JPH0650065B2 - Vehicle engine accessory control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine accessory control device, and more particularly, to supporting an accessory drive shaft in parallel with a crankshaft through the accessory drive shaft. The present invention relates to an engine accessory control device in which power is transmitted to an accessory and a clutch for controlling transmission of power to the accessory is provided on an accessory drive shaft.

(Prior Art) Generally, in an automobile, a compressor of an air conditioner,
Alternatively, an auxiliary machine such as an oil pump of a power steering apparatus is supported by the engine body, and the auxiliary machine is driven by winding a connection between the auxiliary machine and the crankshaft of the engine with a transmission device or the like.

In recent years, such an automobile is provided with an engine accessory control device that controls the power transmitted to the accessory to reduce the load on the starter motor during cranking (engine start). This type of engine accessory control device is conventionally equipped with a crank pulley via an electromagnetic clutch at the end of the crankshaft opposite to the end on which the flywheel is provided, and the crankshaft and the rotating shaft of the accessory are attached to the crankshaft. A belt is placed between the provided accessory pulley and the electromagnetic clutch controls the power transmitted to the accessory (see Japanese Utility Model Publication No. 61-46179).

(Problems to be Solved by the Invention) However, in the conventional engine accessory control device as described above, the flywheel is provided at one end of the crankshaft, and the electromagnetic clutch is provided at the other end of the crankshaft. Since the crank pulley and the crank pulley are provided, the engine becomes large in the axial direction of the crank shaft.

The engine accessory control device for an automobile according to the present invention has been made in view of the above problems, and an object thereof is to downsize the engine in the axial direction of the crankshaft.

(Means for Solving Problems) The present invention relates to an engine accessory control device for an automobile, in which an accessory supported by an engine body is connected to a crankshaft so that power can be transmitted, and the accessory is driven by the crankshaft. An engine drive shaft is supported by the engine body in parallel with the crankshaft, and power is transmitted to the drive shaft of the crankshaft on the side where the flywheel is fixedly mounted and to the valve operating mechanism. The gist is that drive means is provided, and driven means and a clutch that are concentric with the accessory drive shaft that transmits the power of the crankshaft to the accessory drive shaft are provided.

(Operation) According to the engine accessory control device for a vehicle according to the present invention, the accessory drive shaft is supported by the engine body in parallel with the crankshaft, and the accessory drive is provided on the side of the crankshaft on which the flywheel is fixedly mounted. By providing drive means that transmits power to the shaft and to the valve mechanism, the power is transmitted from the side of the crankshaft where the flywheel is fixed to the power transmission to the auxiliary machinery and the valve mechanism. Since it is transmitted, the influence of twisting and bending of the crankshaft can be prevented. Further, by providing the auxiliary device drive shaft with a driven means and a clutch that are concentric with the auxiliary device drive shaft for transmitting the power of the crankshaft, the crankshaft is shortened and the clutch is distributed without increasing the length of the crankshaft. Since the engine can be installed and the engine can be prevented from becoming large in the direction perpendicular to the crankshaft, the engine as a whole can be downsized.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

1 to 3 show an engine accessory control device for an automobile according to an actual example of the present invention. FIG. 1 is a schematic front view of the engine, FIG. 2 is a schematic rear view of the engine, and FIG. It is a principal part expanded sectional view.

In the figure, reference numeral 11 denotes an engine. The engine case 12 of the engine 11 includes a crankshaft 1 in the engine case 12.
3 and an accessory drive shaft 14 are supported in parallel, and engine accessories such as an oil pump 15a of a power steering device, a generator 15b and a compressor 15c of an air conditioner are attached to the outer wall. These oil pumps 1
5a, generator 15b and compressor 15c (hereinafter,
Auxiliary machines 15 are collectively referred to as "auxiliary machines 15", and auxiliary machine pulleys 40a, 40b, 40c (hereinafter, represented by numbers without suffixes) are fixedly mounted on the rotary shafts, and these auxiliary machine pulleys 40 and auxiliary machine drive shafts 14 are fixed. Belts 16a, 16b, 16c (hereinafter represented by numbers without suffixes) are respectively hung between the crank pulley 17 and the crank pulley 17 so as to be able to transmit power.

The crankshaft 13, as shown in FIGS. 2 and 3,
A flywheel 18 is fixed to one end on the right side in FIG.
A drive pulley 19 is provided in the interior of the drive unit 2 via an elastic bush 20. The accessory drive shaft 14 has a driven pulley 21 rotatably supported at one end on the right side in FIG. 3 via a ball bearing 22 and the other end on the left side in the figure protruding outside the engine case 12. The above-mentioned crank pulley 17 is fixed to the portion. As shown in FIG. 2, the timing belt is provided between the drive pulley 19 of the crankshaft 13, the driven pulley 21 which is the driven means of the auxiliary machine drive shaft 14, and the cam pulley 23 fixedly mounted on the camshaft of the valve mechanism. 24 is mounted so that power can be transmitted. Where the drive pulley 1
A driving unit is constituted by 9 and the timing belt 24. The timing belt 24 can be replaced with a timing chain or a gear mechanism.

The auxiliary machine drive shaft 14 is provided with a hydraulic clutch 25 that can connect and disconnect the auxiliary machine drive shaft 14 and the driven pulley 21 between the auxiliary machine drive shaft 14 and the driven pulley 21. The hydraulic clutch 25 includes a driven disc 26 that is serrated and coupled to the accessory drive shaft 14 so as to move axially and integrally rotate, a drive disc 27 fixedly mounted on the driven pulley 21 so as to be in frictional contact with the driven disc 26, and an auxiliary clutch. A cylinder member 28 fixedly mounted on the machine drive shaft 14, a piston 29 that accommodates the driven disk 26 in the cylinder member 28 so as to be able to be pressed to define an oil chamber 28a, the piston 29 and the driven disk 26. And a spring 30 compressed between the two. In the hydraulic clutch 25, when pressure oil is supplied to the oil chamber 28a, the disks 26 and 27 are pressed by the piston 29 to make frictional contact, and the driven pulley 21, that is, the crank shaft 13 and the accessory drive shaft 14 are connected. .

Further, as shown in FIG. 3, the accessory drive shaft 14 has an oil hole 14a extending in the axial direction and two through holes 14b, 14c penetrating radially from the peripheral surface and opening to the oil hole 14a. Has been formed. In the oil hole 14a, a buffer piston 31 is slidably fitted at the left end in the figure to define a buffer chamber 31a opened in the oil hole 14a and a back chamber 31b opened in the discharge hole 31c. The buffer piston 31 is biased toward the buffer chamber 31a by the spring 32 housed in the back chamber 31b, and responds to the hydraulic pressure in the buffer chamber 31a and the elastic force of the spring 32. The buffer piston 31 is displaced according to the oil pressure in the oil hole 14a to absorb the pulsation of the pressure oil in the oil hole 14a, and when the oil pressure in the oil hole 14a is excessive, the buffer chamber 31
The discharge hole 31c is opened in a to function as a relief valve. The through hole 14b on the right side of the drawing communicates with the oil chamber 28a of the hydraulic clutch 25, and the through hole 14c on the left side of the drawing communicates with an oil hole of the engine case 12 described later. In addition,
The aforementioned discharge hole 31c is connected to a reservoir tank or the like (not shown).

The engine case 12 has a first oil hole 12a extending in a direction perpendicular to the accessory drive shaft 14 and communicating with the through hole 14c.
And the second oil hole 12 extending parallel to the accessory drive shaft 14.
b is formed, and an electromagnetic valve (pressure oil control means) 33 capable of opening and closing the second oil hole 12b is provided. Second
The right end of the oil hole 12b communicates with the upper end of the first oil hole 12a, and the left end of the oil hole 12b is connected to an oil pump (not shown). A throttle 80 is formed between the electromagnetic valve 33 and the pump in the second oil hole 12b. The throttle 80 prevents the discharge pressure of the pump from decreasing when the electromagnetic valve 33 is opened. The oil pump is driven by the crankshaft 13 or a drive shaft that rotates integrally with the crankshaft 13, and pressurizes and discharges the oil in the reservoir tank. The electromagnetic valve 33 is connected to a control circuit (not shown) and is controlled according to the rotation speed of the crankshaft 13 and the like. This electromagnetic valve 33 projects into the second oil hole 12b and
The plunger for opening and closing b is formed in a tapered shape or the like, and is configured to suppress hydraulic pressure fluctuation during opening and closing.

Next, the operation of this embodiment will be described.

In this engine accessory control device, the crankshaft 13
The auxiliary machine drive shaft 14 is supported by the engine case 12 in parallel with, and one end of the auxiliary machine drive shaft 14 is connected to the flywheel 18
On the side, the crankshaft 13 is connected to the timing belt 24, and the crank pulley 17 is attached to the other end. A hydraulic clutch 25 is provided on the accessory drive shaft 14, and the accessory 15 is controlled by the clutch 25. For this reason,
The hydraulic clutch 25 is not arranged in series with the crankshaft 13 in the axial direction of the crankshaft 13,
And the crankshaft 13 can be downsized in the axial direction, and the hydraulic clutch 25 can be arranged in an extra space on the accessory drive shaft 14 to prevent the engine from becoming large in the direction perpendicular to the crankshaft 13. Therefore, the engine 11 can be downsized as a whole. Further, in this engine accessory control device, a drive pulley 19 is provided in the vicinity of the flywheel 18 of the crankshaft 13 where the rotation fluctuation is small, and the accessory is driven by the timing belt 24 wound around the drive pulley 19. Rotational power is transmitted to the drive shaft 14, that is, the accessory 15.
For this reason, it is possible to reduce fluctuations in the rotation of the auxiliary machine 15 and stabilize the operation of the power steering device and the like. In addition, conventionally,
The camshaft drive load and the accessory drive load were concentrated on the other end side of the crankshaft 13 and caused torsional vibration and bending vibration of the crankshaft 13. However, the accessory drive load is set near the flywheel 18. Therefore, the load can be distributed, which is advantageous in terms of the strength of the crankshaft diameter, the bearing, the block, etc., and is also effective in vibration resistance and noise suppression.

On the other hand, in this engine accessory control device, the electromagnetic valve 33 is suppressed according to the rotation speed of the crankshaft 13, and the electromagnetic valve 33 is opened during cranking, idling, and steady rotation, so that the crankshaft 13 The electromagnetic valve 33 is closed during high-speed rotation exceeding a predetermined rotation speed. However, during cranking, the oil pressure generated by the oil pump is small and the hydraulic clutch 25 maintains the disengaged state, so that the load on the starter motor can be reduced. Therefore, the control is to control the electromagnetic valve 3 only at high speed rotation.
It suffices to close valve 3, and no special control is required at the time of cranking, so that the control can be simplified.

In the above-described embodiment, the hydraulic clutch is provided between the accessory drive shaft and the driven pulley, but it goes without saying that the present invention can be achieved by an electromagnetic clutch instead of the hydraulic clutch. It is also possible to divide the drive shaft into two split shafts and provide a clutch between the split shafts.

(Effects of the Invention) As described above, in the engine accessory control device for an automobile according to the present invention, power is supplied from the crankshaft flywheel fixed side to the valve mechanism and the accessory drive shaft. Since it is transmitted, the load such as twisting and bending of the crankshaft due to the mass of the flywheel that occurs when the rotational speed changes greatly such as during acceleration / deceleration is distributed and transmitted to the valve operating mechanism and the accessory drive shaft, resulting in noise. And the occurrence of vibration can be suppressed.

In addition, the power transmission to the valve operating mechanism and the accessory drive shaft is performed via the same drive means (drive pulley and timing belt), and the size in the crankshaft direction of the engine can be shortened, so the engine itself is small. Can be realized.

Further, since the driving force (driving pulley and timing belt) provided in a portion of the crankshaft near the flywheel of the crankshaft where fluctuation in rotation is small is transmitted to the valve mechanism, the operation of the valve mechanism is stabilized. Can be achieved.

[Brief description of drawings]

1 to 3 show a vehicle engine accessory control system according to an embodiment of the present invention, and FIG.
FIG. 2 is an overall rear view, and FIG. 3 is an enlarged cross-sectional view of essential parts. 11 ... Engine, 12 ... Engine case 13 ... Crank shaft, 14 ... Auxiliary machine drive shaft 15, 15a, 15b, 15c ... Auxiliary machine 16, 16a, 16b, 16c ... Belt 17 ... Crank pulley 18 ...... Flywheel 19 ...... Drive pulley, 21 ...... Driven pulley 25 ...... Hydraulic clutch 33 ...... Electromagnetic valve (pressure control means) 40 ...... Auxiliary equipment pulley

Claims (2)

[Claims] 1. An engine accessory control device for an automobile, wherein an accessory supported by an engine body is connected to a crankshaft so that power can be transmitted, and the accessory is driven by the crankshaft. The auxiliary device drive shaft is supported in parallel, and drive means for transmitting power to the auxiliary device drive shaft and transmitting power to the valve operating mechanism are provided on the side of the crankshaft where the flywheel is fixedly installed, and the auxiliary device drive shaft is driven. An engine accessory control device for an automobile, characterized in that a driven means and a clutch which are concentric with said accessory drive shaft for transmitting the power of said crankshaft are provided on the shaft. 2. The engine accessory control device for an automobile according to claim 1, wherein the accessory drive shaft is supported in the engine body.