JPWO2007072539A1 - VEHICLE MOTOR START DEVICE AND START METHOD - Google Patents

VEHICLE MOTOR START DEVICE AND START METHOD Download PDF

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Publication number
JPWO2007072539A1
JPWO2007072539A1 JP2007550944A JP2007550944A JPWO2007072539A1 JP WO2007072539 A1 JPWO2007072539 A1 JP WO2007072539A1 JP 2007550944 A JP2007550944 A JP 2007550944A JP 2007550944 A JP2007550944 A JP 2007550944A JP WO2007072539 A1 JPWO2007072539 A1 JP WO2007072539A1
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Prior art keywords
prime mover
motor
vehicle
clutch
traveling
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高士 手嶋
高士 手嶋
正彦 射場本
正彦 射場本
宏之 坂本
宏之 坂本
黒岩　弘
弘 黒岩
仁志 今野
仁志 今野
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
    • B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • B60K6/26—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 motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • 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
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • 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
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/526—Operating parameters
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D23/0612—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation the blocking mechanism comprising a radial pin in an axial slot with at least one branch
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

本発明の目的は、専用の始動電動機を用いることなく原動機の始動が可能であり、大型クラッチも不要な車両の原動機始動装置および始動方法を提供することにある。原動機始動装置は、原動機１と、前記原動機の駆動力を変速する変速機３と、前記変速機の入力軸と前記原動機を締結・開放できる噛合いクラッチ３１と、前期変速機入力軸に接続された走行用電動機２とを有する車両に用いられる。噛合いクラッチ３１には、すべり摩擦結合部材８１が並列に接続されている。駆動装置３３は、走行用電動機２による走行中に、すべり摩擦結合部材８１を結合して、原動機２を始動する。An object of the present invention is to provide a prime mover starting device and a starting method for a vehicle that can start a prime mover without using a dedicated starter motor and that do not require a large clutch. The prime mover starting device is connected to the prime mover 1, the transmission 3 for shifting the driving force of the prime mover, the meshing clutch 31 capable of fastening and releasing the prime mover and the input shaft of the transmission, and the previous transmission input shaft. It is used for a vehicle having the traveling electric motor 2. A sliding friction coupling member 81 is connected to the meshing clutch 31 in parallel. The driving device 33 starts the prime mover 2 by coupling the sliding friction coupling member 81 during traveling by the traveling electric motor 2.

Description

本発明は、車両の原動機始動装置に係り、特に原動機の他に電動機を付加して原動機及び電動機による駆動力の切り換え、或いは原動機による走行中における電動機による駆動力のアシスト或いは電動機による減速時の車両運動エネルギの回生、さらには電動機の駆動トルクによる有段変速機の変速といった機能を備えた車両用動力伝達装置における、車両の原動機始動装置および始動方法に関する。   BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor starter for a vehicle, and more particularly, to a motor when an electric motor is added in addition to the motor to switch the driving force by the motor and the motor, or the driving force is assisted by the motor during traveling by the motor or the vehicle is decelerated The present invention relates to a motor starting device and a starting method for a vehicle in a power transmission device for a vehicle having functions such as regeneration of kinetic energy and gear shifting of a stepped transmission by driving torque of an electric motor.

近年、地球温暖化防止や車両の燃費改善の手段として、駆動力源として原動機と電動機の両方を有する、いわゆるパラレルハイブリッド車両が開発、生産されている。このパラレルハイブリッド車両は、電動機のみで走行したり、減速時に車両の運動エネルギで発電してバッテリに回生したり、車両停止状態に原動機を自動停止させて発進時に始動するアイドリングストップを行ったりして、総合消費エネルギを抑制して燃料消費量を低減できることから、普及する傾向にある。   In recent years, so-called parallel hybrid vehicles having both a prime mover and an electric motor as drive power sources have been developed and produced as means for preventing global warming and improving vehicle fuel efficiency. This parallel hybrid vehicle travels only with an electric motor, generates electricity with the kinetic energy of the vehicle when decelerating and regenerates it in the battery, or performs an idling stop that automatically stops the prime mover when the vehicle is stopped and starts when starting Since the total energy consumption can be suppressed and the fuel consumption can be reduced, it tends to become widespread.

このような車両は電動機のみでの走行中にバッテリの充電量が低下したり、より高トルクで加速する必要がある場合は、原動機を始動させて原動機と電動機の併用駆動または原動機のみの駆動に移行しなければならない。このため、原動機の自動始動機能が必要である。   In such a vehicle, if the battery charge level decreases while traveling with only the electric motor or if it is necessary to accelerate with higher torque, start the prime mover and drive the prime mover and the motor together or drive only the prime mover. Must migrate. For this reason, an automatic starting function of the prime mover is necessary.

従来、原動機の自動始動方式としては、次のものが知られている。（１）走行用電動機とは別に始動用電動機を備えている場合には、始動用電動機で始動している。（２）例えば、特開平１０−８９４５６号公報に記載のように、走行用電動機とは別に始動用電動機を備えておらず、走行用電動機が変速機側に備え付けられている場合には、原動機と変速機間に備え付けられた摩擦クラッチにより走行用電動機のトルクを原動機に伝えて始動している。（３）走行用電動機とは別に始動用電動機を備えておらず、走行用電動機が原動機側に備え付けられており、走行用電動機のみによる走行が可能である場合は、走行用電動機により原動機を始動している。（４）走行用電動機とは別に始動用電動機を備えておらず、走行用電動機が原動機側に備え付けられており、走行用電動機のみによる走行が不可能である場合は、車両停止時の始動のみ、走行用電動機により原動機を始動している。   Conventionally, the following is known as an automatic starting system for a prime mover. (1) When a starting motor is provided separately from the traveling motor, the starting motor is used for starting. (2) For example, as described in Japanese Patent Application Laid-Open No. 10-89456, when the starting motor is not provided separately from the traveling motor and the traveling motor is provided on the transmission side, And a friction clutch provided between the transmission and the torque of the electric motor for traveling is transmitted to the prime mover to start. (3) If the starting motor is not provided separately from the driving motor and the driving motor is provided on the prime mover side, and the vehicle can be driven only by the driving motor, the starting motor is started by the driving motor. is doing. (4) In the case where the starting motor is not provided separately from the traveling motor and the traveling motor is provided on the prime mover side, and it is impossible to travel only by the traveling motor, only the start when the vehicle is stopped The motor is started by the electric motor for traveling.

特開平１０−８９４５６号公報Japanese Patent Laid-Open No. 10-89456

パラレルハイブリッド車両においては、原動機を頻繁に停止・自動始動するので、従来の車両に対して原動機の始動回数が大幅に増加する。原動機の出力軸と変速機の入力軸の間に摩擦クラッチが備えられ、変速機側に走行用電動機が備え付けられたパラレルハイブリッド車両において、前記自動始動方式の（１）の始動用電動機が備え付けられている車両の場合には、始動用電動機の劣化を早めることになる。特に始動用電動機として多く使用されている直流ブラシ付電動機の場合、１走行に１回の使用回数を前提に設計されているので、パラレルハイブリッド車両のように使用頻度が格段に多い場合には寿命が著しく短くなる。このため、パラレルハイブリッド車は、専用の始動用電動機を設けることになるが、そのような耐久性の高い始動用電動機は高価である。   In a parallel hybrid vehicle, since the prime mover is frequently stopped and automatically started, the number of times the prime mover is significantly increased as compared with the conventional vehicle. In a parallel hybrid vehicle in which a friction clutch is provided between an output shaft of a prime mover and an input shaft of a transmission, and a traveling motor is provided on the transmission side, the starting motor of (1) of the automatic starting system is provided. In the case of a vehicle, the deterioration of the starting motor is accelerated. In particular, in the case of a motor with a DC brush that is often used as a starting motor, it is designed on the assumption that the number of times of use is one per driving, so that the service life is expected when the frequency of use is extremely high, such as in a parallel hybrid vehicle. Is significantly shortened. For this reason, the parallel hybrid vehicle is provided with a dedicated starter motor, but such a highly durable starter motor is expensive.

また、前記自動始動方式の（２）で始動用電動機が無く、走行用電動機で始動する車両の場合には、摩擦クラッチは原動機トルクの最大値を担う能力を持つ必要があるので、大型のクラッチが必要である。   Further, in the case of a vehicle that does not have a starting motor in the automatic starting method (2) and starts with a traveling motor, the friction clutch needs to have the ability to bear the maximum value of the motor torque. is required.

本発明の目的は、専用の始動電動機を用いることなく原動機の始動が可能であり、大型クラッチも不要な車両の原動機始動装置および始動方法を提供することにある。   An object of the present invention is to provide a prime mover starting device and a starting method for a vehicle that can start a prime mover without using a dedicated starter motor and that do not require a large clutch.

（１）上記目的を達成するために、本発明は、原動機と、前記原動機の駆動力を変速する変速機と、前記変速機の入力軸と前記原動機を締結・開放できる噛合いクラッチと、前期変速機入力軸に接続された走行用電動機とを有する車両に用いられ、前記噛合いクラッチに並列に設けられたすべり摩擦結合部材と、前記走行用電動機による走行中に、前記すべり摩擦結合部材を結合する駆動手段とを備え、前記駆動手段により、前記摩擦結合部材を結合して、前記原動機を始動するようにしたものである。
かかる構成により、専用の始動電動機を用いることなく原動機の始動が可能であり、大型クラッチも不要とし得るものとなる。(1) In order to achieve the above object, the present invention includes a prime mover, a transmission for shifting the driving force of the prime mover, a meshing clutch capable of engaging and releasing the input shaft of the transmission and the prime mover, A sliding friction coupling member used in a vehicle having a traveling motor connected to a transmission input shaft and provided in parallel with the meshing clutch, and the sliding friction coupling member during traveling by the traveling motor. Drive means for coupling, and the friction coupling member is coupled by the drive means to start the prime mover.
With this configuration, the prime mover can be started without using a dedicated starter motor, and a large clutch can be dispensed with.

（２）上記（１）において、好ましくは、前記すべり摩擦結合部材は、多板クラッチである。   (2) In the above (1), preferably, the sliding friction coupling member is a multi-plate clutch.

（３）上記（１）において、好ましくは、前記すべり摩擦結合部材は、前記噛合いクラッチ内に設けられたシンクロナイザリングである。   (3) In the above (1), preferably, the sliding friction coupling member is a synchronizer ring provided in the meshing clutch.

（４）また、上記目的を達成するために、本発明は、原動機と、前記原動機の駆動力を変速する変速機と、前記変速機の入力軸と前記原動機を締結・開放できる噛合いクラッチと、前期変速機入力軸に接続された走行用電動機とを有する車両に用いられ、前記走行用電動機による走行中に、前記噛合いクラッチに並列に設けられたすべり摩擦結合部材を結合して、前記原動機を始動するようにしたものである。
かかる方法により、専用の始動電動機を用いることなく原動機の始動が可能であり、大型クラッチも不要とし得るものとなる。(4) In order to achieve the above object, the present invention includes a prime mover, a transmission that shifts the driving force of the prime mover, and an engagement clutch that can fasten and release the input shaft of the transmission and the prime mover. , Used in a vehicle having a traveling motor connected to the transmission input shaft in the previous period, and coupled with a sliding friction coupling member provided in parallel to the meshing clutch during traveling by the traveling motor, The prime mover is started.
With this method, the prime mover can be started without using a dedicated starter motor, and a large clutch can be dispensed with.

本発明によれば、専用の始動電動機を用いることなく原動機の始動が可能であり、大型クラッチも不要とすることができる。   According to the present invention, the prime mover can be started without using a dedicated starter motor, and a large clutch can be dispensed with.

本発明の第１の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a first embodiment of the present invention. 本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの構成を示す分解斜視図である。It is a disassembled perspective view which shows the structure of the meshing clutch with a synchronizer used for the motor | power_engine starter of the vehicle by the 1st Embodiment of this invention. 本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの構成を示す要部断面図である。It is principal part sectional drawing which shows the structure of the meshing clutch with a synchronizer used for the motor | power_engine starter of the vehicle by the 1st Embodiment of this invention. 本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの動作原理図である。FIG. 2 is an operation principle diagram of a meshing clutch with a synchronizer used in the motor starting device for a vehicle according to the first embodiment of the present invention. 本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの動作原理図である。FIG. 2 is an operation principle diagram of a meshing clutch with a synchronizer used in the motor starting device for a vehicle according to the first embodiment of the present invention. 本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの動作原理図である。FIG. 2 is an operation principle diagram of a meshing clutch with a synchronizer used in the motor starting device for a vehicle according to the first embodiment of the present invention. 本発明の第１の実施形態による車両の原動機始動装置の制御内容を示すフローチャートである。It is a flowchart which shows the control content of the motor | power_engine starter of the vehicle by the 1st Embodiment of this invention. 本発明の第１の実施形態による車両の原動機始動装置の制御内容を示すフローチャートである。It is a flowchart which shows the control content of the motor | power_engine starter of the vehicle by the 1st Embodiment of this invention. 本発明の第１の実施形態による車両の原動機始動装置による制御内容を示すタイミングチャートである。It is a timing chart which shows the control content by the motor | power_engine starter of the vehicle by the 1st Embodiment of this invention. 本発明の第２の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 2nd Embodiment of this invention. 本発明の第３の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 3rd Embodiment of this invention. 本発明の第４の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 4th Embodiment of this invention. 本発明の第５の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 5th Embodiment of this invention. 本発明の第６の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 6th Embodiment of this invention. 本発明の第７の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine start apparatus of the vehicle by the 7th Embodiment of this invention. 本発明の第８の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。It is a system block diagram which shows the structure of the vehicle carrying the motor | power_engine starter of the vehicle by the 8th Embodiment of this invention.

符号の説明Explanation of symbols

１…走行用原動機
２…走行用電動機
３…変速機
４…駆動輪
５…電動機接続装置
８，８Ａ…結合装置
２２…摩擦クラッチ駆動装置
３３…噛合いクラッチ駆動装置
５１…始動制御装置
８１…シンクロナイザリング
DESCRIPTION OF SYMBOLS 1 ... Driving | running motor 2 ... Driving motor 3 ... Transmission 4 ... Drive wheel 5 ... Electric motor connecting device 8, 8A ... Coupling device 22 ... Friction clutch driving device 33 ... Meshing clutch driving device 51 ... Start control device 81 ... Synchronizer ring

以下、図１〜図７を用いて、本発明の第１の実施形態による車両の原動機始動装置の構成及び動作について説明する。
最初に、図１を用いて、本実施形態による車両の原動機始動装置を搭載した車両の構成について説明する。Hereinafter, the configuration and operation of the motor starter for a vehicle according to the first embodiment of the present invention will be described with reference to FIGS.
First, the configuration of a vehicle equipped with the vehicle prime mover starting device according to the present embodiment will be described with reference to FIG.

図１は、本発明の第１の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。   FIG. 1 is a system block diagram showing the configuration of a vehicle equipped with a vehicle prime mover starting device according to a first embodiment of the present invention.

原動機１の出力軸７と変速装置３の入力軸９との間には、結合装置８が接続されている。結合装置８は、シンクロナイザ付き噛合いクラッチ３１を備えている。シンクロナイザ付き噛合いクラッチ３１の一方の噛合い爪は原動機１の出力軸に接続され、他方の噛合い爪は変速機３の入力軸に接続されている。また、この変速機３の入力軸には走行用電動機２が電動機接続装置５を介して接続されている。電動機接続装置５は一般的にはギアで構成されるが、チェーン等の伝導方式でもよいものである。変速機３の出力軸６は、車輪４に連結されている。変速装置３は、入力軸と出力軸の締結が内部で開放できる、ニュートラル状態が可能である。   A coupling device 8 is connected between the output shaft 7 of the prime mover 1 and the input shaft 9 of the transmission 3. The coupling device 8 includes a meshing clutch 31 with a synchronizer. One meshing claw of the meshing clutch 31 with synchronizer is connected to the output shaft of the prime mover 1, and the other meshing claw is connected to the input shaft of the transmission 3. Further, the traveling motor 2 is connected to the input shaft of the transmission 3 via the motor connecting device 5. The motor connection device 5 is generally constituted by a gear, but may be a conduction system such as a chain. The output shaft 6 of the transmission 3 is connected to the wheels 4. The transmission 3 can be in a neutral state in which the fastening of the input shaft and the output shaft can be released internally.

原動機１が動作し、結合装置８のクラッチ３１が締結しているときは、原動機１の駆動力を変速機３の入力軸９に伝達して原動機１により車輪４を駆動して走行することができる。また、原動機１が停止し、結合装置８のクラッチ３１が開放しているときは、走行用電動機２の駆動力を変速機３の入力軸９に伝達して走行用電動機２のみによる走行が可能な、いわゆるパラレルハイブリッドシステムを構成する。電動機接続装置５は、一般的にはギアで構成されるが、チェーン等の伝導方式でもよいものである。   When the prime mover 1 operates and the clutch 31 of the coupling device 8 is engaged, the driving force of the prime mover 1 can be transmitted to the input shaft 9 of the transmission 3 to drive the wheels 4 by the prime mover 1 to travel. it can. When the prime mover 1 is stopped and the clutch 31 of the coupling device 8 is released, the driving force of the traveling motor 2 is transmitted to the input shaft 9 of the transmission 3 so that the traveling by the traveling motor 2 alone is possible. A so-called parallel hybrid system is formed. The motor connection device 5 is generally constituted by a gear, but may be a conduction system such as a chain.

結合装置８は、シンクロナイザ付き噛合いクラッチ３１の他に、噛合いクラッチ締結用シフトフォーク３２と、噛合いクラッチ駆動装置３３と、原動機出力軸回転速度検出センサ５２と、シフトフォーク位置検出センサ６０とを備えている。噛合いクラッチ駆動装置３３によりシフトフォーク３２により推力を与えることで、シフトフォーク３２は付勢され、クラッチ３１を締結・開放する。原動機出力軸回転速度検出センサ５２は、原動機１の出力軸の回転速度を検出する。シフトフォーク位置検出センサ６０は、シフトフォーク３２の位置を検出する。   In addition to the meshing clutch 31 with synchronizer, the coupling device 8 includes a meshing clutch fastening shift fork 32, a meshing clutch driving device 33, a motor output shaft rotational speed detection sensor 52, and a shift fork position detection sensor 60. It has. By applying thrust by the shift fork 32 by the mesh clutch driving device 33, the shift fork 32 is urged, and the clutch 31 is engaged / released. The prime mover output shaft rotational speed detection sensor 52 detects the rotational speed of the output shaft of the prime mover 1. The shift fork position detection sensor 60 detects the position of the shift fork 32.

始動制御装置５１は、噛合いクラッチ駆動装置３３を制御して、シンクロナイザ付き噛合いクラッチ３１の締結・開放を制御する。始動制御装置５１には、原動機出力軸回転速度検出センサ５２の出力信号から原動機１の回転速度を算出する原動機回転速度算出装置５３，走行用電動機２の回転数を検出する走行用電動機回転速度検出センサ５４の出力信号から走行用電動機２の回転速度を算出する走行用電動機回転速度算出装置５５，変速機６の入力軸の回転数を検出する変速機入力軸回転速度検出センサ５６の出力信号から変速機６の入力軸の回転速度を算出する変速機入力回転速度算出装置５７，車輪４の速度を検出する駆動輪速度検出センサ５８の出力信号から車輪４の速度を算出する駆動輪速度算出装置５９，シフトフォーク位置検出センサ６０の出力信号からシフトフォーク３２の位置を算出するシフトフォーク位置算出装置６１，原動機１の始動の完了を検出する原動機始動完了検出装置７１，原動機１の潤滑油の温度を算出する原動機潤滑油温度算出装置７２，アクセル開度を検出するアクセル開度センサ１０１，ブレーキが踏まれたことを検出するブレーキスイッチ１０２，走行レンジを選択する走行レンジセレクタ１０３からの信号が入力する。   The start control device 51 controls the engagement clutch drive device 33 to control the engagement / release of the engagement clutch 31 with the synchronizer. The starting control device 51 includes a motor rotation speed calculation device 53 that calculates the rotation speed of the motor 1 from the output signal of the motor output shaft rotation speed detection sensor 52, and a traveling motor rotation speed detection that detects the rotation speed of the traveling motor 2. From the output signal of the traveling motor rotational speed calculation device 55 that calculates the rotational speed of the traveling motor 2 from the output signal of the sensor 54 and from the output signal of the transmission input shaft rotational speed detection sensor 56 that detects the rotational speed of the input shaft of the transmission 6. A transmission input rotational speed calculation device 57 that calculates the rotational speed of the input shaft of the transmission 6, and a drive wheel speed calculation device that calculates the speed of the wheel 4 from the output signal of the drive wheel speed detection sensor 58 that detects the speed of the wheel 4. 59, a shift fork position calculating device 61 for calculating the position of the shift fork 32 from the output signal of the shift fork position detection sensor 60, and detecting completion of starting of the prime mover 1. A prime mover start completion detecting device 71, a prime mover lubricating oil temperature calculating device 72 for calculating the temperature of the lubricating oil of the prime mover 1, an accelerator opening sensor 101 for detecting the accelerator opening, and a brake switch 102 for detecting that the brake is stepped on. , A signal from a travel range selector 103 for selecting a travel range is input.

また、始動制御装置５１は、噛合いクラッチ駆動装置３３の他に、走行用電動機２を制御する走行用電動機制御装置７３に制御信号を出力する。   The start control device 51 outputs a control signal to the traveling motor control device 73 that controls the traveling motor 2 in addition to the mesh clutch driving device 33.

原動機１の回転速度は、原動機回転速度検出センサ５２によって検出され、原動機回転速度算出装置５３に入力される。走行用電動機２の回転速度は走行用電動機回転速度検出センサ５４によって検出され、走行用電動機回転速度算出装置５５に入力される。変速機３の入力回転速度は変速機回転速度検出センサ５６によって検出され、変速機入力回転速度算出装置５７に入力される。駆動輪４の速度は駆動輪速度検出センサ５８によって検出され、駆動速度算出装置５９に入力される。シフトフォークの軸方向位置は、シフトフォーク位置検出センサ６０によって検出され、シフトフォーク位置算出装置６１に入力される。   The rotational speed of the prime mover 1 is detected by the prime mover rotational speed detection sensor 52 and input to the prime mover rotational speed calculation device 53. The rotational speed of the traveling motor 2 is detected by the traveling motor rotational speed detection sensor 54 and input to the traveling motor rotational speed calculation device 55. The input rotational speed of the transmission 3 is detected by the transmission rotational speed detection sensor 56 and input to the transmission input rotational speed calculation device 57. The speed of the drive wheel 4 is detected by the drive wheel speed detection sensor 58 and input to the drive speed calculation device 59. The axial position of the shift fork is detected by the shift fork position detection sensor 60 and input to the shift fork position calculation device 61.

次に、図２〜図６を用いて、本実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチ３１の構成について説明する。
図２は、本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの構成を示す分解斜視図である。図３は、本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの構成を示す要部断面図である。図４〜図６は、本発明の第１の実施形態による車両の原動機始動装置に用いるシンクロナイザ付き噛合いクラッチの動作原理図である。なお、図１と同一符号は、同一部分を示している。Next, the structure of the meshing clutch 31 with the synchronizer used in the motor starter for a vehicle according to the present embodiment will be described with reference to FIGS.
FIG. 2 is an exploded perspective view showing a configuration of a meshing clutch with a synchronizer used for the prime mover starting device for a vehicle according to the first embodiment of the present invention. FIG. 3 is a cross-sectional view of the main part showing the configuration of the meshing clutch with a synchronizer used in the vehicle prime mover starting device according to the first embodiment of the present invention. FIGS. 4 to 6 are operation principle diagrams of a meshing clutch with a synchronizer used in the motor starting device for a vehicle according to the first embodiment of the present invention. The same reference numerals as those in FIG. 1 denote the same parts.

図２および図３において、シンクロナイザリング８１は原動機側ギア８２のテーパ部の上に乗っており、自由に回転できる。シンクロナイザリング８１の底面には細い溝が切ってあり、ギア８２のテーパ部と適度の摩擦力を発生するようにしてある。溝付スリーブ８３の内側には溝があり、そこに噛合ったシンクロナイザキー８４が環状バネ８５で溝付スリーブ８３に押し付けられている。溝付スリーブ８３とハブ８６は、常時締結しており、溝付スリーブ８３はハブ８６上を、軸方向に移動が可能である。ハブ８６は前述の変速装置３の入力軸９に接続されている。つまり、溝付スリーブ８３はハブ８６と前述の電動機接続装置５を介して前述の走行用電動機２に接続されているので、走行用電動機２のトルクが溝付スリーブ８３に伝達される。   2 and 3, the synchronizer ring 81 is on the tapered portion of the prime mover side gear 82 and can freely rotate. A thin groove is cut in the bottom surface of the synchronizer ring 81 so as to generate an appropriate frictional force with the tapered portion of the gear 82. There is a groove inside the grooved sleeve 83, and a synchronizer key 84 engaged therewith is pressed against the grooved sleeve 83 by an annular spring 85. The grooved sleeve 83 and the hub 86 are always fastened, and the grooved sleeve 83 can move on the hub 86 in the axial direction. The hub 86 is connected to the input shaft 9 of the transmission 3 described above. That is, since the grooved sleeve 83 is connected to the above-described traveling motor 2 via the hub 86 and the above-described electric motor connecting device 5, the torque of the traveling motor 2 is transmitted to the grooved sleeve 83.

図４は、ギア開放状態を示している。そして、図５に示すように、シフトフォーク３２に図の左方向の推力を与えると、溝付スリーブ８３と溝で結合されたシンクロナイザキー８４が左に移動し、シンクロナイザリング８１を原動機側ギア８２のテーパ部に押し付け、シンクロナイザリング８１と溝付スリーブ８３の歯が接触する。そうするとシンクロナイザリング８１の底面と原動機側ギア８２のテーパ部の接触圧が高まり、摩擦力が生じる。この摩擦力により原動機はクランキングされて、原動機側ギア８２はシンクロナイザリング８１と同速度となる。このとき、シンクロナイザキー８４は溝付スリーブ８３から下方にはずれ、環状バネ８５によって、溝付スリーブ８３の下面に押し付けられている。   FIG. 4 shows the gear open state. Then, as shown in FIG. 5, when a leftward thrust is applied to the shift fork 32, the synchronizer key 84 coupled to the grooved sleeve 83 and the groove moves to the left, and the synchronizer ring 81 is moved to the prime mover side gear 82. The teeth of the synchronizer ring 81 and the grooved sleeve 83 come into contact with each other. If it does so, the contact pressure of the bottom face of the synchronizer ring 81 and the taper part of the motor side gear 82 will increase, and a frictional force will arise. The prime mover is cranked by this frictional force, and the prime mover side gear 82 has the same speed as the synchronizer ring 81. At this time, the synchronizer key 84 is displaced downward from the grooved sleeve 83 and is pressed against the lower surface of the grooved sleeve 83 by the annular spring 85.

図６に示すように、さらにシフトフォーク３２を左方向に推力を与えると、溝付スリーブ８３はさらに左方向へ移動し、原動機側ギア８２と締結する。この結果、ハブ８６と原動機側ギア８２、つまり、走行用電動機２と原動機１が接続されるのである。   As shown in FIG. 6, when a thrust is further applied to the shift fork 32 in the left direction, the grooved sleeve 83 further moves in the left direction and fastens with the prime mover side gear 82. As a result, the hub 86 and the prime mover side gear 82, that is, the traveling motor 2 and the prime mover 1 are connected.

すなわち、図５の状態では、シンクロナイザリング８１により走行用電動機２の駆動力を原動機１に伝達するすべり摩擦結合部材として動作し、原動機１をクランキングできる。また、図６に示す状態では、噛合いクラッチ３１は締結しており、原動機１の駆動力を変速機３を介して車輪４に伝達することができる。   That is, in the state of FIG. 5, the synchronizer ring 81 operates as a sliding friction coupling member that transmits the driving force of the traveling motor 2 to the prime mover 1, and the prime mover 1 can be cranked. In the state shown in FIG. 6, the meshing clutch 31 is fastened, and the driving force of the prime mover 1 can be transmitted to the wheels 4 via the transmission 3.

原動機１が停止して、結合装置８のシンクロナイザ付き噛合いクラッチ３１が図４示すように開放状態で、走行用電動機２のみにより車両が走行しているときに、図５に示すように、原動機側ギア８２とシンクロナイザリング８１との間に摩擦力を発生されると、このすべり摩擦結合部材により走行用電動機２のトルクを原動機軸７に伝達できるので、原動機１はクランキングされ始動する。暖機状態における原動機のクランキングトルクは、通常数十Ｎｍであるので、すべり摩擦結合部材の伝達トルクはせいぜい数十〜百数十Ｎｍである。走行用電動機２のみによる走行時の走行用電動機２の出力に余裕がある場合には、すべり摩擦結合部材を締結しつつ走行用電動機２のトルクを増加させることによって、車両の駆動力を変動させることなく原動機１を始動できる。   When the prime mover 1 is stopped and the engagement clutch 31 with the synchronizer of the coupling device 8 is in an open state as shown in FIG. 4 and the vehicle is running only by the electric motor 2 as shown in FIG. When a frictional force is generated between the side gear 82 and the synchronizer ring 81, the torque of the traveling motor 2 can be transmitted to the prime mover shaft 7 by the sliding friction coupling member, so that the prime mover 1 is cranked and started. Since the cranking torque of the prime mover in the warm-up state is usually several tens of Nm, the transmission torque of the sliding friction coupling member is at most several tens to hundreds of tens Nm. When there is a margin in the output of the traveling motor 2 during traveling using only the traveling motor 2, the driving force of the vehicle is varied by increasing the torque of the traveling motor 2 while fastening the sliding friction coupling member. The prime mover 1 can be started without any problems.

原動機１の始動後は、図６に示すように、噛合いクラッチ３１を締結する。その後原動機１の出力を高めつつ走行用電動機２のトルクを低減すると、滑らかに走行電動機２のみによる走行から原動機１のみの走行に切り替わる。   After starting the prime mover 1, the mesh clutch 31 is engaged as shown in FIG. Thereafter, when the torque of the traveling motor 2 is reduced while increasing the output of the prime mover 1, the traveling from only the traveling motor 2 is smoothly switched to traveling only by the prime mover 1.

次に、図７及び図８を用いて、本実施形態による車両の原動機始動装置の制御内容について説明する。
図７及び図８は、本発明の第１の実施形態による車両の原動機始動装置の制御内容を示すフローチャートである。なお、図７の（Ａ）及び（Ｂ）は、それぞれ、図８の（Ａ）及び（Ｂ）に続いている。Next, with reference to FIGS. 7 and 8, the control contents of the motor starter for a vehicle according to the present embodiment will be described.
7 and 8 are flow charts showing the control contents of the vehicle prime mover starting device according to the first embodiment of the present invention. In addition, (A) and (B) of FIG. 7 are respectively following (A) and (B) of FIG.

走行用電動機２のみでの走行中に原動機１を始動する場合には、始動制御装置５１は、ステップＳ１において、駆動輪速度算出装置５９から駆動輪４の速度を読込む。   When starting the prime mover 1 while traveling with the traveling motor 2 alone, the start control device 51 reads the speed of the drive wheels 4 from the drive wheel speed calculation device 59 in step S1.

次に、ステップＳ２において、原動機回転速度算出装置５３から原動機１の回転速度を読込む。   Next, in step S <b> 2, the rotational speed of the prime mover 1 is read from the prime mover rotational speed calculation device 53.

次に、ステップＳ３において、読込んだ駆動輪４の速度と原動機１の速度から、走行用電動機２のみによる走行状態かつ原動機１が停止状態であることの正否を判定する。なお、この判定に、走行状態の判定にアクセル開度１０１やブレーキスイッチ１０２や自動変速機の場合には走行レンジセレクタ１０３を加えてもよいものである。   Next, in step S3, it is determined from the read speed of the driving wheel 4 and the speed of the prime mover 1 whether or not the traveling state of the traveling motor 2 alone and the prime mover 1 is in the stopped state. In addition, in this determination, in the case of the accelerator opening 101, the brake switch 102, and the automatic transmission, the traveling range selector 103 may be added to the determination of the traveling state.

ステップＳ３の判定が否であるならば、原動機１の始動は行わずに終了する。ステップＳ３の判定が正であるならば、原動機１の始動を行うために、次のステップ４へ進む。   If the determination in step S3 is negative, the prime mover 1 is not started and is terminated. If the determination in step S3 is positive, the process proceeds to the next step 4 in order to start the prime mover 1.

ステップＳ４において、シフトフォーク位置算出装置６１から、シフトフォーク３２の位置を読込み、ステップＳ５において、シフトフォーク３２が変速機３側に位置し、噛合いクラッチ３１が開放されていることの正否を判定する。   In step S4, the position of the shift fork 32 is read from the shift fork position calculation device 61. In step S5, it is determined whether the shift fork 32 is positioned on the transmission 3 side and the mesh clutch 31 is released. To do.

この判定が否ならば、一度、噛合いクラッチ３１を開放するために、ステップＳ６において、噛合いクラッチ駆動装置３３を逆駆動させてシフトフォーク３２を変速機３側に移動させる。   If this determination is negative, in order to release the mesh clutch 31, the mesh clutch drive device 33 is reversely driven in step S6 to move the shift fork 32 to the transmission 3 side.

次に、ステップＳ７において、シフトフォーク３２の位置を読込み、ステップＳ８で噛合いクラッチ３１が開放されたことの正否を判定する。この判定が正になるまでステップＳ６〜Ｓ８を繰り返し、正になれば、ステップＳ９で噛合いクラッチ３３を停止する。   Next, in step S7, the position of the shift fork 32 is read, and in step S8, it is determined whether the engagement clutch 31 has been released. Steps S6 to S8 are repeated until this determination becomes positive. If the determination becomes positive, the mesh clutch 33 is stopped in step S9.

この様に噛合いクラッチ３１の開放がステップＳ５またはステップＳ８で確認された後、ステップＳ１０において、噛合いクラッチ駆動装置３３を駆動してシフトフォーク３２を原動機１側に前進させる。   After the release of the mesh clutch 31 is confirmed in step S5 or step S8 in this way, the mesh clutch drive device 33 is driven to advance the shift fork 32 toward the prime mover 1 in step S10.

次に、ステップＳ１１において、シフトフォーク位置検出装置６１からシフトフォーク３２の位置を読込み、ステップＳ１２において、シフトフォーク３２が噛合いクラッチ３１のギアが締結始め直前の位置である事の正否を判定する。この判定が正になるまでステップＳ１０〜Ｓ１２を繰り返す。   Next, in step S11, the position of the shift fork 32 is read from the shift fork position detection device 61. In step S12, it is determined whether the shift fork 32 is at the position immediately before the gear of the mesh clutch 31 starts to be engaged. . Steps S10 to S12 are repeated until this determination is positive.

ステップＳ１２の判定が正になれば、ステップＳ１３において、噛合いクラッチ駆動装置３３を停止させ、噛合いクラッチ３１が締結し始める直前の状態を保つ。この状態で、噛合いクラッチ３１の原動機側ギア８２とシンクロナイザリング８１との摩擦により走行用電動機２のトルクの一部が原動機１に伝わるとことにより、原動機１の回転速度が上昇して始動することができる
次に、。ステップＳ１４において、原動機始動完了検出装置７１を読込み、ステップＳ１５において、原動機１が始動した事の正否を判定する。この判定が正になるまでステップＳ１４〜Ｓ１５を繰り返す。If the determination in step S12 becomes positive, in step S13, the mesh clutch drive device 33 is stopped and the state immediately before the mesh clutch 31 starts to be engaged is maintained. In this state, a part of the torque of the traveling motor 2 is transmitted to the prime mover 1 due to the friction between the prime mover side gear 82 of the meshing clutch 31 and the synchronizer ring 81, so that the rotational speed of the prime mover 1 is increased and started. Then you can. In step S14, the prime mover start completion detection device 71 is read, and in step S15, it is determined whether the prime mover 1 has been started. Steps S14 to S15 are repeated until this determination is positive.

この判定が正になり、原動機１が始動された後、原動機１の出力を走行に用いるか否かをステップＳ１６で判断する。原動機１の出力を走行に用いない場合には、噛合いクラッチ３１を切断するので、ステップＳ１７において、噛合いクラッチ駆動装置３３を逆駆動して、ステップＳ１８において、シフトフォーク位置算出装置６１を読込み、ステップＳ１９において、噛合いクラッチ３１が開放された事の正否を判定する。この判定が正になるまでステップＳ１７〜Ｓ１９を繰り返す。   After this determination becomes positive and the motor 1 is started, it is determined in step S16 whether or not the output of the motor 1 is used for traveling. When the output of the prime mover 1 is not used for traveling, the mesh clutch 31 is disconnected, so the mesh clutch drive device 33 is reversely driven in step S17, and the shift fork position calculation device 61 is read in step S18. In step S19, it is determined whether the engagement clutch 31 has been released. Steps S17 to S19 are repeated until this determination is positive.

ステップＳ１９が正になり、噛合いクラッチ３１が開放されれば、ステップＳ２０で噛合いクラッチ駆動装置３３を停止させ、終了する。   If step S19 becomes positive and the dog clutch 31 is released, the dog clutch drive device 33 is stopped in step S20, and the process ends.

原動機１の始動後、ステップＳ１６において、原動機１の出力を走行に用いると判断した場合には、ステップＳ２１において、原動機１の回転速度を調節して変速機入力軸９の回転速度に近づけ、ステップＳ２２において、両者の回転速度がほぼ一致する事を判定する。この判定が正になるまでステップＳ２１〜Ｓ２２を繰り返す。   If it is determined in step S16 that the output of the prime mover 1 is used for traveling after starting the prime mover 1, in step S21, the rotational speed of the prime mover 1 is adjusted to approach the rotational speed of the transmission input shaft 9, and step In S22, it is determined that the rotational speeds of the two are substantially the same. Steps S21 to S22 are repeated until this determination is positive.

ステップＳ２２の判定が正になり、原動機１の回転速度と変速機入力軸９の回転速度がほぼ一致したら、噛合いクラッチ３１を締結させるために、ステップＳ２３において、噛合いクラッチ駆動装置３３を駆動させて、シフトフォーク３２を前進させる。   When the determination in step S22 is positive and the rotational speed of the prime mover 1 and the rotational speed of the transmission input shaft 9 are substantially the same, the engagement clutch drive device 33 is driven in step S23 to engage the engagement clutch 31. Then, the shift fork 32 is advanced.

次に、ステップＳ２４において、シフトフォーク位置算出装置６１を読込み、ステップＳ２５において、噛合いクラッチ３１が完全に締結したことを判定する。この判定が正になるまでステップＳ２３〜Ｓ２５を繰り返す。   Next, in step S24, the shift fork position calculation device 61 is read, and in step S25, it is determined that the dog clutch 31 is completely engaged. Steps S23 to S25 are repeated until this determination is positive.

ステップＳ２５の判定が正となり、噛合いクラッチ３１が完全に締結されたら、ステップＳ２６において、噛合いクラッチ駆動装置３３を停止させ、終了する。   If the determination in step S25 is positive and the mesh clutch 31 is completely engaged, the mesh clutch drive device 33 is stopped in step S26 and the process is terminated.

なお、ステップＳ１６の判断が正で、走行に原動機１の出力を使用する場合に、ステップＳ２１の前に、ステップＳ１７〜２０を入れて噛合いクラッチ３１を一旦切断してもよいものである。   When the determination in step S16 is positive and the output of the prime mover 1 is used for traveling, the engagement clutch 31 may be temporarily disconnected by inserting steps S17 to 20 before step S21.

次に、図９を用いて、本実施形態による車両の原動機始動装置による電動機のの制御内容について説明する。
図９は、本発明の第１の実施形態による車両の原動機始動装置による制御内容を示すタイミングチャートである。図９（Ａ）の縦軸は、原動機１の回転速度を示し、図９（Ｂ）の縦軸は、駆動用電動機２の回転速度を示している。図９（Ｃ）の縦軸は、駆動用電動機２のトルクを示し、図９（Ｄ）の縦軸は、車体の加速度を示している。なお、横軸は時間を示している。また、実線は、本実施形態の原動機始動装置５１によって駆動用電動機２のトルクを制御した場合を示し、破線は、駆動用電動機２のトルクを制御しない場合を示している。Next, the control contents of the electric motor by the vehicle prime mover starting device according to the present embodiment will be described with reference to FIG.
FIG. 9 is a timing chart showing the control contents of the vehicle prime mover starting device according to the first embodiment of the present invention. The vertical axis in FIG. 9 (A) indicates the rotational speed of the prime mover 1, and the vertical axis in FIG. 9 (B) indicates the rotational speed of the driving motor 2. The vertical axis in FIG. 9C indicates the torque of the driving motor 2, and the vertical axis in FIG. 9D indicates the acceleration of the vehicle body. The horizontal axis indicates time. A solid line indicates a case where the torque of the driving motor 2 is controlled by the prime mover starting device 51 of the present embodiment, and a broken line indicates a case where the torque of the driving motor 2 is not controlled.

原動機１の潤滑油温度が低い場合には原動機１の始動時の抵抗が大きい。従って、駆動用電動機２によって原動機１を始動しようとすると、図９（Ｃ）に破線で示すように、駆動用電動機２のトルクを一定のままでは、電動機２によって原動機１をクランキングした際、図９（Ｂ）に破線で示すように電動機２の回転速度が変動し、図９（Ｄ）に破線で示すように、車体加速度が変化し、運転者や同乗者が意図しない減速感や振動を感じることになる。   When the lubricating oil temperature of the prime mover 1 is low, the resistance when starting the prime mover 1 is large. Accordingly, when starting the prime mover 1 with the drive motor 2, as shown by the broken line in FIG. 9C, when the prime mover 1 is cranked with the motor 2 while the torque of the drive motor 2 remains constant, As shown by the broken line in FIG. 9B, the rotational speed of the electric motor 2 fluctuates, and as shown by the broken line in FIG. 9D, the vehicle body acceleration changes, and the deceleration and vibration that the driver and passengers do not intend. You will feel.

そこで、本実施形態では、原動機始動装置５１は、電動機制御装置７３に制御指令を出力し、始動時の走行用電動機２のトルクを増加させる制御を実行する。走行用電動機２のみでの走行中に原動機１を始動する時に、図９（Ｄ）に実線で示すように、車体加速度を一定に保つように、図９（Ｃ）に実線で示すように、走行用電動機２の出力トルクを制御する。これによって、図７（Ｂ）に実線で示すように、電動機の回転速度の変化を少なくでき、図９（Ｄ）に実線で示すように、運転者や同乗者が意図しない減速感や振動を感じさせないことができる。   Therefore, in the present embodiment, the prime mover starting device 51 outputs a control command to the motor control device 73, and executes control to increase the torque of the traveling motor 2 at the time of starting. As shown by the solid line in FIG. 9 (C), when starting the prime mover 1 while traveling with only the traveling motor 2, as shown by the solid line in FIG. 9 (D), the vehicle body acceleration is kept constant. The output torque of the traveling motor 2 is controlled. As a result, the change in the rotation speed of the motor can be reduced as shown by a solid line in FIG. 7B, and a feeling of deceleration or vibration unintended by the driver or passenger can be obtained as shown by a solid line in FIG. 9D. You can't feel it.

走行用電動機２のトルクの増加制御は、例えば、次のような式で始動トルクを計算する。

始動トルク＝（駆動輪加速度−目標駆動輪加速度）×係数＋前回の始動トルク

以上説明したように、本実施形態によれば、原動機を始動するのは噛合いクラッチに内蔵したシンクロナイザリングの摩擦力でよく、始動後の大きな原動機トルクはすべて噛合いクラッチを通るので、結合装置８を小型軽量に作ることができる。In the torque increase control of the electric motor 2 for traveling, for example, the starting torque is calculated by the following equation.

Starting torque = (driving wheel acceleration-target driving wheel acceleration) x coefficient + previous starting torque

As described above, according to this embodiment, it is sufficient to start the prime mover with the frictional force of the synchronizer ring built in the mesh clutch, and all the large prime mover torque after the start passes through the mesh clutch. 8 can be made small and light.

また、原動機に始動用電動機を設ける必要がないため製造コスト低減と重量低減を図ることができる。   Further, since it is not necessary to provide a starting motor in the prime mover, it is possible to reduce the manufacturing cost and the weight.

また、駆動装置は、噛合いクラッチ駆動装置３３のみでよく、別途摩擦クラッチ駆動装置が必要なくなるので、さらにコストと重量を低減することができる。   Further, the drive device may be only the mesh clutch drive device 33, and a separate friction clutch drive device is not required, so that the cost and weight can be further reduced.

次に、図１０を用いて、本発明の第２の実施形態による車両の原動機始動装置の構成及び動作について説明する。
図１０は、本発明の第２の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１と同一符号は、同一部分を示している。Next, with reference to FIG. 10, the configuration and operation of the motor starter for a vehicle according to the second embodiment of the present invention will be described.
FIG. 10 is a system block diagram showing the configuration of a vehicle equipped with a vehicle prime mover starting device according to the second embodiment of the present invention. The same reference numerals as those in FIG. 1 denote the same parts.

本実施形態では、図１に示した実施形態に対して、走行用電動機２は、電動機接続装置５を介さずに入力軸９の同軸上に直接取付けたものである。結合装置８を用いた原動機１の電動機２による始動方法は、図１と同じである。   In this embodiment, compared with the embodiment shown in FIG. 1, the traveling motor 2 is directly attached on the coaxial axis of the input shaft 9 without using the motor connecting device 5. The starting method by the electric motor 2 of the prime mover 1 using the coupling device 8 is the same as in FIG.

本実施形態によっても、原動機を始動するのは噛合いクラッチに内蔵したシンクロナイザリングの摩擦力でよく、始動後の大きな原動機トルクはすべて噛合いクラッチを通るので、結合装置８を小型軽量に作ることができる。   Also in this embodiment, the prime mover can be started by the friction force of the synchronizer ring incorporated in the meshing clutch, and since all the large prime mover torque after the start passes through the meshing clutch, the coupling device 8 can be made small and light. Can do.

また、原動機に始動用電動機を設ける必要がないため製造コスト低減と重量低減を図ることができる。   Further, since it is not necessary to provide a starting motor in the prime mover, it is possible to reduce the manufacturing cost and the weight.

また、駆動装置は、噛合いクラッチ駆動装置３３のみでよく、別途摩擦クラッチ駆動装置が必要なくなるので、さらにコストと重量を低減することができる。   Further, the drive device may be only the mesh clutch drive device 33, and a separate friction clutch drive device is not required, so that the cost and weight can be further reduced.

次に、図１１を用いて、本発明の第３の実施形態による車両の原動機始動装置の構成及び動作について説明する。
図１１は、本発明の第３の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１と同一符号は、同一部分を示している。Next, the configuration and operation of a motor prime mover starting device according to a third embodiment of the present invention will be described with reference to FIG.
FIG. 11 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a third embodiment of the present invention. The same reference numerals as those in FIG. 1 denote the same parts.

原動機１の出力軸７に、摩擦クラッチと噛合いクラッチを並列に接続した結合装置８Ａが設けられている。結合装置８Ａの出力は、変速装置３の入力軸９に接続されている。結合装置８Ａの摩擦クラッチと噛合いクラッチは、それぞれ個別に締結開放できるよう、摩擦クラッチ駆動装置２２および噛合いクラッチ駆動装置３３で操作される。これらの駆動装置２２，３３は、油圧，空気圧，電動機いずれの方式であってもよいものである。   The output shaft 7 of the prime mover 1 is provided with a coupling device 8A in which a friction clutch and a meshing clutch are connected in parallel. The output of the coupling device 8 </ b> A is connected to the input shaft 9 of the transmission 3. The friction clutch and the meshing clutch of the coupling device 8A are operated by the friction clutch driving device 22 and the meshing clutch driving device 33 so that they can be individually engaged and released. These driving devices 22 and 33 may be hydraulic, pneumatic or electric.

変速装置３の入力軸９には、さらに電動機接続装置５を介して走行用電動機２が接続されている。原動機１が停止し、結合装置８の２つのクラッチが両方とも開放しているときに変速機３の入力軸９を付勢して走行用電動機のみによる走行が可能な、いわゆるパラレルハイブリッドシステムを構成する。電動機接続装置５は、一般的にはギアで構成されるが、チェーン等の伝導方式でもよいものである。変速装置３は、入力軸と出力軸の締結が内部で開放できる、ニュートラル状態が可能である。   The traveling motor 2 is further connected to the input shaft 9 of the transmission 3 via an electric motor connecting device 5. When the prime mover 1 is stopped and the two clutches of the coupling device 8 are both disengaged, a so-called parallel hybrid system is configured in which the input shaft 9 of the transmission 3 is energized and the vehicle can run only by the motor for running. To do. The motor connection device 5 is generally constituted by a gear, but may be a conduction system such as a chain. The transmission 3 can be in a neutral state in which the fastening of the input shaft and the output shaft can be released internally.

結合装置８Ａの噛合いクラッチは、原動機出力軸７に設けられた噛合い爪１２と噛合いスリーブ１６で結合する。噛合いスリーブ１６は、変速装置３の入力軸９に固定されたハブ１３の上を軸方向にスライドして噛合い爪１２に噛合うのであるが、スライドする推力は、後述するクラッチドラム２１の穴を貫通する連結棒１５を介して溝付スリーブ１４から与えられる。さらに、溝付スリーブ１４は、その溝に嵌合したシフトフォーク３２により推力を与えられ、シフトフォーク３２は噛合いクラッチ駆動装置３３により付勢される。   The meshing clutch of the coupling device 8A is coupled with the meshing claw 12 provided on the prime mover output shaft 7 by the meshing sleeve 16. The meshing sleeve 16 slides in the axial direction on the hub 13 fixed to the input shaft 9 of the transmission 3 and meshes with the meshing claws 12. The sliding thrust is applied to the clutch drum 21 described later. It is provided from the grooved sleeve 14 via a connecting rod 15 that penetrates the hole. Further, the grooved sleeve 14 is given a thrust by a shift fork 32 fitted in the groove, and the shift fork 32 is urged by a mesh clutch driving device 33.

一方、摩擦クラッチは、原動機出力軸７に設けられたクラッチドラム２０と、前記ハブ１３に固定されたクラッチドラム２１にそれぞれ設けられたクラッチディスクをクラッチピストン２５で圧縮することで摩擦力を得る多板クラッチである。クラッチピストン２５は、スラストベアリング２４を介してレバー２３により推力を与えられ、レバー２３は摩擦クラッチ駆動装置２２により付勢される。   On the other hand, the friction clutch obtains a frictional force by compressing the clutch drum 20 provided on the prime mover output shaft 7 and the clutch disc provided on the clutch drum 21 fixed to the hub 13 by the clutch piston 25. It is a plate clutch. The clutch piston 25 is thrust by a lever 23 via a thrust bearing 24, and the lever 23 is urged by a friction clutch drive device 22.

このシステムにおいて、走行用電動機２のみによる走行中に原動機１を始動するには、次のように行う。原動機１が停止して、結合装置８の噛合いクラッチも摩擦クラッチも開放状態で、走行用電動機２のみにより車両が走行しているときに、原動機始動装置５１が摩擦クラッチ駆動装置２２を付勢すると、摩擦クラッチが走行用電動機２のトルクを原動機軸７に伝達するので、原動機１はクランキングされ始動する。暖機状態における原動機のクランキングトルクは、通常数十Ｎｍであるので、摩擦クラッチの伝達トルクはせいぜい数十〜百数十Ｎｍである。走行用電動機２のみによる走行時の走行用電動機２の出力に余裕がある場合には、摩擦クラッチを締結しつつ走行用電動機２のトルクを増加させることによって、車両の駆動力を変動させることなく原動機１を始動できる。   In this system, in order to start the prime mover 1 while traveling only by the traveling electric motor 2, the following operation is performed. When the prime mover 1 is stopped, the meshing clutch and the friction clutch of the coupling device 8 are in an open state, and the vehicle is running only by the traveling motor 2, the prime mover starting device 51 energizes the friction clutch driving device 22. Then, since the friction clutch transmits the torque of the electric motor 2 for traveling to the prime mover shaft 7, the prime mover 1 is cranked and started. Since the cranking torque of the prime mover in the warm-up state is usually several tens of Nm, the transmission torque of the friction clutch is at most several tens to several tens of Nm. When there is a margin in the output of the traveling motor 2 during traveling by the traveling motor 2 alone, the torque of the traveling motor 2 is increased while the friction clutch is engaged, so that the driving force of the vehicle is not changed. The prime mover 1 can be started.

原動機１の始動後、原動機始動装置５１は、すぐに摩擦クラッチを開放して始動直後の原動機１の回転速度変動が車両の駆動力に影響することを防止する。その後、原動機始動装置５１は、車速に応じて回転中の噛合いスリーブ１６に噛合い爪１２を同期させるよう原動機１の回転速度を調整し、同期したときに原動機始動装置５１は、噛合いクラッチ駆動装置３３を付勢して、噛合いスリーブ１６を図の左方向にスライドさせて噛合い爪１２に結合させる。その後原動機１の出力を高めつつ走行用電動機２のトルクを低減すると、滑らかに走行電動機２のみによる走行から原動機１のみの走行に切り替わる。   After starting the prime mover 1, the prime mover starting device 51 immediately releases the friction clutch to prevent fluctuations in the rotational speed of the prime mover 1 immediately after starting from affecting the driving force of the vehicle. Thereafter, the prime mover starting device 51 adjusts the rotational speed of the prime mover 1 so as to synchronize the meshing claws 12 with the meshing sleeve 16 that is rotating according to the vehicle speed. The drive device 33 is energized, and the meshing sleeve 16 is slid in the left direction in the figure to be coupled to the meshing claw 12. Thereafter, when the torque of the traveling motor 2 is reduced while increasing the output of the prime mover 1, the traveling from only the traveling motor 2 is smoothly switched to traveling only by the prime mover 1.

原動機１を使用した走行中は常に噛合いクラッチが結合しているので、原動機１のトルクはすべて噛合いクラッチを通して変速機に伝達される。したがって摩擦クラッチにはクランキングトルク以上のトルクは印加されない。   Since the mesh clutch is always engaged during traveling using the prime mover 1, all the torque of the prime mover 1 is transmitted to the transmission through the mesh clutch. Therefore, a torque higher than the cranking torque is not applied to the friction clutch.

本実施形態によれば、原動機１を始動するのは小容量の摩擦クラッチでよく、始動後の大きな原動機１のトルクはすべて噛合いクラッチを通るので、結合装置８を小型軽量に作ることができる。   According to this embodiment, the prime mover 1 may be started with a small-capacity friction clutch, and all the torque of the large prime mover 1 after the start passes through the meshing clutch, so that the coupling device 8 can be made small and light. .

また、原動機に始動用電動機を設ける必要がないため製造コスト低減と重量低減を図ることができる。   Further, since it is not necessary to provide a starting motor in the prime mover, it is possible to reduce the manufacturing cost and the weight.

次に、図１２を用いて、本発明の第４の実施形態による車両の原動機始動装置を搭載した車両の構成及び動作について説明する。
図１２は、本発明の第４の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１１と同一符号は、同一部分を示している。Next, the configuration and operation of a vehicle equipped with a vehicle prime mover starting device according to a fourth embodiment of the present invention will be described with reference to FIG.
FIG. 12 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a fourth embodiment of the present invention. In addition, the same code | symbol as FIG. 11 has shown the same part.

本実施形態では、図１１に示した実施形態に対して、走行用電動機２は、電動機接続装置５を介さずに入力軸９の同軸上に直接取付けたものである。結合装置８を用いた原動機１の電動機２による始動方法は、図１１と同じである。   In the present embodiment, as compared with the embodiment shown in FIG. 11, the traveling motor 2 is directly mounted on the coaxial axis of the input shaft 9 without using the motor connecting device 5. The starting method by the motor 2 of the prime mover 1 using the coupling device 8 is the same as in FIG.

本実施形態によっても、原動機１を始動するのは小容量の摩擦クラッチでよく、始動後の大きな原動機１のトルクはすべて噛合いクラッチを通るので、結合装置８を小型軽量に作ることができる。   Also in this embodiment, the prime mover 1 may be started by a small-capacity friction clutch, and all the torque of the large prime mover 1 after the start passes through the meshing clutch, so that the coupling device 8 can be made small and light.

また、原動機に始動用電動機を設ける必要がないため製造コスト低減と重量低減を図ることができる。   Further, since it is not necessary to provide a starting motor in the prime mover, it is possible to reduce the manufacturing cost and the weight.

次に、図１２を用いて、本発明の第５の実施形態による車両の原動機始動装置を搭載した車両の構成及び動作について説明する。
図１２は、本発明の第５の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１や図１１と同一符号は、同一部分を示している。Next, the configuration and operation of a vehicle equipped with a vehicle prime mover starting device according to a fifth embodiment of the present invention will be described with reference to FIG.
FIG. 12 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a fifth embodiment of the present invention. The same reference numerals as those in FIGS. 1 and 11 denote the same parts.

本実施形態では、図１や図１１に示した実施形態における変速機として、ＣＶＴを適用したものである。原動機１の出力軸は結合装置８（若しくは結合装置８Ａ）に接続され、その内部で摩擦クラッチ（あるいはシンクロナイザリング）と噛合いクラッチの並列接続したもので変速機入力軸９に接続されている。変速機入力軸９には接続装置５を介して走行用電動機２が接続されている。原動機１を停止し結合装置８（８Ａ）を開放した状態で、走行用電動機２を付勢すると変速機入力軸９が駆動されて車両は走行用電動機のみによる走行を行う。この状態で結合装置８内の摩擦クラッチ（あるいはシンクロナイザリング）を摩擦結合状態にすると、原動機１がクランキングされて始動することができる。   In this embodiment, CVT is applied as the transmission in the embodiment shown in FIGS. 1 and 11. The output shaft of the prime mover 1 is connected to a coupling device 8 (or a coupling device 8A), and a friction clutch (or synchronizer ring) and a meshing clutch are connected in parallel to each other and connected to the transmission input shaft 9. A traveling motor 2 is connected to the transmission input shaft 9 via a connecting device 5. When the driving motor 2 is energized with the prime mover 1 stopped and the coupling device 8 (8A) opened, the transmission input shaft 9 is driven and the vehicle travels only with the driving motor. In this state, when the friction clutch (or synchronizer ring) in the coupling device 8 is brought into the friction coupling state, the prime mover 1 can be cranked and started.

次に、図１３を用いて、本発明の第６の実施形態による車両の原動機始動装置を搭載した車両の構成及び動作について説明する。
図１３は、本発明の第６の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１や図１１と同一符号は、同一部分を示している。Next, the configuration and operation of a vehicle equipped with a vehicle prime mover starting device according to a sixth embodiment of the present invention will be described with reference to FIG.
FIG. 13 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a sixth embodiment of the present invention. The same reference numerals as those in FIGS. 1 and 11 denote the same parts.

本実施形態では、図１や図１１に示した実施形態における変速機として、自動化手動変速機を適用したものである。原動機１の出力軸は結合装置８（若しくは結合装置８Ａ）に接続され、その内部で摩擦クラッチ（あるいはシンクロナイザリング）と噛合いクラッチの並列接続したもので変速機入力軸９に接続されている。変速機入力軸９には接続装置５を介して走行用電動機２が接続されている。原動機１を停止し結合装置８（８Ａ）を開放した状態で、走行用電動機２を付勢すると変速機入力軸９が駆動されて車両は走行用電動機のみによる走行を行う。この状態で結合装置８内の摩擦クラッチ（あるいはシンクロナイザリング）を摩擦結合状態にすると、原動機１がクランキングされて始動することができる。   In this embodiment, an automated manual transmission is applied as the transmission in the embodiment shown in FIG. 1 or FIG. The output shaft of the prime mover 1 is connected to a coupling device 8 (or a coupling device 8A), and a friction clutch (or synchronizer ring) and a meshing clutch are connected in parallel to each other and connected to the transmission input shaft 9. A traveling motor 2 is connected to the transmission input shaft 9 via a connecting device 5. When the driving motor 2 is energized with the prime mover 1 stopped and the coupling device 8 (8A) opened, the transmission input shaft 9 is driven and the vehicle travels only with the driving motor. In this state, when the friction clutch (or synchronizer ring) in the coupling device 8 is brought into the friction coupling state, the prime mover 1 can be cranked and started.

次に、図１５を用いて、本発明の第７の実施形態による車両の原動機始動装置を搭載した車両の構成及び動作について説明する。
図１５は、本発明の第７の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１や図１１と同一符号は、同一部分を示している。Next, the configuration and operation of a vehicle equipped with a vehicle prime mover starting device according to a seventh embodiment of the present invention will be described with reference to FIG.
FIG. 15 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to a seventh embodiment of the present invention. The same reference numerals as those in FIGS. 1 and 11 denote the same parts.

本実施形態では、図１や図１１に示した実施形態における変速機として、手動変速機を適用したものである。原動機１の出力軸は結合装置８（若しくは結合装置８Ａ）に接続され、その内部で摩擦クラッチ（あるいはシンクロナイザリング）と噛合いクラッチの並列接続したもので変速機入力軸９に接続されている。変速機入力軸９には接続装置５を介して走行用電動機２が接続されている。原動機１を停止し結合装置８（８Ａ）を開放した状態で、走行用電動機２を付勢すると変速機入力軸９が駆動されて車両は走行用電動機のみによる走行を行う。この状態で結合装置８内の摩擦クラッチ（あるいはシンクロナイザリング）を摩擦結合状態にすると、原動機１がクランキングされて始動することができる。   In this embodiment, a manual transmission is applied as the transmission in the embodiment shown in FIGS. The output shaft of the prime mover 1 is connected to a coupling device 8 (or a coupling device 8A), and a friction clutch (or synchronizer ring) and a meshing clutch are connected in parallel to each other and connected to the transmission input shaft 9. A traveling motor 2 is connected to the transmission input shaft 9 via a connecting device 5. When the driving motor 2 is energized with the prime mover 1 stopped and the coupling device 8 (8A) opened, the transmission input shaft 9 is driven and the vehicle travels only with the driving motor. In this state, when the friction clutch (or synchronizer ring) in the coupling device 8 is brought into the friction coupling state, the prime mover 1 can be cranked and started.

次に、図１６を用いて、本発明の第８の実施形態による車両の原動機始動装置を搭載した車両の構成及び動作について説明する。
図１６は、本発明の第８の実施形態による車両の原動機始動装置を搭載した車両の構成を示すシステムブロック図である。なお、図１や図１１と同一符号は、同一部分を示している。Next, the configuration and operation of a vehicle equipped with a vehicle prime mover starting device according to an eighth embodiment of the present invention will be described with reference to FIG.
FIG. 16 is a system block diagram showing a configuration of a vehicle equipped with a vehicle prime mover starting device according to an eighth embodiment of the present invention. The same reference numerals as those in FIGS. 1 and 11 denote the same parts.

本実施形態は、図１あるいは図１１に示した原動機始動方式を、本出願人による特開２００４−１９０７０５号公報で示された自動車用変速機に適用したものである。原動機１の出力軸は、ドライブギア１１０に接続され、ドリブンギア１１１，１１２を付勢する。これらのドリブンギア１１１，１１２は、それぞれ、第一入力軸１１３および第二入力軸１１４上に回転自在に設置され、これらの軸上に固定された噛合いクラッチ１１５，１１６と結合可能である。これらの噛合いクラッチの少なくとも一方には、図２に示したシンクロナイザリング８１が内蔵されており、摩擦伝達ができるものである。   In this embodiment, the prime mover starting system shown in FIG. 1 or FIG. 11 is applied to an automobile transmission disclosed in Japanese Patent Application Laid-Open No. 2004-190705 by the present applicant. The output shaft of the prime mover 1 is connected to the drive gear 110 and energizes the driven gears 111 and 112. These driven gears 111 and 112 are rotatably installed on the first input shaft 113 and the second input shaft 114, respectively, and can be coupled to meshing clutches 115 and 116 fixed on these shafts. A synchronizer ring 81 shown in FIG. 2 is built in at least one of these meshing clutches, and can transmit friction.

変速ギア列は、１，３，５速の奇数段ギアが第一入力軸１１３上に配置され、Ｒ，４，６，２の偶数段ギアが第二入力軸１１４上に配置されている。これらはいわゆるツインクラッチ型変速機として、一般的に知られているので詳しい説明は省略する。   In the transmission gear train, odd-numbered gears of 1st, 3rd and 5th speeds are arranged on the first input shaft 113, and even-numbered gears of R, 4, 6 and 2 are arranged on the second input shaft 114. Since these are generally known as so-called twin clutch type transmissions, detailed description thereof will be omitted.

ただ、一般的なツインクラッチ変速機は、第一，第二入力軸はそれぞれ摩擦クラッチを介して原動機１の出力軸に接続されているに対し、本方式では噛合いクラッチ１１５，１１６を介して原動機１の出力軸に接続されている点が異なる。   However, in a general twin clutch transmission, the first and second input shafts are connected to the output shaft of the prime mover 1 via friction clutches, whereas in this system, the mesh clutches 115 and 116 are used. The difference is that it is connected to the output shaft of the prime mover 1.

本方式においては、走行用電動機の接続方法にも特徴がある。走行用電動機２は、接続ギア１１，１０を介して遊星歯車１１７のキャリアに接続される。遊星歯車１１７のサンギアは、第一入力軸１１３に直接接続されている。遊星歯車１１７のリングギアは、接続ギア１１８，１１９を介して第二入力軸１１４に接続されている。   This system is also characterized by a method of connecting a traveling motor. The traveling electric motor 2 is connected to the carrier of the planetary gear 117 via the connection gears 11 and 10. The sun gear of the planetary gear 117 is directly connected to the first input shaft 113. The ring gear of the planetary gear 117 is connected to the second input shaft 114 via connection gears 118 and 119.

このような構成にすることで、変速動作を走行用電動機２で行うことができると共に、パラレルハイブリッド車としても動作できる。なお、変速動作については本発明の主旨に直接関係ないので、説明を省略する。   With such a configuration, the shifting operation can be performed by the electric motor 2 for traveling, and can also be operated as a parallel hybrid vehicle. Note that the speed change operation is not directly related to the gist of the present invention, and the description thereof will be omitted.

パラレルハイブリッド車として走行用電動機のみによる走行を行うときは、入力噛合いクラッチ１１５，１１６を両方とも開放した状態で、奇数段ギアの一つと偶数段ギアの一つをそれぞれの軸に結合させると、走行用電動機２と出力軸６が接続される。走行用電動機２と出力軸６の間のギア比は、結合された奇数段ギアのギア比と結合された偶数段ギアのギア比の差になる。ただし、遊星歯車は差動ギアとして動作するよう、リングギアへの接続ギア１１８，１１９のギア比および走行用電動機への接続ギア１１、１０のギア比が設定されているものとする。   When running as a parallel hybrid vehicle using only the driving motor, if one of the odd-numbered gears and one of the even-numbered gears are coupled to the respective shafts with both the input mesh clutches 115 and 116 opened. The traveling motor 2 and the output shaft 6 are connected. The gear ratio between the traveling motor 2 and the output shaft 6 is a difference between the gear ratio of the coupled odd-numbered gear and the gear ratio of the even-numbered gear coupled. However, the gear ratio of the connection gears 118 and 119 to the ring gear and the gear ratio of the connection gears 11 and 10 to the traveling motor are set so that the planetary gear operates as a differential gear.

原動機１が停止し、入力噛合いクラッチ１１５，１１６の両方とも開放され、例えば１速ギアと６速ギアがそれぞれの軸に結合されて走行用電動機のみによる走行をしているときに、入力噛合いクラッチ１１５の溝付スリーブを移動させると、内蔵したシンクロナイザリングが、図４で説明したように摩擦結合状態になり、原動機１がクランキングされて始動する。   When the prime mover 1 is stopped and both the input mesh clutches 115 and 116 are released, for example, when the 1st gear and the 6th gear are coupled to the respective shafts and traveling by only the traveling motor, the input meshing is performed. When the grooved sleeve of the clutch 115 is moved, the built-in synchronizer ring is in a frictional coupling state as described with reference to FIG. 4, and the prime mover 1 is cranked and started.

以上のように、本実施形態によれば、原動機１と変速機３の間に元々噛合いクラッチ１１５，１１６が存在するので、改めて噛合いクラッチを設ける必要がなく、システム全体をさらに小型軽量に構成することができる。   As described above, according to this embodiment, since the mesh clutches 115 and 116 are originally present between the prime mover 1 and the transmission 3, it is not necessary to provide a mesh clutch again, and the entire system is further reduced in size and weight. Can be configured.

Claims (4)

原動機(1)と、前記原動機の駆動力を変速する変速機(3)と、前記変速機の入力軸と前記原動機を締結・開放できる噛合いクラッチ(31)と、前期変速機入力軸に接続された走行用電動機(2)とを有する車両に用いられ、
前記噛合いクラッチに並列に設けられたすべり摩擦結合部材(81)と、
前記走行用電動機による走行中に、前記すべり摩擦結合部材を結合する駆動手段(33)とを備え、
前記駆動手段により、前記摩擦結合部材を結合して、前記原動機を始動することを特徴とする車両の原動機始動装置。Connected to the prime mover (1), the transmission (3) for shifting the driving force of the prime mover, the meshing clutch (31) capable of fastening and releasing the input shaft of the transmission and the prime mover, and the transmission input shaft in the previous period Used in a vehicle having a traveling electric motor (2),
A sliding friction coupling member (81) provided in parallel with the meshing clutch;
Drive means (33) for coupling the sliding friction coupling member during traveling by the traveling motor,
A prime mover starting device for a vehicle, wherein the driving means starts the prime mover by coupling the friction coupling members. 請求項１記載の車両の原動機始動装置において、
前記すべり摩擦結合部材は、多板クラッチであることを特徴とする車両の原動機始動装置。In the vehicle prime mover starting device according to claim 1,
The prime mover starting device for a vehicle, wherein the sliding friction coupling member is a multi-plate clutch. 請求項１記載の車両の原動機始動装置において、
前記すべり摩擦結合部材は、前記噛合いクラッチ内に設けられたシンクロナイザリングであることを特徴とする車両の原動機始動装置。In the vehicle prime mover starting device according to claim 1,
The prime mover starting device for a vehicle, wherein the sliding friction coupling member is a synchronizer ring provided in the meshing clutch. 原動機(1)と、前記原動機の駆動力を変速する変速機(3)と、前記変速機の入力軸と前記原動機を締結・開放できる噛合いクラッチ(31)と、前期変速機入力軸に接続された走行用電動機(2)とを有する車両に用いられ、
前記走行用電動機による走行中に、前記噛合いクラッチに並列に設けられたすべり摩擦結合部材(81)を結合して、前記原動機を始動することを特徴とする車両の原動機始動方法。Connected to the prime mover (1), the transmission (3) for shifting the driving force of the prime mover, the meshing clutch (31) capable of fastening and releasing the input shaft of the transmission and the prime mover, and the transmission input shaft in the previous period Used in a vehicle having a traveling electric motor (2),
A driving method of a motor for a vehicle, wherein the motor is started by coupling a sliding friction coupling member (81) provided in parallel with the meshing clutch during traveling by the motor for traveling.
JP2007550944A 2005-12-19 2005-12-19 VEHICLE MOTOR START DEVICE AND START METHOD Pending JPWO2007072539A1 (en)

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