JP3700773B2 - Power transmission device, automobile, bicycle, and control method for motor with one-way clutch - Google Patents

Power transmission device, automobile, bicycle, and control method for motor with one-way clutch Download PDF

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JP3700773B2
JP3700773B2 JP2001326404A JP2001326404A JP3700773B2 JP 3700773 B2 JP3700773 B2 JP 3700773B2 JP 2001326404 A JP2001326404 A JP 2001326404A JP 2001326404 A JP2001326404 A JP 2001326404A JP 3700773 B2 JP3700773 B2 JP 3700773B2
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motor
way clutch
transmission device
power transmission
shaft
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JP2003134613A (en
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大滝　　亮一
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NSK Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/003—Dynamic electric braking by short circuiting the motor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、人力とモータの二つの動力源を有する電動アシスト自転車若しくは電動アシスト車椅子、エンジンとモータの二つの動力を有するハイブリッド電気自動車、モータ一体型自動車用エアコンであってエンジン動力によっても駆動可能なハイブリッドエアコン、又はアイドルストップ用エンジン直結型の始動装置といった、駆動源であるモータの停止状態においても動作を行う（例えば電動アシスト自転車ではモータが停止していてもペダルを人力で回転して推進する）モードを有する動力伝達装置に関する。また本発明は、一方向クラッチ付きモータの制御方法に関する。
【０００２】
【従来の技術】
図５は、電動アシスト自転車等における動力伝達装置のブロック図である。自転車のギヤ等の負荷１０１を駆動するために、ペダル等、人力による第一の入力部１０２と、電動モータである第二の入力部１０３とを互いに並列に設けている。第一の入力部１０２に比べて高速であるが低トルクである電動モータ１０３の後段部には、減速機１０４を設けて、モータ１０３からの回転動力の低速化とトルク増大とを図っている。図示しないセンサにより第一の入力部１０２から加えられる駆動力を検知し、この駆動力に応じた駆動力をモータ１０３は発生させて、第一の入力部１０２に加える力が小さくても、負荷１０１を駆動する。すなわち、第一の入力部１０２で発生する駆動トルクＴ１に応じた駆動トルクＴ２を、モータ１０３及び減速機１０４により発生させる。そして、これら両駆動トルクＴ１，Ｔ２を合流部１０５で合流させ、これら両駆動トルクＴ１，Ｔ２を合計した駆動トルクＴ３（摩擦等による損失を考慮しない場合には、Ｔ３＝Ｔ１＋Ｔ２）により、負荷１０１を駆動する。
【０００３】
ところで、例えば電動アシスト自転車を考えた場合、緩い下り坂、或は強い追い風にも拘らずペダルを勢い良く踏む場合等に、負荷１０１を駆動するために要するトルクＴ３よりも第一の入力部１０２に加えられる駆動トルクＴ１が大きくなる（Ｔ１＞Ｔ３）場合がある。このような場合（被駆動側の回転がモータの回転を上回った場合）には、第一の入力部１０２に加えられる駆動トルクＴ１のうち、負荷１０１の駆動に必要なトルクＴ３を越えた余分なトルク（Ｔ１−Ｔ３）が、図６に矢印で示す様に、合流部１０５から減速機１０４を通じてモータ１０３にまで逆流する。そして、このモータ１０３のロータを回転させる。この結果、第一の入力部１０２に加えられる駆動トルクＴ１が負荷１０１の駆動に有効に使用されず、第一の入力部１０２で駆動トルクＴ１を発生させるために要する力（例えばペダルを踏むのに要する力）が大きくなってしまう。
【０００４】
このような不都合を解消するために、従来、減速機１０４と合流部１０５との間に一方向クラッチを設けて、減速機１０４から合流部１０５に向けてのみ動力を伝達するようにしている。
【０００５】
【発明が解決しようとする課題】
上記のように一方向クラッチを設けた場合、図６に示したようなトルク（Ｔ１−Ｔ３）が一方向クラッチに作用すると一方向クラッチが空転する。しかし、一方向クラッチの空転トルクが重い場合、一方向クラッチが空転せずに減速機１０４及びモータ１０３を連れ回してしまい、モータ１０３及び減速機１０４に悪影響を及ぼす可能性がある。特に、モータ１０３にブラシモータを使用している場合は、連れ回りによりブラシの摩耗が促進され、ブラシの寿命が低下するうえに、粉塵の発生により周囲の軸受等に悪影響が及ぶ恐れがある。
本発明は、上記事情に鑑みてなされたもので、その目的は、モータのシャフトが連れ回されるのを確実に防止し得る動力伝達装置及び一方向クラッチ付きモータの制御方法を提供することにある。
【０００６】
【課題を解決するための手段】
本発明の目的は、モータのシャフトから一方向クラッチを介して回転動力を伝達する動力伝達装置において、少なくとも前記一方向クラッチ側から前記モータのシャフトを連れ回そうとするトルクが作用する際に前記モータのリード線を短絡するよう切り替るスイッチング手段を備えたことを特徴とする動力伝達装置により達成される。
また、本発明の目的は、モータのシャフトから一方向クラッチを介して回転動力を伝達する一方向クラッチ付きモータの制御方法において、少なくとも前記一方向クラッチ側から前記モータのシャフトを連れ回そうとするトルクが作用する際に前記モータのリード線を短絡することを特徴とする一方向クラッチ付きモータの制御方法により達成される。
【０００７】
上記構成によれば、スイッチング手段によりモータを短絡制動することで、シャフトが連れ回されるのを確実に防止できるので、モータに悪影響が及ぶ恐れがない。
スイッチング手段がモータのリード線を短絡するのは、モータ停止時でもよいし、モータのシャフトが回転している時でもよく、少なくとも一方向クラッチ側からシャフトを連れ回そうとするトルクが作用する際にはスイッチング手段がリード線を短絡する。一方向クラッチが正常に作動して、一方向クラッチ側からシャフトを連れ回そうとするトルクが作用しない際にも、スイッチング手段によりリード線を短絡しておくことが好ましい。
一方向クラッチとしては、例えば特開２０００−２７８９６号公報等に開示されているローラクラッチを用いることができる。
【０００８】
上記構成において、前記スイッチング手段が、電源からの電力を前記モータに供給するようにも切り替ることは好ましい。このようにスイッチング手段に複数の機能を兼用させることで、部品点数を減らすことができ、コストダウンを図ることができる。
また、上記構成において、前記スイッチング手段が、前記モータのリード線を開放するようにも切り替ることは好ましい。こうすることで、一方向クラッチが故障するなどして、シャフトを連れ回そうとする多大なトルクが一方向クラッチ側から作用した際（異常時）には、モータのリード線を開放してモータを連れ回すようにする。こうすることで、リード線を短絡してモータを停止させているときに比べ、被駆動側からの負荷トルクを下げることができ、運転が急停止したり動力伝達部材に無理な力がかかって損傷したりするのを防止できる。
また、上記構成において、前記スイッチング手段がリレーからなることは好ましい。こうすれば、リード線を自動制御により短絡させるための回路を、安価に構成できる。
また、上記構成において、前記モータがブラシモータであることは好ましい。本発明により、ブラシ損傷の心配がなくなったので、安価なブラシモータを安心して使用できる。
また、上記構成において、前記一方向クラッチの出力軸が、車両エンジンのクランク軸に繋がっていることは好ましい。一方向クラッチの出力軸とクランク軸との間には、適宜な変速機が設けられていてもよい。
また、上記構成において、前記一方向クラッチの出力軸が、自転車のペダル軸に繋がっていることは好ましい。一方向クラッチの出力軸とクランク軸との間には、適宜な変速機が設けられていてもよい。
【０００９】
【発明の実施の形態】
以下、本発明の実施形態を、図面に基づいて詳細に説明する。
図１に、ハイブリッド電気自動車等の自動車エンジンの始動装置に適用された、第１実施形態の動力伝達装置１を模式的に示す。動力伝達装置１は、電源Ｅからの電力供給によって回転駆動されるスタータモータ（以下、モータと略称する）２と、モータ２のシャフト２ａに設けられた一方向クラッチ３と、エンジン４の駆動状態に対応してモータ２への電力供給等を切り替えるスイッチング手段７とを備えている。エンジン４のシャフト（クランクシャフト）４ａに固定されたプーリ５と、一方向クラッチ３の出力軸に固定されたプーリ３ａとの間に無端ベルト（タイミングベルト）６が掛け回されている。プーリ３ａ，５及びベルト６によって、減速機が構成されている。
エンジン４の負荷側には、フライホイール８を介してトランスミッション９が設けられている。自動車の停止時等には、エンジン４が自動的にストップ（アイドルストップ）する。
【００１０】
本実施形態では、モータ２としてブラシモータが用いられ、スイッチング手段７としてリレーが用いられている。
スイッチング手段７は、２個の固定端子１１，１２と、１個の可動端子１３とを備えている。このスイッチング手段７は、図示しないコンピュータ等の制御手段の指令に基づく可動端子１３の駆動により固定端子１１，１２のいずれか一方がオン状態にされるか、或るいは双方が同時にオフ状態にされる、３ポジション接点になっている。
電源Ｅのプラス側は固定端子１２を介してモータ２の一方のリード線１４に、またマイナス側は他方のリード線１５に接続されている。
【００１１】
次に、動力伝達装置１の動作を説明する。始動時（クランキング時）には、図１に示すように可動端子１３で固定端子１２をオン状態に切り替える。この結果、リード線１４，１５を介してモータ２に通電され、モータ２のシャフト２ａが一方向に回転する。これと同時に一方向クラッチ３の出力軸が一方向に回転し、タイミングベルト６によってプーリ５が駆動され、プーリ５に固定されたシャフト４ａが回転駆動されてエンジン４がかかる。
【００１２】
エンジン回転時には、スイッチング手段７は、図２に示すように可動端子１３を駆動して固定端子１１をオン状態に、また固定端子１２をオフ状態に切り替える。この結果、モータ２への電力供給が遮断されるとともに、固定端子１１を介してリード線１４，１５が短絡されて、モータ２が短絡制動される。この時、モータ２の連れ回りトルクが大きくなり、その連れ回りトルクより一方向クラッチ３の空転トルクの方が確実に小さくなる。したがって、エンジン４の回転動力が、プーリ５及びベルト６を介して一方向クラッチ３に作用するが、一方向クラッチ３が空転してモータ２の停止状態が維持される。
【００１３】
次に、異常発生時の動作を説明する。例えば一方向クラッチ３が固着すると、エンジン４の回転がモータ２に伝達されて、エンジン４の負荷が増大してしまう。これを防ぐために、トルクや温度、振動等をセンシングすることで、このような異常発生を感知して、図３に示すように可動端子１３をニュートラル位置へ駆動し、固定端子１１，１２の双方をオフ状態にする。この結果、リード線１４，１５が開状態、即ちモータ２の電機子コイルの両端が開状態になって逆起電圧が発生しなくなる。したがって、モータ２の連れ回りトルクが低下して、シャフト２ａの回転が許容され、エンジン４に過大な負荷をかけない。
【００１４】
以上のような動力伝達装置１によれば、一方向クラッチ３に故障が生じた場合であっても、エンジン４に過大な負荷をかけたり、モータ２やスイッチング手段７を損傷させたりすることを防止でき、安全かつ快適な自動車走行を行うことができる。
【００１５】
次に、図４を参照して本発明の第２実施形態を説明する。図４は、電動アシスト自転車の駆動系統を示す概略斜視図である。なお、既に前記第１実施形態において説明した部材と同様の作用をなす部材には同一の符号を付して説明を省略する。
本実施形態の動力伝達装置３１におけるモータ（ブラシモータ）２のシャフトには、一方向クラッチ２１が設けられ、一方向クラッチ２１の出力軸には小径のギヤ２２が設けられている。小径のギヤ２２は大径のギヤ２３に噛合している。大径のギヤ２３には、かさば歯車２４を介してペダル軸２５が繋がっている。これらギヤ２２，２３，２４が減速機を構成している。すなわち本実施形態でも、一方向クラッチ２１の後段部に減速機が設けられている。
【００１６】
本実施形態のスイッチング手段３７は、２ポジション接点として構成されており、図３に示したような可動接点１３のニュートラル位置への切り替えは行わない。スイッチング手段３７として、リレーを用いることができる。
【００１７】
動力伝達装置３１が組み込まれた電動アシスト自転車をこぎ始めるとき、或いは上り坂を昇るときなどは、図４に示すように可動端子１３により固定端子１２をオン状態に切り替える。この結果、リード線１４，１５を介して電源Ｅからモータ２に電力が供給され、モータ２が回転駆動される。そして、モータ２の回転動力は、一方向クラッチ２１の出力軸を回転させ、減速機を介してペダル軸２５に伝達される。これにより、ペダル２７を人力で踏む力にモータ２の回転動力が加わるので、自転車を楽に走行させることができる。
【００１８】
一方、下り坂を降りるときなど、モータ２によるアシストが不要な場合は、可動端子１３を駆動して固定端子１１をオン状態に切り替えるとともに固定端子１２をオフ状態に切り替える。すると、モータ２に供給されていた電源Ｅからの電力が遮断され、リード線１４，１５が短絡される。この結果、モータ２は短絡制動され、ペダル軸２５が人力によって回転されても、一方向クラッチ２１が空転するようになる。
【００１９】
以上のような動力伝達装置３１は、スイッチング手段３７が２ポジション接点であるため、安価に構成できる。
【００２０】
なお、本発明は、前述した実施形態に限定されるものではなく、適宜な変形、改良等が可能である。
例えば、一方向クラッチの後段部ではなく、一方向クラッチの前段部（一方向クラッチとモータとの間）に減速機が設けられてもよい。
【００２１】
【発明の効果】
以上説明したように、本発明によれば、モータのシャフトが連れ回されるのを確実に防止し得る動力伝達装置及び一方向クラッチ付きモータの制御方法を提供できる。
【図面の簡単な説明】
【図１】本発明の第１実施形態を説明するブロック図である。
【図２】第１実施形態の作用を説明する図である。
【図３】第１実施形態の作用を説明する図である。
【図４】本発明の第２実施形態を説明する要部斜視図である。
【図５】従来の動力伝達装置の一例を説明するブロック図である。
【図６】従来の動力伝達装置の一例を説明するブロック図である。
【符号の説明】
１，３１ 動力伝達装置
２ モータ（一方向クラッチ付きモータ）
３，２１ 一方向クラッチ
７，３７ スイッチング手段
１４，１５ リード線
Ｅ 電源[0001]
BACKGROUND OF THE INVENTION
The present invention is an electrically assisted bicycle or an electrically assisted wheelchair having two power sources of human power and a motor, a hybrid electric vehicle having two powers of an engine and a motor, and an air conditioner for a motor integrated vehicle, which can be driven by engine power. It operates even when the motor that is the drive source is stopped, such as a simple hybrid air conditioner or a starter directly connected to the engine for idling stop (for example, in an electrically assisted bicycle, the pedal is driven by human power even when the motor is stopped) The present invention relates to a power transmission device having a mode. The present invention also relates to a method for controlling a motor with a one-way clutch.
[0002]
[Prior art]
FIG. 5 is a block diagram of a power transmission device in an electrically assisted bicycle or the like. In order to drive a load 101 such as a bicycle gear, a human-powered first input unit 102 such as a pedal and a second input unit 103 that is an electric motor are provided in parallel with each other. A speed reducer 104 is provided at the rear stage of the electric motor 103 which is faster than the first input unit 102 but has a low torque so as to reduce the rotational power from the motor 103 and increase the torque. . A driving force applied from the first input unit 102 is detected by a sensor (not shown), and the motor 103 generates a driving force corresponding to the driving force. Even if the force applied to the first input unit 102 is small, the load 101 is driven. That is, the drive torque T2 corresponding to the drive torque T1 generated at the first input unit 102 is generated by the motor 103 and the speed reducer 104. Then, the driving torque T1 and T2 are merged at the merging portion 105, and the driving torque T3 obtained by adding these both driving torques T1 and T2 (T3 = T1 + T2 when loss due to friction or the like is not considered) Drive.
[0003]
By the way, for example, when an electrically assisted bicycle is considered, the first input unit 102 is higher than the torque T3 required to drive the load 101 when the pedal is stepped down in spite of a gentle downhill or a strong tailwind. In some cases, the driving torque T1 applied to the motor increases (T1> T3). In such a case (when the rotation on the driven side exceeds the rotation of the motor), out of the driving torque T1 applied to the first input unit 102, the excess exceeding the torque T3 required for driving the load 101 As shown by the arrows in FIG. 6, the correct torque (T1-T3) flows backward from the junction 105 to the motor 103 through the speed reducer 104. Then, the rotor of the motor 103 is rotated. As a result, the driving torque T1 applied to the first input unit 102 is not effectively used for driving the load 101, and the force required to generate the driving torque T1 by the first input unit 102 (for example, stepping on a pedal) Force) is increased.
[0004]
In order to eliminate such inconvenience, conventionally, a one-way clutch is provided between the speed reducer 104 and the merging portion 105 so that power is transmitted only from the speed reducer 104 to the merging portion 105.
[0005]
[Problems to be solved by the invention]
When the one-way clutch is provided as described above, when the torque (T1-T3) as shown in FIG. 6 acts on the one-way clutch, the one-way clutch rotates idly. However, when the idling torque of the one-way clutch is heavy, the one-way clutch does not run idly and rotates the speed reducer 104 and the motor 103, which may adversely affect the motor 103 and the speed reducer 104. In particular, when a brush motor is used as the motor 103, wear of the brush is accelerated by rotation, and the life of the brush is reduced, and the generation of dust may adversely affect surrounding bearings and the like.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a power transmission device and a method for controlling a motor with a one-way clutch capable of reliably preventing the motor shaft from being rotated. is there.
[0006]
[Means for Solving the Problems]
It is an object of the present invention to provide a power transmission device that transmits rotational power from a motor shaft via a one-way clutch, at least when a torque for rotating the motor shaft from the one-way clutch side is applied. This is achieved by a power transmission device comprising switching means for switching to short-circuit the motor lead wire.
Another object of the present invention is to provide a method for controlling a motor with a one-way clutch that transmits rotational power from a motor shaft via a one-way clutch, and at least tries to rotate the motor shaft from the one-way clutch side. This is achieved by a method for controlling a motor with a one-way clutch, wherein the motor lead wire is short-circuited when torque acts.
[0007]
According to the above configuration, the motor can be reliably prevented from being rotated by short-circuit braking the motor by the switching means, so that there is no possibility that the motor will be adversely affected.
The switching means may short-circuit the motor lead wire when the motor is stopped, or when the motor shaft is rotating, or when torque is applied to rotate the shaft from at least the one-way clutch side. The switching means shorts the lead wires. Even when the one-way clutch operates normally and no torque acts to rotate the shaft from the one-way clutch side, it is preferable to short-circuit the lead wire by the switching means.
As the one-way clutch, for example, a roller clutch disclosed in JP-A-2000-27896 can be used.
[0008]
In the above configuration, it is preferable that the switching means is switched so as to supply electric power from a power source to the motor. In this way, by making the switching means also have a plurality of functions, the number of parts can be reduced, and the cost can be reduced.
Moreover, in the said structure, it is preferable that the said switching means also switches so that the lead wire of the said motor may be open | released. By doing this, when a large torque acting to rotate the shaft acts from the one-way clutch side due to a failure of the one-way clutch, etc. (when abnormal), the motor lead wire is opened and the motor is opened. Try to bring around. This makes it possible to reduce the load torque from the driven side compared to when the motor is stopped by short-circuiting the lead wire, and the operation is stopped suddenly or an excessive force is applied to the power transmission member. It can be prevented from being damaged.
In the above configuration, it is preferable that the switching means is a relay. In this way, a circuit for short-circuiting the lead wires by automatic control can be configured at low cost.
In the above configuration, the motor is preferably a brush motor. According to the present invention, since there is no worry about brush damage, an inexpensive brush motor can be used with confidence.
In the above configuration, it is preferable that an output shaft of the one-way clutch is connected to a crankshaft of a vehicle engine. An appropriate transmission may be provided between the output shaft of the one-way clutch and the crankshaft.
In the above configuration, it is preferable that an output shaft of the one-way clutch is connected to a pedal shaft of a bicycle. An appropriate transmission may be provided between the output shaft of the one-way clutch and the crankshaft.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 schematically shows a power transmission device 1 according to a first embodiment applied to a starter for an automobile engine such as a hybrid electric vehicle. The power transmission device 1 includes a starter motor (hereinafter abbreviated as a motor) 2 that is rotationally driven by power supply from a power source E, a one-way clutch 3 provided on a shaft 2a of the motor 2, and a driving state of the engine 4. Corresponding to the switching means 7 for switching the power supply to the motor 2 and the like. An endless belt (timing belt) 6 is wound between a pulley 5 fixed to a shaft (crankshaft) 4 a of the engine 4 and a pulley 3 a fixed to an output shaft of the one-way clutch 3. The pulleys 3a and 5 and the belt 6 constitute a speed reducer.
A transmission 9 is provided on the load side of the engine 4 via a flywheel 8. When the automobile stops, the engine 4 automatically stops (idle stop).
[0010]
In the present embodiment, a brush motor is used as the motor 2 and a relay is used as the switching means 7.
The switching means 7 includes two fixed terminals 11 and 12 and one movable terminal 13. In the switching means 7, either one of the fixed terminals 11 and 12 is turned on or both are turned off simultaneously by driving the movable terminal 13 based on a command from a control means such as a computer (not shown). This is a 3-position contact.
The positive side of the power source E is connected to one lead wire 14 of the motor 2 via the fixed terminal 12, and the negative side is connected to the other lead wire 15.
[0011]
Next, the operation of the power transmission device 1 will be described. At the start (during cranking), the fixed terminal 12 is switched to the ON state by the movable terminal 13 as shown in FIG. As a result, the motor 2 is energized via the lead wires 14 and 15, and the shaft 2a of the motor 2 rotates in one direction. At the same time, the output shaft of the one-way clutch 3 rotates in one direction, the pulley 5 is driven by the timing belt 6, and the shaft 4 a fixed to the pulley 5 is driven to rotate to start the engine 4.
[0012]
At the time of engine rotation, the switching means 7 drives the movable terminal 13 to switch the fixed terminal 11 to the on state and the fixed terminal 12 to the off state as shown in FIG. As a result, power supply to the motor 2 is cut off, the lead wires 14 and 15 are short-circuited via the fixed terminal 11, and the motor 2 is short-circuit braked. At this time, the accompanying torque of the motor 2 is increased, and the idling torque of the one-way clutch 3 is surely reduced than the accompanying torque. Therefore, the rotational power of the engine 4 acts on the one-way clutch 3 via the pulley 5 and the belt 6, but the one-way clutch 3 idles and the motor 2 is kept stopped.
[0013]
Next, the operation when an abnormality occurs will be described. For example, when the one-way clutch 3 is fixed, the rotation of the engine 4 is transmitted to the motor 2 and the load on the engine 4 increases. In order to prevent this, the occurrence of such an abnormality is sensed by sensing torque, temperature, vibration, etc., and the movable terminal 13 is driven to the neutral position as shown in FIG. Is turned off. As a result, the lead wires 14 and 15 are in an open state, that is, both ends of the armature coil of the motor 2 are in an open state, and no back electromotive voltage is generated. Accordingly, the accompanying torque of the motor 2 is reduced, the rotation of the shaft 2a is allowed, and an excessive load is not applied to the engine 4.
[0014]
According to the power transmission device 1 as described above, even if a failure occurs in the one-way clutch 3, an excessive load is applied to the engine 4 or the motor 2 and the switching means 7 are damaged. This can prevent the vehicle from traveling safely and comfortably.
[0015]
Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 4 is a schematic perspective view showing a drive system of the electrically assisted bicycle. In addition, the same code | symbol is attached | subjected to the member which makes the effect | action similar to the member already demonstrated in the said 1st Embodiment, and description is abbreviate | omitted.
A one-way clutch 21 is provided on the shaft of the motor (brush motor) 2 in the power transmission device 31 of the present embodiment, and a small-diameter gear 22 is provided on the output shaft of the one-way clutch 21. The small diameter gear 22 meshes with the large diameter gear 23. A pedal shaft 25 is connected to the large-diameter gear 23 via a bevel gear 24. These gears 22, 23, and 24 constitute a reduction gear. That is, also in this embodiment, a reduction gear is provided at the rear stage of the one-way clutch 21.
[0016]
The switching means 37 of this embodiment is configured as a two-position contact, and does not switch the movable contact 13 to the neutral position as shown in FIG. A relay can be used as the switching means 37.
[0017]
When starting to ride an electric assist bicycle incorporating the power transmission device 31 or climbing uphill, the fixed terminal 12 is switched to the ON state by the movable terminal 13 as shown in FIG. As a result, electric power is supplied from the power source E to the motor 2 via the lead wires 14 and 15, and the motor 2 is rotationally driven. Then, the rotational power of the motor 2 rotates the output shaft of the one-way clutch 21 and is transmitted to the pedal shaft 25 via the speed reducer. As a result, the rotational power of the motor 2 is added to the force of stepping on the pedal 27, so that the bicycle can be driven easily.
[0018]
On the other hand, when the motor 2 does not require assistance, such as when going downhill, the movable terminal 13 is driven to switch the fixed terminal 11 to the on state and the fixed terminal 12 to the off state. Then, the electric power from the power supply E supplied to the motor 2 is cut off, and the lead wires 14 and 15 are short-circuited. As a result, the motor 2 is short-circuit braked, and the one-way clutch 21 rotates idly even if the pedal shaft 25 is rotated by human power.
[0019]
The power transmission device 31 as described above can be configured at low cost because the switching means 37 is a two-position contact.
[0020]
In addition, this invention is not limited to embodiment mentioned above, A suitable deformation | transformation, improvement, etc. are possible.
For example, the speed reducer may be provided not in the rear stage of the one-way clutch but in the front stage of the one-way clutch (between the one-way clutch and the motor).
[0021]
【The invention's effect】
As described above, according to the present invention, it is possible to provide a power transmission device and a method for controlling a motor with a one-way clutch that can reliably prevent the motor shaft from being rotated.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a first embodiment of the present invention.
FIG. 2 is a diagram illustrating the operation of the first embodiment.
FIG. 3 is a diagram illustrating the operation of the first embodiment.
FIG. 4 is a perspective view of relevant parts for explaining a second embodiment of the present invention.
FIG. 5 is a block diagram illustrating an example of a conventional power transmission device.
FIG. 6 is a block diagram illustrating an example of a conventional power transmission device.
[Explanation of symbols]
1,31 Power transmission device 2 Motor (motor with one-way clutch)
3,21 One-way clutch 7,37 Switching means 14,15 Lead wire E Power supply

Claims (10)

モータのシャフトから一方向クラッチを介して回転動力を伝達する動力伝達装置において、
少なくとも前記一方向クラッチ側から前記モータのシャフトを連れ回そうとするトルクが作用する際に前記モータのリード線を短絡するよう切り替るスイッチング手段を備えたことを特徴とする動力伝達装置。In a power transmission device that transmits rotational power from a motor shaft via a one-way clutch,
A power transmission device comprising switching means for switching so as to short-circuit the lead wire of the motor when a torque for rotating the shaft of the motor acts from at least the one-way clutch side. 前記スイッチング手段が、電源からの電力を前記モータに供給するようにも切り替る請求項１に記載の動力伝達装置。The power transmission device according to claim 1, wherein the switching unit is also switched to supply power from a power source to the motor. 前記スイッチング手段が、前記モータのリード線を開放するようにも切り替る請求項１又は２に記載の動力伝達装置。The power transmission device according to claim 1, wherein the switching unit is switched so as to open a lead wire of the motor. 前記スイッチング手段がリレーからなる請求項１〜３のいずれかに記載の動力伝達装置。The power transmission device according to claim 1, wherein the switching means is a relay. 前記モータがブラシモータである請求項１〜４のいずれかに記載の動力伝達装置。The power transmission device according to claim 1, wherein the motor is a brush motor. 前記一方向クラッチの出力軸が、車両エンジンのクランク軸に繋がっている請求項１〜５のいずれかに記載の動力伝達装置。The power transmission device according to any one of claims 1 to 5, wherein an output shaft of the one-way clutch is connected to a crankshaft of a vehicle engine. 請求項６に記載の動力伝達装置を備えた自動車。An automobile comprising the power transmission device according to claim 6. 前記一方向クラッチの出力軸が、自転車のペダル軸に繋がっている請求項１〜５のいずれかに記載の動力伝達装置。The power transmission device according to any one of claims 1 to 5, wherein an output shaft of the one-way clutch is connected to a pedal shaft of a bicycle. 請求項８に記載の動力伝達装置を備えた自転車。A bicycle comprising the power transmission device according to claim 8. モータのシャフトから一方向クラッチを介して回転動力を伝達する一方向クラッチ付きモータの制御方法において、
少なくとも前記一方向クラッチ側から前記モータのシャフトを連れ回そうとするトルクが作用する際に前記モータのリード線を短絡することを特徴とする一方向クラッチ付きモータの制御方法。In a method for controlling a motor with a one-way clutch that transmits rotational power from a motor shaft via a one-way clutch,
A method for controlling a motor with a one-way clutch, characterized in that a lead wire of the motor is short-circuited when a torque is applied to rotate the shaft of the motor from at least the one-way clutch side.
JP2001326404A 2001-10-24 2001-10-24 Power transmission device, automobile, bicycle, and control method for motor with one-way clutch Expired - Fee Related JP3700773B2 (en)

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