JP2006083778A - Engine starter - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine starter excellent in mountability capable of starting a plurality of engines.
An engine starting device (1) meshes a starter motor (30) having a first pinion gear (32) and a second pinion gear (33) with a ring gear (11) of the main engine (10) and a first pinion gear (32) when the main engine (10) is started. An engine ECU 50 that engages the ring gear 21 of the sub-engine 20 and the second pinion gear 33 at the time of starting and drives the starter motor 30 is provided. In addition, the engine starter 1 includes an electromagnetic clutch 13 that intermittently transmits driving force between the main engine 10 and the sub-engine 20, and when the main engine 10 is started when the sub-engine 20 is operating, The engine ECU 50 meshes the ring gear 11 and the first pinion gear 32 to drive the starter motor 30 and engage the electromagnetic clutch 13.
[Selection] Figure 1

Description

  The present invention relates to an engine starter, and more particularly to an engine starter that starts a plurality of engines.

  A vehicle in which a sub-engine for driving an air conditioner is provided separately from a main engine for traveling is known (see, for example, Patent Document 1). In this vehicle, the sub-engine is operated during cooling operation to drive a compressor, a condenser fan, and the like. Therefore, the cooling operation can be performed even when the operation of the main engine is automatically stopped.

The main engine and the sub engine are each provided with a starter motor for starting the engine. During the cooling operation, the sub engine is started by the sub starter motor. Further, when starting the main engine and returning from the automatic stop state, the main engine is started / restarted by the main starter motor.
JP 2001-180254 A

  Since the vehicle includes the main starter motor for starting the main engine and the sub engine starter for starting the sub engine, the mountability is poor.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an engine starter that can start a plurality of engines and is excellent in mountability.

  An engine starter according to the present invention is an engine starter for starting a second engine provided separately from the first engine and the first engine, and a single starter for cranking the first engine and the second engine; And a start control means for starting the first engine and the second engine by driving the starter.

  According to the engine starter according to the present invention, the first engine and the second engine can be cranked and started with a single starter.

  The starter has an output shaft for outputting a driving force, and a first pinion gear and a second pinion gear provided on the output shaft, and the start control means is configured such that when the first engine starts, It is preferable that the first pinion gear is meshed with the ring gear of the second engine and the second pinion gear when the second internal combustion engine is started.

  In this case, when the first engine is started, the driving force of the starter is transmitted from the first pinion gear to the ring gear of the first engine, and the first engine is cranked. On the other hand, when the second engine is started, the driving force of the starter is transmitted from the second pinion gear to the ring gear of the second engine, and the second engine is cranked. Therefore, each of the first engine and the second engine can be started.

  The engine starter according to the present invention further includes driving force interrupting means for interrupting transmission of driving force between the first engine and the second engine, and starts the first engine when the second engine is operating. In this case, it is preferable that the start control means drives the starter and controls the driving force interrupting means so that the driving force is transmitted between the first engine and the second engine.

  In this way, when starting the first engine, the first engine can be cranked using the driving force of the second engine in addition to the driving force of the starter.

  Preferably, the first engine is a main engine that drives a vehicle, and the second engine is an auxiliary engine that drives a vehicular accessory and has a smaller displacement than the main engine.

  In this way, when starting the main engine having a larger displacement than the auxiliary engine, the main engine can be cranked using the driving force of the auxiliary engine in addition to the driving force of the starter. Therefore, it is possible to reduce the size of the starter and the like compared to the case of cranking the main engine with only the starter.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the engine starter excellent in the mountability which can start a some engine.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts.

  First, the configuration of the engine starter 1 according to the embodiment will be described with reference to FIG. FIG. 1 is a diagram showing a configuration of a main engine (main engine) 10 and a sub-engine (auxiliary engine) 20 provided with an engine starting device 1.

  The main engine 10 and the sub-engine 20 are both internal combustion engines that use gasoline as fuel. The main engine 10 is mainly an engine for driving a vehicle. The sub-engine 20 is an engine having a smaller displacement than the main engine 10 and mainly drives a vehicular auxiliary machine (hereinafter simply referred to as “auxiliary machine”). For example, the main engine 10 is a multi-cylinder engine with a displacement of about 3000 cc, and the sub-engine 20 is a single-cylinder engine with a displacement of about 100 to 150 cc. Further, as the sub-engine 20, an engine whose thermal efficiency is improved by increasing the stroke or increasing the expansion ratio is suitably used.

  An intake pipe 120 is connected to the main engine 10 via an intake manifold 140. The intake pipe 120 is provided with an air cleaner 100, an air flow meter 110, and an electronically controlled throttle valve 130 from the upstream side. Further, an injector 150 for injecting fuel is attached to the intake manifold 140. On the other hand, an exhaust pipe 170 is connected to the main engine 10 via an exhaust manifold 160. An exhaust purification catalyst 40 is disposed in the exhaust pipe 170.

  Air sucked from the air cleaner 100 is throttled by the electronically controlled throttle valve 130, passes through the intake manifold 140, and is sucked into each cylinder formed in the main engine 10. In the cylinder, the air-fuel mixture of the intake air and the fuel supplied from the injector 150 burns, and the exhaust gas after the combustion is discharged to the exhaust manifold 160.

  A transmission 18 is connected to the main engine 10. The driving force generated by the combustion of the air-fuel mixture is transmitted to the transmission 18. The driving force transmitted to the transmission 18 is further transmitted to driving wheels via a differential, a drive shaft, etc., and the vehicle is driven.

  An intake pipe 220 and an exhaust pipe 260 are connected to the sub-engine 20. An air cleaner 200, an air flow meter 210, an electronically controlled throttle valve 230, and an injector 250 are disposed in the intake pipe 220 from the upstream side.

  The intake air sucked from the air cleaner 200 is throttled by the electronically controlled throttle valve 230 and sucked into a cylinder formed in the sub-engine 20. In the cylinder, the air-fuel mixture of the intake air and the fuel supplied from the injector 250 burns, and the exhaust gas after combustion is discharged to the exhaust pipe 260. The exhaust pipe 260 is assembled with the exhaust pipe 170 of the main engine 10 at a collecting portion 180 provided upstream of the exhaust purification catalyst 40. Thus, the exhaust gas of the sub-engine 20 discharged to the exhaust pipe 260 is collected with the exhaust gas of the main engine 10 and purified by the exhaust purification catalyst 40.

  A main crank pulley 14 is connected to the crankshaft 12 of the main engine 10 via an electromagnetic clutch 13 that can be electromagnetically released and engaged. The electromagnetic clutch 13 functions as driving force interrupting means. When the electromagnetic clutch 13 is engaged, the driving force output from the main engine 10 is transmitted to the main crank pulley 14 via the electromagnetic clutch 13.

  On the other hand, a sub crank pulley 24 is connected to the crank shaft 23 of the sub engine 20. The driving force output from the sub engine 20 is transmitted to the sub crank pulley 24. In the present embodiment, a double pulley provided with a large diameter pulley 24a and a small diameter pulley 24b having a smaller diameter than the large diameter pulley 24a is used as the sub crank pulley 24.

  A belt B1 is hung on the small-diameter pulley 24b and the main crank pulley 14. The belt B1 transmits the driving force between the small-diameter pulley 24b and the main crank pulley 14, that is, between the sub engine 20 and the main engine 10. Done.

  A pulley 92 is attached to the auxiliary machine 90. A belt B2 is hung on the pulley 92, and when the large-diameter pulley 24a is rotated, the pulley 92 is rotated and the accessory 90 is driven. The auxiliary machine 90 driven by the belt B2 includes an alternator (generator), a water pump, a power steering pump, an air conditioner compressor, etc., but only one auxiliary machine is shown in FIG. The illustration of auxiliary machinery was omitted.

  A starter motor (starter) 30 for cranking the main engine 10 and the sub-engine 20 is attached to the main engine 10. A first pinion gear 32 is attached to one end of the output shaft 31 of the starter motor 30, and a second pinion gear 33 is attached to the other end.

  In addition, a slide mechanism 34 that moves the first pinion gear 32 back and forth is provided at one end of the output shaft 31. FIG. 2 shows the configuration of the slide mechanism 34. The slide mechanism 34 has a link member 36 that is swung by a magnet switch 35, and the first pinion gear 32 advances and retreats along the axial direction of the output shaft 31 when the link member 36 is swung. . Between the first pinion gear 32 and the slide mechanism 34, an overrunning clutch 37 that transmits a driving force in one direction from the starter motor 30 to the main engine 10 is provided.

  At the other end of the output shaft 31, a slide mechanism 38 for moving the second pinion gear 33 back and forth is provided. Since this slide mechanism 38 is the same as or similar to the slide mechanism 34 that moves the first pinion gear 32 forward and backward, the description thereof is omitted here.

  A ring gear 11 that meshes with the first pinion gear 32 is formed on the outer periphery of the flywheel bolted to the rear end of the crankshaft 12 of the main engine 10. On the other hand, a ring gear 21 that meshes with the second pinion gear 33 is formed on the outer periphery of the flywheel bolted to the rear end of the crankshaft 23 of the sub-engine 20.

  The first pinion gear 32 is slid and meshed with the ring gear 11, and the starter motor 30 is driven, whereby the crankshaft 12 of the main engine 10 is rotated and the main engine 10 is started. On the other hand, the second pinion gear 33 is slid and meshed with the ring gear 21, and the starter motor 30 is driven, whereby the crankshaft 23 of the sub-engine 20 is rotated and the sub-engine 20 is started.

  The operation of the main engine 10 and the sub-engine 20 is controlled by an electronic control unit (hereinafter referred to as “engine ECU”) 50. The engine ECU 50 includes a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup RAM in which the stored contents are held by a battery. Etc. are constituted.

  The engine ECU 50 includes an air flow meter 110 and 210, electronically controlled throttle valves 130 and 230, injectors 150 and 250, magnet switches 35 and 39, a starter relay 51 for intermittently supplying power to the starter motor 30, and a crank position. Various sensors such as sensors are connected.

  The engine ECU 50 outputs a driver for releasing and engaging the electromagnetic clutch 13, a driver for driving the magnet switches 35 and 39, a drive circuit for the starter relay 51, an injector driver for driving the injectors 150 and 250, and an ignition signal. An output circuit and a motor driver for driving an electric motor that opens and closes the electronically controlled throttle valves 130 and 230 are provided.

  The engine ECU 50 starts the main engine 10 and the sub-engine 20 by driving the starter relay 51, the magnet switches 35 and 39, and the electromagnetic clutch 13 in response to the engine start request. That is, the engine ECU 50 functions as a start control unit. Further, the engine ECU 50 calculates optimal values such as the fuel injection amount and the ignition timing based on output values from various sensors, and comprehensively operates the main engine 10 and the sub-engine 20 based on the calculated values. Control.

  Next, the operation of the engine starter 1 according to this embodiment will be described. First, a control mode (first control mode) in which the main engine 10 and the sub-engine 20 are started only by the driving force of the starter motor 30 will be described.

  When the main engine 10 is started only by the driving force of the starter motor 30, the magnet switch 35 of the starter motor 30 is turned on by the engine ECU 50 and the first pinion gear 32 is slid, whereby the first pinion gear 32 and the main engine 10 are switched. The ring gear 11 is meshed. Almost at the same time as the magnet switch 35 is driven, the starter relay 51 is turned on by the engine ECU 50. The starter motor 30 is driven by supplying electric power from the battery to the starter motor 30 via the starter relay 51.

  When the first pinion gear 32 and the ring gear 11 are engaged with each other and the starter motor 30 is driven, the crankshaft 12 of the main engine 10 is rotated by the driving force of the starter motor 30.

  Then, in accordance with cranking of the main engine 10, fuel supply and ignition are started, and the main engine 10 is started. After the main engine 10 is started, the magnet switch 35 is turned off, and the first pinion gear 32 is pulled out from the ring gear 11.

  When starting the main engine 10 with the starter motor 30, the electromagnetic clutch 13 is released so that a load such as the sub-engine 20 is not applied to the starter motor 30.

  On the other hand, when the sub engine 20 is started only by the driving force of the starter motor 30, the magnet switch 39 of the starter motor 30 is turned on by the engine ECU 50 and the second pinion gear 33 is slid, whereby the second pinion gear 33 and the sub engine Twenty ring gears 21 are engaged with each other. At substantially the same time as the magnet switch 39 is driven, the starter relay 51 is turned on by the engine ECU 50. The starter motor 30 is driven by supplying electric power from the battery to the starter motor 30 via the starter relay 51.

  When the second pinion gear 33 and the ring gear 21 are engaged with each other and the starter motor 30 is driven, the crankshaft 23 of the sub-engine 20 is rotated by the driving force of the starter motor 30.

  Then, fuel supply and ignition are started in accordance with the cranking of the sub engine 20, and the sub engine 20 is started. After the sub engine 20 is started, the magnet switch 39 is turned off, and the second pinion gear 33 is pulled out from the ring gear 21.

  When starting the sub-engine 20 with the starter motor 30, the electromagnetic clutch 13 is released so that the load on the main engine 10 is not applied to the starter motor 30.

  According to this control mode, when the main engine 10 is started, the first pinion gear 32 and the ring gear 11 of the main engine 10 are engaged, and when the sub-engine 20 is started, the second pinion gear 33 and the ring gear 21 of the sub-engine 20 are engaged. Thus, each of the main engine 10 and the sub-engine 20 can be cranked and started by the single starter motor 30. Therefore, it is possible to reduce the cost of the engine starting device and improve the mountability.

  Next, referring to FIG. 3, after starting the sub-engine 20 with the starter motor 30, the control mode for starting the main engine 10 using the driving force of the starter motor 30 and the driving force of the sub-engine 20 (second state) Control mode) will be described. Here, FIG. 3 is a flowchart showing a processing procedure for starting the main engine 10 using the driving force of the starter motor 30 and the sub-engine 20.

  Here, before the start process of the main engine 10 shown in FIG. 3 is started, the sub-engine 20 is started by the starter motor 30. Since the start method of the sub-engine 20 by the starter motor 30 is as described above, the description thereof is omitted here.

  If a start request for the main engine 10 is generated, the electromagnetic clutch 13 is released in step S100. In the subsequent step S102, the magnet switch 35 of the starter motor 30 is turned on and the first pinion gear 32 is slid, whereby the first pinion gear 32 and the ring gear 11 of the main engine 10 are engaged. At the same time as the magnet switch 35 is driven, the starter relay 51 is turned on by the engine ECU 50, and power is supplied from the battery to the starter motor 30 via the starter relay 51, thereby driving the starter motor 30. Be started.

  In the subsequent step S104, a determination is made as to whether or not the driving force of the starter motor 30 has risen above a predetermined value. Whether the driving force of the starter motor 30 has increased to a predetermined value or more is determined based on the actual torque of the starter motor 30 and the current value of the starter motor 30. Alternatively, it may be determined that the driving force has increased to a predetermined value or more when a predetermined time has elapsed after the starter motor 30 is driven. Here, when the driving force of the starter motor 30 has not risen above the predetermined value, this step is repeatedly executed at predetermined time intervals until the driving force rises above the predetermined value. On the other hand, when it is determined that the driving force has increased to a predetermined value or more, the process proceeds to step S106.

  In step S106, electric power is supplied to the electromagnetic clutch 13 and the electromagnetic clutch 13 is engaged. When the electromagnetic clutch 13 is engaged, the driving force output from the sub-engine 20 is transmitted to the main engine 10 via the belt B1 and the electromagnetic clutch 13. As a result, the main engine 10 is cranked by the transmitted driving force of the sub-engine 20 and the driving force of the starter motor 30. Then, fuel supply and ignition are started in accordance with cranking, and the main engine 10 is started. Here, the engagement of the electromagnetic clutch 13 after the driving force of the starter motor 30 has risen to a predetermined value or more prevents the main engine 10 from being cranked only by the sub engine 20. This is to prevent engine stalls.

  Subsequently, in step S108, a determination is made as to whether or not the main engine 10 has completely exploded, that is, whether or not the main engine 10 has been completely started. Here, when the main engine 10 is not completely started, the cranking and start processing of the main engine 10 are repeatedly executed until the main engine 10 is completely started. On the other hand, when it is determined that the main engine 10 has been completely started, the starter relay 51 and the magnet switch 35 are turned off, the drive of the starter motor 30 is stopped, and the electromagnetic clutch 13 is released. .

  FIG. 4 is a timing chart when the main engine 10 is started. When a start request for the main engine 10 is generated at time t0, the first pinion gear 32 and the ring gear 11 are engaged with each other and the starter motor 30 starts to be driven. When the driving force of the starter motor 30 rises above a predetermined value (time t1), the electromagnetic clutch 13 is engaged. When the electromagnetic clutch 13 is engaged and the load increases, the engine speed of the sub-engine 20 temporarily decreases.

  When the starter motor 30 is driven and the electromagnetic clutch 13 is engaged, the main engine 10 is cranked by the driving force of the starter motor 30 and the sub-engine 20. Here, the solid line in FIG. 4E indicates the driving force of the starter motor 30, and the broken line indicates the total value of the driving force of the starter motor 30 and the driving force of the sub-engine 20. In accordance with the cranking of the main engine 10, fuel supply and ignition are started.

  When it is determined that the speed of the main engine 10 has increased and the engine has been completely started (time t2), the starter relay 51 and the magnet switch 35 are turned off, the drive of the starter motor 30 is stopped, and the electromagnetic clutch 13 is released. The

  According to this control mode, the main engine 10 is cranked by the starter motor 30 and the sub-engine 20. Therefore, the starter motor 30, the starter relay 51, the wiring, and the like can be reduced in size as compared with the case where the main engine 10 is cranked only by the starter motor 30. As a result, the cost of the engine starter can be reduced and the mountability can be improved. In addition, the power consumption of the starter motor 30 when the main engine 10 is started can be reduced.

  According to this control mode, since the driving force is assisted by the starter motor 30, it is not necessary to cut off the transmission of the driving force between the sub-engine 20 and the auxiliary device 90 when the main engine 10 is cranked. Therefore, since the auxiliary machine 90 can be continuously driven even during the cranking of the main engine 10, comfort and the like can be improved.

  Furthermore, compared with the case where the main engine 10 is started only with the driving force of the sub-engine 20, the sub-engine 20 and the belt B1 and the electromagnetic clutch 13 that transmit the driving force can be downsized.

  Next, a control mode (third control mode) in which the main engine 10 is started by the starter motor 30 and then the sub-engine 20 is started using the driving force of the starter motor 30 and the driving force of the main engine 10 will be described.

  In this control mode, the main engine 10 is started by the starter motor 30 before the sub-engine 20 is started. Since the start method of the main engine 10 by the starter motor 30 is as described above, the description thereof is omitted here.

  When a start request for the sub-engine 20 is generated, the electromagnetic clutch 13 is released. Subsequently, when the second pinion gear 33 is slid, the second pinion gear 33 and the ring gear 21 of the sub-engine 20 are engaged with each other. At almost the same time, the starter relay 51 is turned on and electric power is supplied to the starter motor 30 to start driving the starter motor 30.

  Then, when the driving force of the starter motor 30 rises to a predetermined value or more, electric power is supplied to the electromagnetic clutch 13 and the electromagnetic clutch 13 is engaged. When the electromagnetic clutch 13 is engaged, the driving force output from the main engine 10 is transmitted to the sub-engine 20 via the electromagnetic clutch 13 and the belt B1. As a result, the sub-engine 20 is cranked by the transmitted driving force of the main engine 10 and the driving force of the starter motor 30. Then, in accordance with cranking, fuel supply and ignition are started, and the sub-engine 20 is started.

  When it is determined that the rotation speed of the sub-engine 20 has increased and the sub-engine 20 has been completely started, the starter relay 51 and the magnet switch 39 are turned off, the drive of the starter motor 30 is stopped, and the electromagnetic clutch 13 is released. The

  According to this control mode, the power consumption of the starter motor 30 when the sub engine 20 is started can be reduced. Further, as compared with the case where the sub-engine 20 is started only by the driving force of the main engine 10, the belt B1, the electromagnetic clutch 13, and the like that transmit the driving force can be downsized.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, the starter used for starting the main engine 10 and the sub-engine 20 is not limited to an electric starter motor, and a hydraulic starter or the like may be used. Further, a planetary gear unit or the like that amplifies the driving force of the sub-engine 20 may be provided on the crankshaft 23 of the sub-engine 20.

It is a figure showing composition of a main engine and a sub engine provided with an engine starting device concerning an embodiment. It is a principal part enlarged view of a starter motor. It is a flowchart which shows the process sequence of the main engine starting process by the engine starting apparatus which concerns on embodiment. It is a timing chart at the time of main engine starting.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine starter, 10 ... Main engine, 11 ... Ring gear, 13 ... Electromagnetic clutch, 20 ... Sub engine, 21 ... Ring gear, 30 ... Starter motor, 32 ... First pinion gear, 33 ... Second pinion gear, 50 ... Engine ECU 90 ... Auxiliary equipment.

Claims (4)

In an engine starter for starting a second engine provided separately from the first engine and the first engine,
A single starter for cranking the first engine and the second engine;
An engine starter comprising start control means for driving the starter to start each of the first engine and the second engine. The starter has an output shaft from which driving force is output, and a first pinion gear and a second pinion gear provided on the output shaft,
The start control means meshes the ring gear of the first engine and the first pinion gear when the first engine starts, and meshes the ring gear of the second engine and the second pinion gear when the second engine starts. The engine starting device according to claim 1. A driving force interrupting means for interrupting transmission of driving force between the first engine and the second engine;
When starting the first engine while the second engine is operating, the start control means drives the starter and transmits driving force between the first engine and the second engine. The engine starting device according to claim 1 or 2, wherein the driving force interrupting means is controlled as described above.   4. The first engine is a main engine that drives a vehicle, and the second engine is an auxiliary engine that drives a vehicle auxiliary machine and has a smaller displacement than the main engine. The engine starting device as described.

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