as a torque converter
  • 109 is a transmission.
  • an object of the present invention is to solve the above-mentioned problem, and without using a V-belt and a pulley, the internal combustion engine and the starter are connected to each other in the cold state, particularly ⁇ 20 ° C. to ⁇ 30 ° C. It is an object of the present invention to provide an internal combustion engine start assist mechanism that can reliably start even under extremely low temperature conditions.
  • the first support portion of the starter side member and the second support portion of the internal combustion engine side member which are respectively positioned along the rotational direction of the internal combustion engine.
  • An elastic member mounted and having an urging force for urging in the rotational direction of the internal combustion engine;
  • a stopper portion disposed on the internal combustion engine side member that rotates integrally with the output shaft of the internal combustion engine;
  • the stopper of the internal combustion engine side member is disposed behind the stopper portion of the internal combustion engine side member in the rotational direction of the internal combustion engine, and the starter side member rotates in a direction opposite to the rotational direction of the internal combustion engine.
  • a contact portion of the starter side member that is capable of forming a gap between the starter side member and that can contact the stopper portion of the internal combustion engine side member when the starter side member rotates in the rotation direction of the internal combustion engine.
  • the relative clearance and the elastic member are arranged along the rotational direction between the starter side member connected to the starter and the internal combustion engine side member connected to the internal combustion engine.
  • the elastic member is temporarily contracted by forming a gap between the starter side member and the internal combustion engine side member by rotating the starter side member in a direction opposite to the starter rotation direction, and then the starter side member
  • the torque higher than the static torque of the starting device can be obtained and the internal combustion engine can be started.
  • the rotational driving force of the starting device can be reliably transmitted to the internal combustion engine without using a V-belt and pulley, even in cold conditions, especially at extremely low temperatures such as -20 ° C to -30 ° C.
  • the internal combustion engine can be reliably started when it is cold.
  • FIG. 5 is a partial state explanatory view of the internal combustion engine start assist mechanism in a state where it is further twisted from the state of FIG.
  • FIG. 8A is the same modification as FIG.
  • the internal combustion engine start assist mechanism 20 starts an internal combustion engine, for example, the engine 13, using a rotating electrical machine 16 as an example of a starter.
  • a rotating electrical machine 16 as an example of a starter.
  • the relative rotation direction provided between the rotating electrical machine 16 and the engine 13 is relatively different.
  • the engine is started by obtaining a torque equal to or higher than the static torque of the rotating electrical machine 16.
  • the application target of the internal combustion engine start assist mechanism 20 includes a power transmission device with a rotating electric machine.
  • the functions of an integrated starter generator (ISG) and a starter motor are integrated by combining the rotating electric machine 16 with a power transmission device 17 such as a clutch or a torque converter.
  • a power transmission device 17 such as a clutch or a torque converter.
  • the internal combustion engine start assist mechanism 20 the rotational driving force of the rotating electrical machine 16 can be reliably transmitted to the engine 13 even when cold, and the engine 13 can be reliably started when cold. it can.
  • the single rotary electric machine 16 when the rotary electric machine 16 is combined with the power transmission device 17, the single rotary electric machine 16 is integrated so that both the power generation function and the engine start function of the alternator and starter motor can be exhibited. It can also be applied to those that have been made, and cost and space can be reduced.
  • the internal combustion engine start assist mechanism 20 includes an elastic member 3, a stopper portion 2 c of the internal combustion engine side member 2, and a contact portion 1 c of the starter side member 1.
  • the starter side member 1 is connected to a starter, for example, a rotating electrical machine 16, and transmits torque at the start from the starter to the internal combustion engine side.
  • a starter for example, a rotating electrical machine 16
  • the internal combustion engine side member 2 is a member that is connected to the internal combustion engine, for example, the output shaft 15 of the engine 13 and rotates integrally with the output shaft 15 of the engine 13.
  • an engine side member or an outer shell of a torque converter as an example of the power transmission device 17 can be exemplified.
  • the elastic member 3 is constituted by a coil spring as an example, and at least two elastic members 3 are arranged.
  • the at least two elastic members 3 are preferably arranged point-symmetrically around the center in the rotational direction 10 of the internal combustion engine from the viewpoint of the balance of the urging force.
  • FIG. 1A four are arranged at intervals of 90 degrees.
  • the elastic member 3 includes a concave first support portion 1b and an internal combustion engine side of the starter side member 1 that are positioned opposite to each other along the rotational direction 10 of the internal combustion engine (for example, counterclockwise in FIGS. 1A and 2).
  • the member 2 is mounted so as to have an urging force for urging in the rotational direction 10 of the internal combustion engine between the concave second support portion 2 b of the member 2.
  • the internal combustion engine side member 2 is provided with a stopper portion 2c.
  • the contact portion 1c of the starter side member 1 is disposed on the rear side of the internal combustion engine rotation direction 10 with respect to the stopper portion 2c of the internal combustion engine side member 2, and is opposite to the internal combustion engine rotation direction 10 of the starter side member 1.
  • a clearance 12 can be formed between the internal combustion engine side member 2 and the stopper portion 2c of the internal combustion engine side member 2 at the time of rotation, and when the starter side member 1 rotates in the internal combustion engine rotation direction 10, it contacts the stopper portion 2c of the internal combustion engine side member 2. It is possible.
  • the spacing dimension of the gap 12 is determined in advance by design in consideration of the urging force applied to the internal combustion engine side member 2 and the mechanical strength when the elastic member 3 contracts.
  • the starter-side member 1 has a plurality of L-shaped first protrusions 1a projecting from the first outer peripheral frame portion 1d of the annular member toward the center in the radial direction at a certain angular interval (for example, an interval of 90 degrees). Yes.
  • the tip of each L-shaped first protrusion 1a is a contact portion 1c.
  • a first recess 1b On the rear side of the internal combustion engine rotation direction 10 of each L-shaped first protrusion 1a, a first recess 1b as a first support portion is provided, and the elastic member 3 on the front side of the internal combustion engine rotation direction 10 is provided. Supports the end.
  • the internal combustion engine side member 2 is disposed inside the starter side member 1 so as to be relatively rotatable, and is arranged at a certain angular interval (for example, an interval of 90 degrees) radially outward from the second outer peripheral frame portion 2d of the annular member. ) Projecting a plurality of L-shaped second protrusions 2a.
  • the radial outer peripheral surface of the tip of each L-shaped second protrusion 2a is slidable on the radial inner peripheral surface of the first outer peripheral frame 1d so that the second protrusion 2a is relative to the first outer peripheral frame 1d. It is possible to guide general movement.
  • Each L-shaped second protrusion 2a has a second concave portion 2b as a second support portion on the front side in the internal combustion engine rotation direction 10, and an end of the elastic member 3 on the rear side in the internal combustion engine rotation direction 10 Supporting the department.
  • a stopper portion 2c protruding outward in the radial direction is formed on the second outer peripheral frame portion 2d on the front side in the rotational direction 10 of the internal combustion engine with respect to each second protrusion 2a.
  • Each stopper portion 2c is capable of abutting and locking the contact portion 1c of the starter side member 1, and when the stopper portion 2c is locked, the starter side member 1 and the internal combustion engine side member 2 are in the rotational direction 10 of the internal combustion engine. While rotating integrally, the abutting portion 1c is separated from the stopper portion 2c to form a relative gap 12 if the urging force of the elastic member 3 is resisted in the direction opposite to the rotational direction 10 of the internal combustion engine. Is possible.
  • the abutting portion 1c guides the relative movement of the abutting portion 1c relative to the second outer peripheral frame portion 2d by allowing the radially inner surface to slide on the outer peripheral surface of the second outer peripheral frame portion 2d. I can do it.
  • At least two contact portions 1c of the starter side member 1 and stopper portions 2c of the internal combustion engine side member 2 are also arranged, and these are arranged point-symmetrically with respect to the center in the rotational direction 10 of the internal combustion engine. Is more preferable from the viewpoint of balance.
  • the starter-side member 1 once rotates by a predetermined angle in the direction opposite to the internal combustion engine rotation direction 10 to simultaneously contract the elastic members 3 to increase the urging force, and then the internal combustion engine rotation.
  • the starter side member 1 is configured to rotate in the internal combustion engine rotation direction 10 integrally with the internal combustion engine side member 2 by bringing the portion 1c into contact with the stopper portion 2c of the internal combustion engine side member 2.
  • the angle range for reverse rotation is determined in advance in consideration of the urging force applied to the internal combustion engine side member 2 and the mechanical strength when the elastic member 3 contracts. Macroscopically, since the internal combustion engine side member 2 does not rotate due to a large resistance torque, the contraction angle of the gap 12 and the elastic member 3 can be made substantially the same.
  • FIG. 6 is a schematic operation time chart.
  • the internal combustion engine side member 2 and the starting device side member 1 in FIGS. 3 to 5 have convex portions, that is, the first projecting portion 1a and the second projecting portion 2a are mutually connected to the inner periphery of the starting device side member 1. With respect to the circumferential direction, it can be formed relatively between the stopper portion 2c and the abutting portion 1c in a state in which it is restrained so as not to move in the radial direction between the surface and the outer peripheral surface of the internal combustion engine side member 2 Relative rotation is allowed within a certain angle range by the gap 12.
  • the starting device is defined as the forward rotation direction 10 of the engine 13 as shown in the order of FIGS. 3, 4, and 5. It is once rotated only within an angle range in the reverse direction (reverse direction) (see A in FIG. 6).
  • each abutting portion 1c abuts on each stopper portion 2c so that there is no gap 12 therebetween, and the internal combustion engine side member 2 together with the starter side member 1 starts to rotate integrally.
  • the internal combustion engine side member 2 is generated with the torque generated by the starter itself while the contact portion 1c of the starter side member 1 and the stopper portion 2c of the internal combustion engine side member 2 remain in contact. Is driven in the forward rotation direction 10.
  • the relative gap 12 and the coil spring 3 are arranged along the rotation direction between the starting device side member 1 connected to the rotating electrical machine 16 and the internal combustion engine side member 2 connected to the engine 13. And are arranged.
  • the starter side member rotates in the direction opposite to the internal combustion engine rotation direction 10 by a predetermined angle to form the gap 12 and contracts the elastic member 3 and then rotates in the internal combustion engine rotation direction 10.
  • the contact portion 1c of the starter side member 1 is brought into contact with the stopper portion 2c of the internal combustion engine side member 2, and in addition to the rotation of the internal combustion engine rotation direction 10 by the starter side member 1, the biasing force of the elastic member 3 is applied.
  • the starter side member 1 rotates in the internal combustion engine rotation direction 10 integrally with the internal combustion engine side member 2.
  • the dynamic torque of the internal combustion engine starting device can be utilized, and compared with the case where only the static torque is utilized, without using the V-belt and the pulley, especially in the cold state— Even at an extremely low temperature such as 20 ° C. to ⁇ 30 ° C., the rotational driving force of the rotating electrical machine 16 can be reliably transmitted to the engine 13 and the engine 13 can be reliably started.
  • the starter can be reduced in size and can be reliably started even under conditions where the torque required for starting increases at extremely low temperatures, etc.
  • advantages such as cost advantages and space efficiency can be obtained by reducing the number of parts.
  • the elastic member 3 is not limited to a coil spring, and may have the following configuration.
  • the elastic member 3 is arranged on the inner peripheral side of the first outer peripheral frame portion 1 d of the starter side member 1 and the second inner peripheral side support portion 1 e and the second of the internal combustion engine side member 2.
  • a plate that is provided with a second outer peripheral side support portion 2e on the outer peripheral side of the outer peripheral frame portion 2d, and that is laminated in a radial direction between the first inner peripheral side support portion 1e and the second outer peripheral side support portion 2e. You may make it comprise with the spring 31.
  • FIG. when the previous elastic member 3 is contracted, it means when the leaf spring 31 is twisted and bent.
  • This example also operates in the same manner as in the first embodiment. In this example, the twisting angle is smaller than that of the coil spring, but conversely, when the design requires only a small twisting angle, there is a merit that the occupied volume as the elastic member 3 can be further reduced. is there.
  • the elastic member 3 includes a cylinder 32 that is supported between the first recess 1b and the second recess 2b and that seals a compressible fluid, and a piston that moves forward and backward in the cylinder 32. 33 can also be configured. Between the cylinder 32 and the piston 33, a fluid leakage is prevented by a seal.
  • FIG. 8A shows the case where the compressive fluid is sealed and the internal pressure is low in the extended state
  • FIG. 8B shows the case where the compressive fluid is sealed and the internal pressure is increased in the contracted state. This is a state in which a compressive fluid is enclosed.
  • the elastic coefficient can be freely changed by the filling amount of the compressive fluid, and there is an advantage that application design is facilitated.
  • the elastic member 3 may be constituted by an accordion spring 34 supported between the first recess 1b and the second recess 2b. This example also operates in the same manner as in the first embodiment.
  • the elastic member 3 can also be constituted by a tension spring 35 supported between the first recess 1b and the second recess 2b.
  • a stopper portion 2c is disposed at the radially outer end of the plurality of L-shaped second protrusions 2a, and a contact portion 1c is disposed at the radially inner end of the plurality of L-shaped first protrusions 1a.
  • the tension spring 35 and the internal combustion engine rotation direction (for example, counterclockwise direction in FIG. 10) are opposed to each other and opposed to each other on the rear side and the front side of the starting device side member 1 and the internal combustion engine 1b.
  • the engine side member 2 is mounted so as to have an urging force for urging in the rotational direction 10 of the internal combustion engine between the second support portion 2b having a concave shape.
  • This example also operates in the same manner as in the first embodiment. In this example, it is possible to suppress the friction and abrasion of the spring member due to centrifugal force.
  • the internal combustion engine start assist mechanism does not use a V-belt and a pulley, and rotates the starter even when it is cold, particularly under extremely low temperatures such as ⁇ 20 ° C. to ⁇ 30 ° C.
  • a power transmission device with a rotating electrical machine that integrates the power generation function and engine start function of the alternator and starter motor of a vehicle that can reliably transmit power to the internal combustion engine and can start the internal combustion engine reliably when cold Applicable.
  • Elastic member 10 Internal combustion engine rotational direction 12 Gap 13 Engine 14 Transmission 15 Output shaft 16 Rotating electrical machine 17 Power transmission device 20 Internal combustion engine start assist mechanism 31

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Abstract

内燃機関回転方向沿いの始動装置側部材（１）の第１支持部（１ｂ）と内燃機関側部材（２）の第２支持部（２ｂ）との間に装着され内燃機関回転方向（１０）への付勢力を有する弾性部材（３）と、内燃機関側部材のストッパー部（２ｃ）と、ストッパー部よりも内燃機関回転方向後側に配置され、始動装置側部材の内燃機関回転方向とは逆回転時にストッパー部との間で隙間（１２）を形成可能でかつ始動装置側部材の内燃機関回転方向回転時にはストッパー部に接触可能な始動装置側部材の当接部（１ｃ）とを備え、始動装置側部材が、逆回転後に内燃機関回転方向に回転するとき、当接部をストッパー部に接触させ、始動装置側部材の回転に弾性部材の付勢力の回転が加わり、始動装置側部材が内燃機関側部材と一体的に回転する。

Description

内燃機関始動アシスト機構
　本発明は、車両のオルタネータ及びスタータモータの持つ発電機能及びエンジン始動機能を統合する回転電機付き動力伝達装置等に適用可能な内燃機関始動アシスト機構に関する。
　従来、車両用の発電装置として、図１１に示すように、内燃機関１０１のクランク軸端１０２に設けられたプーリ１０３にＶベルト１０４を介して接続されたオルタネータ１０５が知られている。
　また、オルタネータ１０５に駆動の機能を付加し、温間時（暖機後）の内燃機関始動を可能にした（特許文献１～３のＩＳＧ参照。）、更に車両走行時に駆動力の補助を行なう装置等が知られている。
特許第４７８２３４８号 特許第４７８７２４２号 特表２００９－５０８４６４号
　しかしながら、前記による内燃機関始動方法では、冷間時の始動が出来なくなる事がある。これは、冷間時では、内燃機関の潤滑油の温度が低下する事で潤滑油の粘度が上昇し、始動時の撹拌抵抗が大きくなるとともに、Ｖベルト１０４とプーリ１０３との間での摩擦係数が低下して、Ｖベルト１０４とプーリ１０３との間で滑りが発生し、オルタネータ１０５の回転駆動力が内燃機関１０１に伝達できない等が要因として挙げられている。
　このような問題から、前記のような装置を備えた車両においては、冷間時の内燃機関始動にも対応可能とする為に、オルタネータ１０５とは別に、スタータモータ１０６を必ず備えている。なお、図１１において、１０７はリングギヤ、１０８はトルクコンバータなどの発進装置、１０９は変速機である。
　従って、本発明の目的は、前記問題を解決することにあって、Ｖベルトとプーリとを使うことなく、内燃機関と始動装置とを連結して冷間時、特に－２０℃～－３０℃などの極低温時等の条件においても始動を確実に可能とする、内燃機関始動アシスト機構を提供することにある。
　前記目的を達成するために、本発明の１つの態様によれば、内燃機関回転方向沿いにそれぞれ位置する始動装置側部材の第１支持部と内燃機関側部材の第２支持部との間に装着されて、前記内燃機関回転方向へ付勢する付勢力を有する弾性部材と、
　内燃機関の出力軸と一体回転する前記内燃機関側部材に配置されたストッパー部と、
　前記内燃機関側部材の前記ストッパー部よりも前記内燃機関回転方向の後側に配置され、前記始動装置側部材の前記内燃機関回転方向とは逆方向への回転時に前記内燃機関側部材の前記ストッパー部との間で隙間を形成可能でかつ前記始動装置側部材の前記内燃機関回転方向の回転時には、前記内燃機関側部材の前記ストッパー部に接触可能な、始動装置側部材の当接部とを備えて、
　前記始動装置側部材が、一旦、前記内燃機関回転方向とは逆方向に所定角度だけ回転して前記弾性部材を収縮させたのち、前記内燃機関回転方向に回転するとき、前記始動装置側部材の前記当接部を前記内燃機関側部材の前記ストッパー部に接触させて、前記始動装置側部材による前記内燃機関回転方向の回転に加えて、前記弾性部材の前記付勢力による前記内燃機関回転方向の回転が加わって、前記始動装置側部材が前記内燃機関側部材と一体的に前記内燃機関回転方向に回転する、内燃機関始動アシスト機構を提供する。
　本発明の前記態様によれば、始動装置に接続される始動装置側部材と内燃機関に接続される内燃機関側部材との間に回転方向沿いに相対的な隙間と弾性部材とを配置して、始動装置側部材の始動回転方向とは逆方向の回転により、始動装置側部材と内燃機関側部材との間に隙間を形成して弾性部材を、一旦、収縮させたのち、始動装置側部材の始動回転方向の回転により、弾性部材の付勢力によるトルクを利用することにより、始動装置の静的トルク以上のトルクを得て、内燃機関始動を行わせることができる。この結果、Ｖベルトとプーリとを使うことなく、冷間時、特に－２０℃～－３０℃などの極低温時等の条件においても、前記始動装置の回転駆動力を内燃機関に確実に伝達でき、冷間時に内燃機関を確実に始動させることができる。
本発明の第１実施形態にかかる内燃機関始動アシスト機構の全周の正面図、 第１実施形態にかかる内燃機関始動アシスト機構の配置を示す説明図であって、図１Ａの正面図の４５度断面図、 内燃機関始動アシスト機構の部分拡大正面図、 初期位置状態での内燃機関始動アシスト機構の部分状態説明図、 捩り始め状態での内燃機関始動アシスト機構の部分状態説明図、 図４の状態からさらに捩った状態での内燃機関始動アシスト機構の部分状態説明図、 内燃機関始動アシスト機構の概略の動作タイムチャート、 第１実施形態において、板ばねで構成された変形例の説明図、 第１実施形態において、シリンダーとピストンとで構成された変形例であって、圧縮性流体は封入されており、かつ伸長状態で内圧が低いときの説明図、 図８Ａと同じ変形例であって、圧縮性流体は封入されており、かつ収縮状態で内圧が上がっているときの説明図、 第１実施形態において、アコーディオンばねで構成された変形例の説明図、 第１実施形態において、引張りばねで構成された変形例の説明図、 従来の内燃機関とスタータモータとオルタネータとの関係を示す説明図である。
　以下、図面を参照して本発明における第１実施形態を詳細に説明する。なお、各実施形態の説明において、同じ部品又は部分は同じ参照符号を付することにより、重複した説明を省略している。
　＜第１実施形態＞
　本発明の第１実施形態にかかる内燃機関始動アシスト機構２０は、図１Ａ及び図１Ｂに示すように、始動装置の一例としての回転電機１６を用いて内燃機関、例えば、エンジン１３の始動を行うシステムにおいて、－２０℃～－３０℃などの極低温時等にて必要トルクが増加し、始動が困難となる状況において、回転電機１６とエンジン１３との間に設けた回転方向の相対的な隙間１２と弾性部材３による付勢により、回転電機１６の静的トルク以上のトルクを得て、エンジン始動を達成するものである。
　このような内燃機関始動アシスト機構２０の適用対象としては、回転電機付き動力伝達装置がある。
　回転電機付き動力伝達装置の一例としては、クラッチ又はトルクコンバータ等の動力伝達装置１７に回転電機１６を組合わせて、ＩＳＧ（Integrated Starter Generator）及びスタータモータの持つ機能を統合し、コスト及びスペースのメリットを得るための構成がある。このような構成において、内燃機関始動アシスト機構２０を組み込むことにより、冷間時でも、回転電機１６の回転駆動力をエンジン１３に確実に伝達でき、冷間時にエンジン１３を確実に始動させることができる。
　さらに、本発明の実施形態では、動力伝達装置１７に回転電機１６を組合せて配置するとき、１つの回転電機１６でオルタネータ及びスタータモータの持つ発電機能及びエンジン始動機能の両方を発揮できるように統合したものにも適用することができ、コスト削減及びスペース削減を図ることができる。
　以下、このような構成に適用可能な内燃機関始動アシスト機構２０について、詳しく説明する。
　内燃機関始動アシスト機構２０は、弾性部材３と、内燃機関側部材２のストッパー部２ｃと、始動装置側部材１の当接部１ｃとを備えている。
　始動装置側部材１は、始動装置、例えば回転電機１６に接続されて、始動装置からの始動時のトルクを内燃機関側に伝達する。
　内燃機関側部材２は、内燃機関、例えばエンジン１３の出力軸１５に接続されて、エンジン１３の出力軸１５と一体回転する部材である。内燃機関側部材２の例としては、エンジン側の部材、又は、動力伝達装置１７の一例としてのトルクコンバータの外殻などが例示できる。
　弾性部材３は、一例としてコイルバネで構成されており、少なくとも２つ配置されている。少なくとも２つの弾性部材３は、内燃機関回転方向１０の中心周りに点対称で配置されることが、付勢力のバランス上の観点から好ましい。一例としては、図１Ａに示すように、９０度間隔に４個配置している。弾性部材３は、内燃機関回転方向（例えば図１Ａ及び図２などでは反時計方向）１０沿いで互いに対向してそれぞれ位置する始動装置側部材１の凹部状の第１支持部１ｂと内燃機関側部材２の凹部状の第２支持部２ｂとの間に、内燃機関回転方向１０へ付勢する付勢力を有するように装着されている。
　内燃機関側部材２には、ストッパー部２ｃが配置されている。
　始動装置側部材１の当接部１ｃは、内燃機関側部材２のストッパー部２ｃよりも内燃機関回転方向１０の後側に配置され、始動装置側部材１の内燃機関回転方向１０とは逆方向への回転時に内燃機関側部材２のストッパー部２ｃとの間で隙間１２を形成可能でかつ始動装置側部材１の内燃機関回転方向１０の回転時には、内燃機関側部材２のストッパー部２ｃに接触可能となっている。隙間１２の間隔寸法は、内燃機関側部材２に付与する付勢力及び弾性部材３の収縮時の機械的強度などを考慮して、予め設計で決めておく。
　より詳しくは、以下のような構成となっている。
　始動装置側部材１は、円環状部材の第１外周枠部１ｄから径方向の中心向きに、ある角度間隔（例えば９０度間隔）で複数個のＬ字状の第１突起部１ａが張り出している。各Ｌ字状の第１突起部１ａの先端が当接部１ｃである。各Ｌ字状の第１突起部１ａの内燃機関回転方向１０の後側には、第１支持部としての第１凹部１ｂを有しており、弾性部材３の内燃機関回転方向１０の前側の端部を支持している。
　内燃機関側部材２は、始動装置側部材１の内側に相対回転可能に配置されており、円環状部材の第２外周枠部２ｄから径方向の外向きに、ある角度間隔（例えば９０度間隔）で複数個のＬ字状の第２突起部２ａが張り出している。各Ｌ字状の第２突起部２ａの先端の径方向外周面は第１外周枠部１ｄの径方向内周面を摺動可能として、第２突起部２ａの第１外周枠部１ｄに対する相対的な移動を案内できるようにしている。各Ｌ字状の第２突起部２ａの内燃機関回転方向１０の前側に、第２支持部としての第２凹部２ｂを有しており、弾性部材３の内燃機関回転方向１０の後側の端部を支持している。
　各第２突起部２ａよりも内燃機関回転方向１０の前側の第２外周枠部２ｄには、径方向に外向きに突出したストッパー部２ｃを形成している。各ストッパー部２ｃは、始動装置側部材１の当接部１ｃが当接係止可能で、かつ係止するとき、内燃機関回転方向１０には始動装置側部材１と内燃機関側部材２とが一体的に回転する一方、内燃機関回転方向１０とは反対方向には、弾性部材３の付勢力に抗すれば、ストッパー部２ｃから当接部１ｃは離れて相対的な隙間１２を形成することが可能となっている。このとき、当接部１ｃは、その径方向の内側の面が第２外周枠部２ｄの外周面を摺動可能として、当接部１ｃの第２外周枠部２ｄに対する相対的な移動を案内できるようにしている。
　なお、始動装置側部材１の当接部１ｃ及び内燃機関側部材２のストッパー部２ｃも少なくとも２つ配置するのが好ましく、これらを内燃機関回転方向１０の中心に対して点対称に配置することが、バランスの観点からより好ましい。
　このような構成において、始動装置側部材１が、一旦、内燃機関回転方向１０と逆方向に所定角度だけ回転して各弾性部材３を一斉に収縮させて付勢力を大きくしたのち、内燃機関回転方向１０に回転するとき、始動装置側部材１による内燃機関回転方向１０の回転に加えて、弾性部材３の付勢力による内燃機関回転方向１０の回転が加わって、始動装置側部材１の当接部１ｃを内燃機関側部材２のストッパー部２ｃに接触させて、始動装置側部材１が内燃機関側部材２と一体的に内燃機関回転方向１０に回転するように構成している。一例として、逆回転させる角度範囲は、内燃機関側部材２に付与する付勢力及び弾性部材３の収縮時の機械的強度などを考慮して、予め設計で決めておく。巨視的には、内燃機関側部材２は大きな抵抗トルクにより回転しないので、隙間１２と弾性部材３の収縮角度とはほぼ同じとすることができる。
　従って、例えば、エンジン１３の始動にかかるトルクが増大する－２０℃～－３０℃などの極低温時等の条件において、エンジン１３の始動装置が発揮しうる静的なトルクが、前記始動にかかるトルクを下回る場合において、第１実施形態の構成を用いる事で、エンジン１３に対して動的なトルクを付加する事が可能になり、エンジン１３の始動性能を向上させることが出来る。
　より具体的な作用について、図３～図５を用いて以下に説明する。図６は概略の動作タイムチャートである。
　図３～図５中の内燃機関側部材２と始動装置側部材１とは、互いに凸部をもって、すなわち、第１突起部１ａと第２突起部２ａとが互いに始動装置側部材１の内周面と内燃機関側部材２の外周面との間で径方向に移動不可に拘束された状態で、周方向に対しては、ストッパー部２ｃと当接部１ｃとの間で相対的に形成可能な隙間１２の分だけ、ある程度の角度範囲内で相対的な回転が許容される。
　この周方向の回転は、各弾性部材３の付勢力と各当接部１ｃの各ストッパー部２ｃへの当接とで制限される。
　前記のように、冷間時などエンジン１３の始動にかかるトルクが増大する条件において、図３、図４、図５の順に示すように、まず、始動装置をエンジン１３の正転方向１０とは逆方向（逆転方向）にある角度範囲だけ、一旦、回転させる（図６のＡ参照）。
　このとき、エンジン１３には、正転方向（内燃機関回転方向）１０と同様に逆転方向に対しても大きな抵抗トルクが作用している為、内燃機関側部材２は巨視的に見て、ほとんど回転しない。したがって、始動装置側部材１と内燃機関側部材２との間の相対回転によって、弾性部材３が圧縮されてエネルギーが貯め込まれる。このとき、各ストッパー部２ｃから各当接部１ｃが周方向に離れて、両者の間に隙間１２が形成される。
　次に、始動装置を逆転方向から正転方向１０に転じると（図６のＢ参照）、始動装置が発揮する正転方向１０のトルクと、弾性部材３に貯め込まれたエネルギーとを解放する事によって発生するトルクとを合算した合算トルクで、始動装置側部材１が正転方向１０に加速回転する（図６のＣ参照）。
　さらに、始動装置側部材１が正転方向１０に回転を続けると、始動装置側部材１の当接部１ｃが、停止している内燃機関側部材２のストッパー部２ｃに当接し、始動装置側部材１の回転は急減速される。このとき、各当接部１ｃが各ストッパー部２ｃに当接して両者の間の隙間１２が無くなるとともに、始動装置側部材１と共に内燃機関側部材２が一体的に回転を開始する。
　この急減速の過程で、始動装置側部材１と一体回転をする部材の全ての慣性モーメント分の正転方向１０のトルクが、内燃機関側部材２に作用する。
　ここでは、以下の関係式が成立していることになる。
Figure JPOXMLDOC01-appb-M000001
Figure JPOXMLDOC01-appb-M000002
　急減速された後は、始動装置側部材１の当接部１ｃと内燃機関側部材２のストッパー部２ｃとが当接したままの状態で、始動装置自体が発生するトルクで内燃機関側部材２を正転方向１０に駆動する。
　このように、第１実施形態では、回転電機１６に接続される始動装置側部材１とエンジン１３に接続される内燃機関側部材２との間に回転方向沿いに相対的な隙間１２とコイルバネ３とを配置している。そして、始動装置側部材が、一旦、内燃機関回転方向１０とは逆方向に所定角度だけ回転して隙間１２を形成するとともに弾性部材３を収縮させたのち、内燃機関回転方向１０に回転するとき、始動装置側部材１の当接部１ｃを内燃機関側部材２のストッパー部２ｃに接触させて、始動装置側部材１による内燃機関回転方向１０の回転に加えて、弾性部材３の付勢力による内燃機関回転方向１０の回転が加わって、始動装置側部材１が内燃機関側部材２と一体的に内燃機関回転方向１０に回転する。このように、コイルバネ３の付勢力によるトルクを利用することにより、回転電機１６の静的トルク以上のトルクを得て、エンジン始動を行わせることができる。この結果、内燃機関始動装置の動的なトルクを活用する事ができて、静的なトルクのみを活用する場合と比較して、Ｖベルトとプーリとを使うことなく、冷間時、特に－２０℃～－３０℃などの極低温時等においても、回転電機１６の回転駆動力をエンジン１３に確実に伝達でき、エンジン１３を確実に始動させることができる。
　これにより、始動装置の小型化が図れるとともに、極低温時等の始動に必要なトルクが増大する条件においても、確実な始動が可能になる為、従来技術のようにＶベルトの滑りの懸念からＩＳＧとスタータとの両方を備える必要がなくなり、部品点数低減によるコストメリット及びスペース効率を高める等のメリットが得られる。
　なお、本発明は前記実施形態に限定されるものではなく、その他種々の態様で実施できる。例えば、弾性部材３はコイルバネに限定されるものではなく、以下のような構成でもよい。
　図７に示すように、変形例として、弾性部材３が、始動装置側部材１の第１外周枠部１ｄの内周側に第１内周側支持部１ｅと内燃機関側部材２の第２外周枠部２ｄの外周側に第２外周側支持部２ｅとをそれぞれ備え、第１内周側支持部１ｅと第２外周側支持部２ｅとの間に径方向沿いに複数枚積層された板ばね３１で構成するようにしてもよい。この例では、先の弾性部材３を収縮させるときとは、板ばね３１が捩れて撓むときを意味している。この例でも、第１実施形態と同様に作用する。この例では、コイルばねに比べて、捩れる角度は小さくなるが、逆に、設計上、小さな捩り角度で済む場合には、弾性部材３としての占有体積を、より小さくすることができるメリットがある。
　図８Ａ及び図８Ｂに示すように、弾性部材３は、第１凹部１ｂと第２凹部２ｂとの間に支持された、圧縮性流体を封止したシリンダー３２と、シリンダー３２内を進退するピストン３３とで構成することもできる。シリンダー３２とピストン３３との間は、シールで流体の漏れ防止が図られている。図８Ａは圧縮性流体は封入されており、かつ伸長状態で内圧が低いときで、図８Ｂは圧縮性流体は封入されており、かつ収縮状態で内圧が上がっているときであって、内部に圧縮性流体を封入した状態である。この例でも、第１実施形態と同様に作用する。また、この例では、圧縮性流体の充填量で自在に弾性係数を変えることができ、適用設計が容易になるメリットがある。
　図９に示すように、弾性部材３が、第１凹部１ｂと第２凹部２ｂとの間に支持されたアコーディオンばね３４で構成してもよい。この例でも、第１実施形態と同様に作用する。
　図１０に示すように、弾性部材３を第１凹部１ｂと第２凹部２ｂとの間に支持された引張りばね３５で構成することもできる。複数個のＬ字状の第２突起部２ａの径方向の外端にストッパー部２ｃが配置され、複数個のＬ字状の第１突起部１ａの径方向の内端に当接部１ｃが配置されている。引張りばね３５は、内燃機関回転方向（例えば図１０では反時計方向）１０沿いで互いに対向してそれぞれ後側と前側とに位置する始動装置側部材１の凹部状の第１支持部１ｂと内燃機関側部材２の凹部状の第２支持部２ｂとの間に、内燃機関回転方向１０へ付勢する付勢力を有するように装着されている。この例でも、第１実施形態と同様に作用する。この例では、遠心力でばね部材が擦れ摩耗することを抑制できる。
　また、図１Ａと同様な図示となるが、弾性部材３を円柱状のゴムの弾性体で構成するようにしてもよい。
　なお、前記様々な実施形態又は変形例のうちの任意の実施形態又は変形例を適宜組み合わせることにより、それぞれの有する効果を奏するようにすることができる。また、実施形態同士の組み合わせ又は実施例同士の組み合わせ又は実施形態と実施例との組み合わせが可能であると共に、異なる実施形態又は実施例の中の特徴同士の組み合わせも可能である。
　本発明は、添付図面を参照しながら好ましい実施形態に関連して充分に記載されているが、この技術の熟練した人々にとっては種々の変形や修正は明白である。そのような変形や修正は、添付した請求の範囲による本発明の範囲から外れない限りにおいて、その中に含まれると理解されるべきである。
　本発明にかかる内燃機関始動アシスト機構は、Ｖベルトとプーリとを使うことなく、冷間時、特に－２０℃～－３０℃などの極低温時等の条件においても、前記始動装置の回転駆動力を内燃機関に確実に伝達でき、冷間時に内燃機関を確実に始動させることができて、車両のオルタネータ及びスタータモータの持つ発電機能及びエンジン始動機能を統合する回転電機付き動力伝達装置等に適用可能である。
　１　始動装置側部材
　１ａ　第１突起部
　１ｂ　第１凹部（第１支持部の一例）
　１ｃ　当接部
　１ｄ　第１外周枠部
　１ｅ　第１内周側支持部
　２　内燃機関側部材
　２ａ　第２突起部
　２ｂ　第２凹部（第２支持部の一例）
　２ｃ　ストッパー部
　２ｄ　第２外周枠部
　２ｅ　第２外周側支持部
　３　弾性部材
　１０　内燃機関回転方向
　１２　隙間
　１３　エンジン
　１４　変速機
　１５　出力軸
　１６　回転電機
　１７　動力伝達装置
　２０　内燃機関始動アシスト機構
　３１　板ばね
　３２　シリンダー
　３３　ピストン
　３４　アコーディオンばね
　３５　引張りばね

Claims (7)

  1. 　内燃機関回転方向沿いにそれぞれ位置する始動装置側部材の第１支持部と内燃機関側部材の第２支持部との間に装着されて、前記内燃機関回転方向へ付勢する付勢力を有する弾性部材と、
    　内燃機関の出力軸と一体回転する前記内燃機関側部材に配置されたストッパー部と、
    　前記内燃機関側部材の前記ストッパー部よりも前記内燃機関回転方向の後側に配置され、前記始動装置側部材の前記内燃機関回転方向とは逆方向への回転時に前記内燃機関側部材の前記ストッパー部との間で隙間を形成可能でかつ前記始動装置側部材の前記内燃機関回転方向の回転時には、前記内燃機関側部材の前記ストッパー部に接触可能な、始動装置側部材の当接部とを備えて、
    　前記始動装置側部材が、一旦、前記内燃機関回転方向とは逆方向に所定角度だけ回転して前記弾性部材を収縮させたのち、前記内燃機関回転方向に回転するとき、前記始動装置側部材の前記当接部を前記内燃機関側部材の前記ストッパー部に接触させて、前記始動装置側部材による前記内燃機関回転方向の回転に加えて、前記弾性部材の前記付勢力による前記内燃機関回転方向の回転が加わって、前記始動装置側部材が前記内燃機関側部材と一体的に前記内燃機関回転方向に回転する、内燃機関始動アシスト機構。
  2. 　前記弾性部材はコイルバネである、請求項１に記載の内燃機関始動アシスト機構。
  3. 　前記弾性部材は板ばねであり、前記弾性部材を収縮させるとは、前記板ばねが捩れて撓むことである、請求項１に記載の内燃機関始動アシスト機構。
  4. 　前記弾性部材は円柱状のゴムの弾性体である、請求項１に記載の内燃機関始動アシスト機構。
  5. 　前記弾性部材は、圧縮性流体を封止したシリンダーと、前記シリンダー内を進退するピストンとで構成される、請求項１に記載の内燃機関始動アシスト機構。
  6. 　前記弾性部材は、アコーディオンばねで構成される、請求項１に記載の内燃機関始動アシスト機構。
  7. 　内燃機関回転方向沿いにそれぞれ位置する始動装置側部材の第１支持部と内燃機関側部材の第２支持部との間に装着されて、前記内燃機関回転方向へ付勢する付勢力を有する引張ばねと、
    　内燃機関の出力軸と一体回転する前記内燃機関側部材に配置されたストッパー部と、
    　前記内燃機関側部材の前記ストッパー部よりも前記内燃機関回転方向の後側に配置され、前記始動装置側部材の前記内燃機関回転方向とは逆方向への回転時に前記内燃機関側部材の前記ストッパー部との間で隙間を形成可能でかつ前記始動装置側部材の前記内燃機関回転方向の回転時には、前記内燃機関側部材の前記ストッパー部に接触可能な、始動装置側部材の当接部とを備えて、
    　前記始動装置側部材が、一旦、前記内燃機関回転方向とは逆方向に所定角度だけ回転して前記引張ばねを伸長させたのち、前記内燃機関回転方向に回転するとき、前記始動装置側部材の前記当接部を前記内燃機関側部材の前記ストッパー部に接触させて、前記始動装置側部材による前記内燃機関回転方向の回転に加えて、前記引張ばねの前記付勢力による前記内燃機関回転方向の回転が加わって、前記始動装置側部材が前記内燃機関側部材と一体的に前記内燃機関回転方向に回転する、内燃機関始動アシスト機構。
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