DE102011000123B4 - System for starting an internal combustion engine by engaging a pinion in a ring gear - Google Patents

Abstract

System (1) for controlling a starter (10) with an actuator (AC) which, when excited, a pinion (15) of the starter (10) with a ring gear (22) which connects to an output shaft (12a) of an internal combustion engine (20) is coupled, after automatically stopping the internal combustion engine (20), and for rotating the pinion (15) to thereby crank the internal combustion engine (20) in response to an occurrence of an engine restart condition, the system ( 1) comprises: a pinion engagement unit configured to energize the actuator (AC) to pre-engage the pinion (15) with the ring gear (22) prior to the occurrence of the engine restart condition; a pinion disengagement determining unit, which is configured in such a way that it determines after the pre-engagement of the pinion (15) in the ring gear (22) and before the occurrence of the machine restart condition whether a detachment of the pinion (15) from the ring gear (22) has occurred i st; anda control unit (30) configured to control how to control the pinion (15) according to a result of the determination by the pinion disengagement determining unit, characterized in that the control unit (30) is configured to: starting rotation of the pinion (15) in response to the occurrence of the engine restart condition when it is determined that disengagement of the pinion (15) from the ring gear (22) has not occurred; and rotation of the pinion (15) starts after a preset delay time has elapsed from the occurrence of the engine restart condition when it is determined that disengagement of the pinion (15) from the ring gear (22) has occurred.

Description

TECHNICAL AREA

The present invention relates to systems for cranking or starting an internal combustion engine by engaging a pinion of a starter in or with a ring gear which is coupled to an output shaft of the internal combustion engine.

BACKGROUND OF THE INVENTION

Stop and start machine systems, such as idle reduction control systems, have recently been developed. Such stop and start engine systems are designed to automatically stop an internal combustion engine of a vehicle in response to a detection of an engine stop operation by the driver, such as the operation of a brake pedal. These stop and start engine systems are also designed to restart the internal combustion engine in response to a detection of driver actuation to start the vehicle, such as depressing an accelerator pedal. These stop and start engine systems aim to reduce fuel costs, exhaust emissions, and the like.

Restarting an internal combustion engine, referred to simply as an "engine", requires an initial rotation of an output shaft, such as a crankshaft, of the engine and normal engine starting in response to the operation of an ignition key. These stop and start engine systems use a starter to provide initial rotation to the engine's crankshaft. In particular, in order to provide initial rotation of the crankshaft of the engine, such stop and start machine systems push a pinion of the starter into the ring gear which is coupled to the crankshaft, thereby engaging the pinion with the ring gear. These systems then energize or excite the starter to rotate the pinion together with the ring gear to begin cranking or starting the machine and thereby restarting the machine.

An example of a starter drive control for restarting an engine is disclosed in Japanese Patent Application No. JP 2008-163 818 A disclosed. The starter drive control disclosed in this patent publication, after the engine automatically stops in preparation for restarting the engine, pre-meshes the starter pinion with a ring gear coupled to the engine crankshaft before the engine speed is zero. This pre-engagement of the pinion with the ring gear can restart the engine immediately in response to the driver's machine restart operation and can reduce noise generation when the pinion is already engaged with the ring gear.

The post-published pamphlet DE 10 2008 043 782 A1 discloses a method for operating a control for a starting device with a starter motor, a meshing device designed as a starter relay and with a starter pinion for meshing in a ring gear of an internal combustion engine in a motor vehicle, the meshing device for meshing the starter pinion from the controller, in particular for a starting Stop operating strategy, is controlled. In order to operate a starting device in a start-stop operating mode as efficiently and safely as possible, the starter pinion is held in a locked position by a holding device.

the DE 2005 048 598 A1 discloses a starter device for cranking internal combustion engines, with an electromagnetic pre-engagement mechanism and a start-stop mechanism which, in a stop phase of the internal combustion engine, causes a engaged state of the pre-engagement mechanism during and / or after the internal combustion engine has been switched off, so during a subsequent start the internal combustion engine is already in the engaged state. It is provided that a locking device for locking the pre-engagement mechanism in the engaged state is designed to be controllable in such a way that it mechanically holds the electromagnetic pre-engagement mechanism in the advanced position during the stop phase.

Further relevant state of the art is in U.S. 3,518,597 A disclosed.

SUMMARY OF THE INVENTION

The inventors have discovered a problem in the starter drive control which is included in the JP 2008-163 818 A is revealed.

After a pre-engagement of the pinion in the ring gear following an automatic stop of the machine before the occurrence of a machine restart request, the pinion can come loose from the ring gear before the machine is restarted. If the starter drive control rotates the pinion in response to the occurrence of an engine restart request in the pinion release state as well as in the pinion engagement state, the pinion is rotated while not meshing with the ring gear. The rotation of the pinion, which is not in engagement with the ring gear, can lead to the rotating, with the ring gear The rotation of the pinion to be meshed is stopped or braked, which leads to an increased generation of noise when meshing the rotating pinion with the ring gear. The rotation of the pinion which is not in engagement with the ring gear can prevent the rotating pinion from meshing smoothly with the stationary ring gear, with the result that cranking or starting of the machine cannot be carried out optimally.

In view of the circumstances set out above, it is the object of the present invention to provide systems for restarting an internal combustion engine; configured to solve the problem set forth above.

In particular, it is another object of the present invention to provide systems for restarting an internal combustion engine; which are configured such that proper starting of the internal combustion engine can be carried out even when the pinion is not in mesh with a ring gear.

According to a first aspect of the present invention, a system for controlling a starter with an actuator which, after an automatic stop of the internal combustion engine when it is energized or excited, is a pinion of the starter with a ring gear which is coupled to an output shaft of an internal combustion engine , engages, and is provided for rotating the pinion, thereby cranking the internal combustion engine in response to an engine restart condition being established. The system includes a pinion engagement unit for energizing or energizing the actuator to perform a pre-engagement of the pinion with the ring gear before the occurrence of the engine restart condition, and a pinion loosening determination unit to perform after the pre-engagement of the pinion with the ring gear before the occurrence of the engine restart condition to determine whether loosening of the pinion has occurred in the ring gear. The system includes a control unit for controlling how to drive the pinion according to a result of the determination by the pinion disengagement determining unit.

One aspect of the present invention aims to address the occurrence of “loosening of the pinion” after the pinion has pre-meshed with the ring gear. The loosening of the pinion or pinion loosening means that the pinion is not in engagement with the ring gear after the pinion has pre-meshed with the ring gear, for example due to the rotation of the output shaft of the internal combustion engine.

In particular, the first aspect of the present invention is characterized to determine after the pre-engagement of the pinion with the ring gear before the occurrence of the engine restart condition whether the loosening of the pinion in the ring gear has occurred and to control how to move the pinion after a Controls the result of the determination.

This configuration of the one aspect of the present invention can vary the drive of the pinion between the occurrence of the disengagement of the pinion from the ring gear and the non-occurrence of the disengagement of the pinion from the ring gear. It is thus possible to properly start or crank the internal combustion engine even if the disengagement of the pinion in the ring gear occurs after the pinion has pre-meshed with the ring gear.

The first aspect of the present invention is characterized in that the control unit is configured to restart the rotation of the pinion in response to the occurrence of the engine restart condition when it is determined that the disengagement of the pinion in the ring gear has not occurred ; and the rotation of the pinion starts after a preset delay time has elapsed from the occurrence of the engine restart condition when it is determined that the disengagement of the pinion in the ring gear has occurred.

A first preferred embodiment of the one aspect of the present invention is characterized in that the control unit is configured such that, when it is determined that the disengagement of the pinion from the ring gear has occurred, the engagement of the pinion with the ring gear again by the actuator within a period of time from determining the occurrence of the disengagement to the occurrence of the engine restart condition.

A second preferred embodiment of the one aspect of the present invention is characterized in that the control unit is designed in such a way that it carries out an excitation and a non-excitation of the actuator several times within the time period.

A third preferred embodiment of the one aspect of the present invention is characterized in that the control unit is designed in such a way that it starts the excitation of the actuator within the period and continues with the excitation of the actuator within the period.

A fourth preferred embodiment of the one aspect of the present invention is characterized in that the pinion engagement unit and the control unit generally include a battery, and each of the pinion engagement unit and the control unit is configured to operate the actuator based on one supplied from the battery Aroused performance. The fourth preferred embodiment further comprises detecting means for detecting a remaining amount of charge of the battery, and the control unit is designed to change how to operate the actuator again when the pinion is engaged based on the detected remaining amount of charge of the battery energized in the ring gear within the period.

A fifth preferred embodiment of the one aspect of the present invention is characterized in that the pinion engagement unit is designed such that it does not energize the actuator after a preset period of time has elapsed since the completion of the pre-engagement of the pinion with the ring gear.

Figure list

• 1 eine Ansicht, welche ein Beispiel des Gesamtgeräteaufbaus des Maschinensteuersystems gemäß der ersten Ausführungsform der vorliegenden Erfindung schematisch darstellt;
• 2 ein Zeitdiagramm, welches spezifische Operationen des Maschinensteuersystems in einem zweiten Starteransteuermodus gemäß der Ausführungsform darstellt;
• 3 ein Flussdiagramm, welches ein durch eine in 1 dargestellte ECU ausführendes Maschinenautomatik-Stoppprogramm gemäß der ersten Ausführungsform schematisch darstellt;
• 4 ein Flussdiagramm, welches ein durch die ECU ausführendes Ritzellöse-Bestimmungsprogramm gemäß der Ausführungsform schematisch darstellt;
• 5 ein Flussdiagramm, welches ein durch die ECU ausführendes Maschinen-Neustartprogramm gemäß der ersten Ausführungsform darstellt;
• 6 ein Zeitdiagramm, welches spezifische Operationen des Maschinensteuersystems darstellt, um einen in 1 dargestellten Starter gemäß der ersten Ausführungsform zu starten;
• 7 ein Zeitdiagramm, welches spezifische Operationen des Maschinensteuersystems zum Starten des Starters gemäß einigen Abwandlungen der Ausführungsform schematisch darstellt;
• 8 ein Zeitdiagramm, welches eine Wellenform jedes Positionserfassungssignals und eine Veränderung einer Wellenform eines Stroms, der durch einen Magneten des Starters basierend auf einem entsprechenden Positionserfassungssignal gemäß einer Abwandlung der ersten Ausführungsform durchfließt, über die Zeit schematisch darstellt; und
• 9 einen Graphen, welcher ein Beispiel der Beziehung zwischen dem Stromspitzenwert durch den Magneten und einem Eingriffszustand (Eingriffstiefe) zwischen einem Ritzel des Starters und einem Zahnkranz gemäß der gleichen Abwandlung schematisch darstellt.

Other objects and aspects of the invention will become more apparent from the following description of an embodiment with reference to the accompanying figures. In which shows:

• 1 Fig. 13 is a view schematically showing an example of the entire apparatus configuration of the engine control system according to the first embodiment of the present invention;
• 2 Fig. 10 is a timing chart showing specific operations of the engine control system in a second starter drive mode according to the embodiment;
• 3 a flowchart showing an in 1 schematically illustrates the illustrated engine automatic stop program executing ECU according to the first embodiment;
• 4th is a flowchart schematically showing a pinion disengagement determination program executed by the ECU according to the embodiment;
• 5 is a flowchart showing an engine restart program executed by the ECU according to the first embodiment;
• 6th Fig. 3 is a timing diagram showing specific operations of the machine control system to run an in 1 to start illustrated starter according to the first embodiment;
• 7th Fig. 13 is a timing chart schematically showing specific operations of the engine control system for starting the starter according to some modifications of the embodiment;
• 8th Fig. 10 is a timing chart schematically showing a waveform of each position detection signal and a change in a waveform of a current flowing through a magnet of the starter based on a corresponding position detection signal according to a modification of the first embodiment with time; and
• 9 Fig. 13 is a graph schematically showing an example of the relationship between the peak current through the magnet and an engagement state (engagement depth) between a pinion of the starter and a ring gear according to the same modification.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

An embodiment of the present invention is described below with reference to the accompanying figures.

In this embodiment, the present invention is applied to an engine starting system which is used as a part of an engine control system installed in a motor vehicle 1 is designed. The machine control system 1 consists of an electronic control unit ECU 30th as a central means thereof and functions to control the amount of fuel to be sprayed and the ignition timing, and performs a task of automatically stopping an internal combustion engine (simply referred to as an engine) 20 and a task of restarting the engine 20th the end. An example of the overall structure of the machine control system 1 is in 1 shown. As a machine 20th a four-stroke, four-cylinder engine is used as an example in this embodiment.

Referring to 1 instructs the machine 20th a crankshaft 21 as an output shaft thereof, one end of a ring gear 22nd is coupled directly or indirectly. The crankshaft 21 is coupled to the piston by means of a connecting rod within each cylinder such that the piston moves up and down in each cylinder, which is the rotating crankshaft 21 enables.

In particular, the machine works 20th to compress the air-fuel mixture or air within each cylinder by the piston and burn the compressed air-fuel mixture or the mixture of the compressed air and fuel within each cylinder. This changes the fuel energy to mechanical energy, such as rotational energy, to move the piston back and forth within each cylinder, and thus the crankshaft 21 to turn. The rotation of the crankshaft 21 is transmitted to drive wheels through a drive train installed in the motor vehicle to thereby propel the motor vehicle.

The machine 20th is for example with a fuel injection system 51 and an ignition system 53 Installed.

The fuel injection system 51 includes actuators AC, such as fuel injectors, and causes the actuators AC to either direct fuel into each cylinder of the engine 20th or spray into an intake manifold (or intake port) immediately in front of each cylinder thereof, thereby creating the air-fuel mixture in each cylinder of the engine 20th to burn.

The ignition system 53 includes actuators AC, such as igniters, and causes the actuators AC to generate an electric current or spark to ignite an air-fuel mixture in each cylinder of the engine 20th provide, and thus burn the air-fuel mixture.

When the machine 20th is designed as a diesel engine, the ignition system 53 removed.

In addition, a braking system is in the motor vehicle for slowing down or stopping the motor vehicle 55 Installed.

The braking system 55 contains, for example, a disc or drum brake as actuators AC for each wheel of the motor vehicle. The braking system 55 is operated to send to each brake an explanation signal showing a braking force to be applied from each brake to a corresponding one of the wheels in response to a brake pedal BP of the vehicle being depressed by the driver. This causes each brake to slow or stop the rotation of a corresponding one of the wheels of the motor vehicle based on the explanatory signal sent.

Referring to 1 contains the machine control system 1 a starter 10 , a battery 12th and a motor switching unit 13th .

The starter 10 consists of a starter motor (motor) 11 a pinion 15th , a pinion actuator AC and a coil switching unit 17th together. The engine switch 13th is between the engine 11 and the battery 12th provided and with the ECU 30th electrically connected. The engine switch 13th is operated the engine 11 according to one of the ECU 30th to energize supplied control signal and not to energize or switch off.

The motor 11 consists of an output shaft to which a pinion shaft 14th is coupled. The motor 11 also consists of a rotor coupled to the drive shaft and is operated around the output shaft and the pinion shaft 14th to rotate when the rotor is energized.

The pinion 15th is on the outer surface of one end of the pinion shaft 14th mounted by means of a one-way clutch or overrunning clutch CL in such a way that the pinion 15th together with the one-way clutch CL, ie the pinion shaft 14th , in the axial direction of the pinion shaft 14th is switchable and therefore rotatable. The one-way clutch CL is designed to be used by the engine 11 supplied rotational movement to the pinion 15th to be transmitted without the one from the pinion 15th to the engine 11 to transmit supplied rotary motion.

The motor 11 is opposite to the machine 20th arranged so that the displacement of the pinion 15th in the axial direction of the output shaft 12a to the machine 20th the pinion 15th allows to the ring gear 22nd the machine 20th to toast.

The pinion actuator AC, simply referred to as the "actuator", operates to drive the pinion 15th (Pinion shaft 14th ) to the ring gear 22nd to slide it to one in 1 shown original position, away from the ring gear 22nd under energization control by the ECU 30th to postpone. In particular, the AC actuator consists of a magnet (magnetic coil) 16 , a moving core 18th and a shift lever 19th . The coil switching unit 17th is between the magnet 16 and the battery 12th provided and with the ECU 30th electrically connected. The coil switching unit 17th is operated, energizing and non-energizing the magnet 16 according to the one provided by the ECU 30th to switch supplied control signals.

In particular, the movable core 18th so parallel to the axial direction of the pinion shaft 14th arranged that it is parallel to the axial direction of the pinion shaft in its longitudinal direction 14th is movable.

The magnet 16 is for example arranged in such a way that it has the movable core 18th surrounds. One end of the magnet 16 is connected to a positive terminal of the battery 12th by means of the coil switching unit 17th electrically connected and the other end of it is grounded. The gear lever 19th has one end and the other end in the longitudinal direction. One end of the gear lever 19th is rotating at one end of the movable core 18th coupled and the other end of it is to the pinion shaft 14th coupled. The gear lever 19th is pivoted about an axis of rotation positioned essentially at its center in the longitudinal direction.

When the magnet 16 is not energized, is the pinion 15th at the in 1 shown original position positioned so as not to align with the ring gear 22nd to be in contact so that the transfer the turning force (moment) from the pinion 15th to the ring gear 22nd cannot be carried out.

If by the battery 12th is excited, ie when a drive current from the battery 12th is fed to by the magnet 16 flow through, the pinion 15th is at the original position, the magnet works 16 to move the core 18th in the longitudinal direction of the movable core 18th to move to the movable core 18th in it to pull against the force of the return spring (not shown). The retraction-shifting of the movable core 18th swings the gear lever 19th in 1 clockwise, with the pinion 15th (Pinion shaft 14th ) to the ring gear 22nd by means of the shift lever 19th is moved. This enables the pinion 15th in the ring gear 22nd to be engaged such that the transmission of the rotational force from the pinion 15th to the ring gear 22nd can be executed.

When the magnet 16 is not energized, the return spring sets the movable core 18th and the gear lever 19th to your in 1 represented original positions back in such a way that the pinion 15th from engagement with the ring gear 22nd is pulled.

An ignition switch 23 is provided electrically in the motor vehicle and with the ECU 30th electrically connected to the ECU. When the ignition switch 23 For example, when an ignition key is turned to an ON ignition position by the driver, the ECU 30th activated in such a way that energizing the engine 11 and the magnet 16 can be executed.

The machine control system also contains 1 Sensors for measuring the operating conditions of the machine 20th and the driving conditions of the motor vehicle.

Each of the sensors is operated to provide an instantaneous value of a corresponding parameter related to the operating conditions of the machine 20th and / or of the motor vehicle and a signal to the ECU 30th that shows the measured value of a corresponding parameter.

In particular, the sensors contain, for example, a crank angle sensor (crankshaft sensor) 24 , an engine coolant sensor CS, an acceleration sensor 26th , a clutch sensor 27 , a wheel speed sensor 29 and a brake sensor BS; these sensors are electrical with the ECU 30th tied together.

The crank angle sensor 24 is operated to connect to the ECU 30th to output a right angle crankshaft signal (crank pulse) every time the crankshaft 21 through a preset angle, such as 30 degrees ( 30th Crank angle degrees), is rotated.

The engine coolant sensor (coolant sensor) CS is operated to measure the temperature of an engine coolant inside the engine 20th to measure and to the ECU 30th to output a signal that shows the measured temperature.

• eine von einem Fahrer betätigte (gedrückte) Bewegung eines fahrerbedienbaren Gaspedals 25 des Kraftfahrzeugs zu messen, das mit einem Drosselventil zum Steuern der Menge einer in den Ansaugkrümmer eintretenden Luft verbunden ist; und
• ein Signal zu der ECU 30 auszugeben, das die gemessene vom Fahrer betätigte Bewegung des Gaspedals 25 zeigt.

The accelerometer 26th is operated to:

• a movement of a driver-operated accelerator pedal actuated (pressed) by a driver 25th measuring the motor vehicle connected to a throttle valve for controlling the amount of air entering the intake manifold; and
• a signal to the ECU 30th output the measured movement of the accelerator pedal actuated by the driver 25th shows.

• eine von einem Fahrer betätigte Bewegung eines fahrerbedienbaren Kupplungspedals 27 des Kraftfahrzeugs, das zu einem Kupplungssystem (nicht gezeigt), welches in dem Kraftfahrzeug installiert ist, verbunden ist, und betrieben wird, um die Übertragung der Leistung von der Kurbelwelle 21 zu einem in dem Kraftfahrzeug installierten Getriebe zu ermöglichen oder zu blockieren; und
• ein Signal zu der ECU 30 auszugeben, das die gemessene vom Fahrer betätigte Bewegung des Kupplungspedals 27 zeigt.

The clutch pedal sensor 28 is operated to:

• a movement of a driver-operated clutch pedal actuated by a driver 27 of the automobile connected to a clutch system (not shown) installed in the automobile and operated to transmit the power from the crankshaft 21 to enable or block a transmission installed in the motor vehicle; and
• a signal to the ECU 30th output the measured movement of the clutch pedal actuated by the driver 27 shows.

• eine vom Fahrer betätigte (gedrückte) Bewegung des Bremspedals BP zu messen; und
• ein Signals zu der ECU 30 auszugeben, das die gemessene vom Fahrer betätigte Bewegung des Bremspedals BP zeigt.

The BS brake sensor is operated to:

• measure a driver operated (depressed) movement of the brake pedal BP; and
• a signal to the ECU 30th output showing the measured movement of the brake pedal BP operated by the driver.

The wheel speed sensor 29 is provided, for example, for each wheel of the motor vehicle. The wheel speed sensor dedicated to each wheel 29 is operated to measure a signal showing the number of revolutions of a corresponding wheel and the number of revolutions of the corresponding wheel to the ECU 30th issues.

The ECU 30th is, for example, as a normal microcomputer circuit, consisting for example of a CPU, a storage medium 30a containing a ROM (Read Only Memory) such as a rewritable RAM (work memory) and the like, an IO (input and output) interface, etc. The normal microcomputer circuit in this embodiment is defined to include at least a CPU and a main memory therefor.

The storage medium 30a saves various machine control programs in it beforehand.

• die von den Sensoren ausgegebenen Signale zu empfangen; und
• verschiedene in der Maschine 20 installierten Aktuatoren AC basierend auf den Betätigungsbedingungen der Maschine 20 zu steuern, welche durch zumindest einige der empfangenen Signale aus den Sensoren bestimmt werden, um dadurch verschiedene steuernde Variablen der Maschine 20 einzustellen.

The ECU 30th is operated to:

• receive the signals output by the sensors; and
• different in the machine 20th installed actuators AC based on the operating conditions of the machine 20th to control which are determined by at least some of the received signals from the sensors, thereby various controlling variables of the machine 20th to adjust.

The ECU 30th is designed to perform various machine control tasks.

• eine Menge einer Eingangsluft in jeden Zylinder einzustellen;
• einen ordnungsgemäßen Kraftstoffeinspritzzeitpunkt und eine ordnungsgemäße Einspritzmenge für den Kraftstoffinjektor AC für jeden Zylinder und einen ordnungsgemäßen Zündzeitpunkt für den Zünder AC für jeden Zylinder zu berechnen;
• den Kraftstoffinjektor AC für jeden Zylinder anzuweisen, um bei einem entsprechenden berechneten ordnungsgemäßen Einspritzzeitpunkt eine entsprechende ordnungsgemäße Menge des Kraftstoffs in den Zylinder einzusprühen; und
• den Zünder AC für jeden Zylinder anzuweisen, um die komprimierte Luft-Kraftstoff-Mischung oder die Mischung der komprimierten Luft und des Kraftstoffs in jeden Zylinder bei einem entsprechenden berechneten ordnungsgemäßen Zündzeitpunkt zu zünden.

For example, like various machine control tasks, is the ECU 30th programmed to:

• adjust an amount of input air to each cylinder;
• calculate a proper fuel injection timing and injection amount for the fuel injector AC for each cylinder and a proper ignition timing for the igniter AC for each cylinder;
• instructing the fuel injector AC for each cylinder to inject a corresponding proper amount of fuel into the cylinder at a corresponding calculated proper injection timing; and
• instruct the igniter AC for each cylinder to ignite the compressed air-fuel mixture or the mixture of the compressed air and fuel in each cylinder at a corresponding calculated proper ignition timing.

In addition, the ECU 30th designed to perform various starter control tasks.

In particular, the ECU 30th Output channels P1 and P2 on. The output channel P1 is with the engine control unit 13th electrically connected and the output channel P2 is with the coil switching unit 17th electrical connected. The ECU 30th is operated to supply ON / OFF signals as control signals to the motor switching unit 13th by means of the output channel P1 output and ON / OFF signals as control signals to the coil switching unit 17th by means of the output channel P2 to spend.

When the ON signal from the ECU 30th by means of the output channel P1 is sent, creates the motor switching unit 13th while the ON signal is inputted thereto, electrical transmission between the battery 12th and the rotor of the motor 11 to thereby turn the engine 11 to energize. The motor switching unit 13th stops the electrical transmission or conduction between the battery while the off signal is being input 12th and the rotor of the motor 11 so as not to energize the motor.

When the ON signal from the ECU 30th by means of the exit channel P2 is sent, creates the coil control unit 17th while the ON signal is inputted to it, an electrical transmission or line between the battery 12th and the magnet 16 to thereby activate the magnet 16 to energize. The coil switching unit 12th stops electrical transmission between the battery while the OFF signal is inputted thereto 12th and the magnet 16 to thereby activate the magnet 16 not to be energized.

The ECU 30th is programmed to execute the machine automatic stop control and the machine restart control in addition to main machine control.

Specifically, in accordance with the engine automatic stop control, the ECU determines 30th repeats whether at least one of the predetermined engine automatic stop conditions is satisfied, in other words, whether an engine automatic stop request (idle reduction request) occurs based on the signals output from the sensors.

Upon determining that a predetermined engine automatic stop condition is not met, the ECU exits 30th the machine automatic stop control.

Otherwise, when determining that at least one of the predetermined engine automatic stop conditions is met, that is, an automatic stop request occurs, the ECU leads 30th a machine automatic stop task. In particular, the ECU controls 30th the fuel injection system 51 to stop the supply of fuel (fuel saving) to each cylinder and / or the ignition system 53 to stop the ignition of the air-fuel mixture in each cylinder and thus stop the burning of the air-fuel mixture in each cylinder. Stopping the burning of the air-fuel mixture in each cylinder of the engine 20th means the automatic stop of the machine 20th . The ECU 30th cuts or reduces according to this Embodiment the fuel in each cylinder, thereby making the engine 20th stop automatically.

• die vom Fahrer betätigte Bewegung des Gaspedals 25 Null ist (der Fahrer gibt vollständig das Gaspedal 25 frei), sodass das Drosselventil in ihrer Leerlaufposition positioniert ist;
• das Bremspedal BP durch den Fahrer gedrückt ist; und
• die Maschinendrehzahl gleich oder kleiner als eine voreingestellte Drehzahl (Leerlaufreduktionsausführdrehzahl) ist.

The predetermined machine automatic stop conditions contain, for example, the following conditions that:

• the movement of the accelerator pedal operated by the driver 25th Is zero (the driver fully depresses the accelerator 25th free) so that the throttle valve is positioned in its idle position;
• the brake pedal BP is depressed by the driver; and
• the engine speed is equal to or less than a preset speed (idle reduction execution speed).

The automatic stop of the machine 20th causes the crankshaft 21 to idle, in other words the engine speed NE 20th decreases in the forward direction.

• das Gaspedal 25 durch den Fahrer gedrückt ist (das Drosselventil ist offen); und
• die vom Fahrer betätigte Bewegung des Bremspedals BP Null ist (der Fahrer gibt das Bremspedal BP vollständig frei).

After the machine stops automatically 20th , runs the ECU 30th the engine restart control in response to when it is determined based on the signals output from the sensors that at least one of the predetermined engine restart conditions is met, ie, an engine restart request occurs. The predetermined machine restart conditions include, for example, the following conditions that:

• the accelerator 25th is depressed by the driver (the throttle valve is open); and
• the movement of the brake pedal BP operated by the driver is zero (the driver releases the brake pedal BP completely).

Like the machine restart control, the ECU is 30th programmed to shift into a self-restart mode when the engine speed is NE 20th when a machine restart request occurs, is equal to or greater than a first speed NE1, such as a value equal to or less than 500 RPM. In the self-restart mode, the ECU controls 30th the fuel injection system 51 and / or the ignition system 53 to burn the compressed air-fuel mixture or the mixture of the compressed air and the fuel within each cylinder without using the starter 10 to thereby the machine 20th restart. It should be noted that the rotational speed NE of the crankshaft 21 the machine 20th , in other words the speed of the machine 20th , e.g. by the ECU 30th based on the crank pulses fed into the ECU 30th from the crank angle sensor 24 can be entered, can be calculated.

Contrast this when the speed of the machine 20th is less than the first speed NE when an engine restart request occurs, the ECU 30th programmed to enter a starter restart mode, thereby starting the machine 20th by starting the crankshaft 21 using the starter 10 restart.

In the starter restart mode, the ECU is 30th programmed to enter one of the first and second starter drive modes based on the result of the comparison between the speed of the machine 20th when a machine restart request occurs and a second speed NE2, such as. B. 200RPM to switch.

In particular, when the speed of the machine switches 20th is greater than the second rotational speed NE2 when an engine restart request occurs, the ECU 20th in the first starter drive mode (pinion pre-rotation mode). In particular, the ECU excites 20th in the first start drive mode, the engine 11 to set a speed of the pinion 15th up to the speed of the ring gear 22nd (the speed of the machine 20th ) to increase. The ECU then energizes 20th the magnet in the first starter drive mode 16 to move the pinion 15th in / on the ring gear 22nd with the speed of the pinion 15th which is essentially the same as that of the ring gear 22nd is synchronized to push.

In summary, after automatically stopping the machine 20th when a machine restart request at the comparatively high speed of the machine 20th occurs, the ECU 30th the pinion 15th with the ring gear 22nd at the speed of the machine in freewheeling mode 20th engaged to thereby the machine 20th to start. The first starter drive mode can be the machine 20th restart immediately without completely stopping the rotation of the crankshaft 21 the machine 20th to be seen.

On the other hand, it switches when the speed of the machine 20th is equal to or less than the second rotational speed NE2 when an engine restart request occurs, the ECU 30th into the second starter drive mode (pinion pre-engagement mode). In particular, the ECU excites 30th in the second starter drive mode, the magnet at a given time 16 to move the pinion 15th in the ring gear 22nd to push. The ECU then energizes 30th in the second starter drive mode, the engine 11 in response to when at least one of the engine starting conditions is met, thereby the pinion 15th to turn.

In summary, the ECU 30th after the machine stops automatically 20th when the speed of the machine 20th is equal to or less than 200RPM within a current low speed range before at least one of the Machine start conditions are met, the engagement of the pinion 15th in the ring gear 22nd temporarily off, immediately before, to the rotation of the crankshaft 21 to stop before at least one of the machine restart conditions is met. Then the ECU rotates 30th the pinion 15th to the machine 20th in response to when at least one of the machine restart conditions is met. The second starter drive mode is designed for starting the engine 20th with the engine 11 to start the machine immediately when at least one machine restart request occurs 20th restart. The second starter drive mode can be due to the engagement of the pinion 15th in the ring gear 22nd prevent an increased noise or noise because the pinion immediately beforehand 15th in engagement with the ring gear 22nd is brought to the rotation of the crankshaft 21 to stop.

2 Fig. 13 is a timing chart showing specific operations of the engine control system 1 shows schematically in the second starter drive mode.

In 2 becomes while the engine speed NE 20th after the machine stops automatically 20th if no machine restart conditions are met, the coil switching unit decreases 17th at a time point t11 immediately before the crankshaft stops rotating 20th switched so that the pinion 15th in the ring gear 22nd is moved. This enables the pinion 15th with the ring gear 22nd to be engaged. In particular, this is in the ring gear 22nd pushed pinion 15th in contact with one side of the ring gear 22nd . That means at least one tooth of the pinion 15th is in contact with a tooth of the ring gear 22nd . After the installation of the pinion 15th to the ring gear 22nd becomes the ring gear 22nd in the forward direction by rolling out or idling the crankshaft 21 rotated so that at least one tooth of the pinion 15th with a gap in the toothed ring 22nd is engaged.

After that, when the rotation of the crankshaft 21 is completely stopped at time t12, the coil switching unit 17th switched to be off at time t12, so that the magnet 16 is not aroused. If the speed of the machine stops at the time of non-energization 20th is zero, i.e. the rotation of the ring gear 22nd is stopped, the pressing force of the return spring of the starter 10 and the friction between the tooth portion of the pinion 15th and that of the ring gear 22nd the state of engagement between the pinion 15th and the ring gear 22nd at, after switching the magnet 16 from energized state to non-energized state. As described above, the engine control system is 1 configured according to this embodiment to the magnet 16 after completely stopping the rotation of the crankshaft 21 the machine 20th to energize, and thereby the power consumption of the battery 12th to reduce and a generated heat of the magnet 16 to reduce.

After the pre-engagement of the pinion 15th in the ring gear 22nd stands the ECU 30th in the state of engagement between the pinion 15th and the ring gear 22nd ready until at least one of the machine restart conditions is met. If at least one of the engine restart conditions is met at time t13, the ECU turns 30th the coil switching unit 17th back to be turned on and switches the motor switching unit 13th at. That means the engine 11 gets energized to the pinion 15th to rotate at the same time when at least one of the machine restart conditions is met, so that the rotating pinion 15th the gear ring in engagement with it 22nd rotates to thereby make the machine 20th to start.

If the magnet 16 was kept de-energized at time t13 (the coil switching unit 17th was kept OFF), the rotation of the ring gear would 22nd based on the excitation of the engine 11 the compressive force of the return spring cause the pinion 15th to the original position, ie away from the ring gear 22nd so that the pinion 15th not in engagement with the ring gear 22nd would stand.

For this reason the ECU switches 30th the coil switching unit 17th at time t13, thereby turning the pinion 15th from not being in engagement or disengaged state with the gear rim 22nd due to the start of rotation of the ring gear 22nd (Crankshaft 21 ) to prevent.

After starting the engine 20th , instructs the ECU 30th the injector AC of the fuel injection system 51 for each cylinder to spray fuel into a corresponding cylinder, restart and assign the igniter AC to the ignition system 53 for each cylinder to ignite ignition of the air-fuel mixture in a corresponding cylinder, thereby restarting the burning of the air-fuel mixture in each cylinder. After burning the air-fuel mixture in each cylinder when the engine speed 20th is increased to be equal to or greater than a preset RPM at time t14, the ECU switches 30th each of the coil switching unit and motor switching unit 13th this way the magnet 16 and the engine 11 not to be energized.

As described above, there is a pre-engagement of the pinion 15th in the ring gear 22nd the ECU 30th in the state of engagement between the pinion 15th and the ring gear 22nd ready until at least one of the machine restart conditions is met. While the ECU 30th is ready for a machine restart request to occur, the pinion 15th by doing Ring gear 22nd be solved. For example, in 2 while the ECU 30th the pinion is ready for a period from time t12 to time t13 15th in the ring gear 22nd be solved.

In particular, the magnet 16 solved for the period from time t12 to time t13. If the ring gear is in the forward or reverse direction for any reason such as vibration of the machine 20th , one rotation of the crankshaft 21 For example, due to the securing of the motor vehicle and the like is rotated, the frictional force between the tooth portion of the pinion 15th and that of the ring gear 22nd be released so that the return spring the pinion 15th to its original position away from the ring gear 22nd can reset, which leads to a "pinion solution". In this case, if the engine 11 energizing the pinion in response to the occurrence of the engine restart request 15th when not in engagement with the gear rim 22nd rotated in such a way that there are disadvantages when starting the machine 20th through the stator 10 can give.

In particular, with reference to 2 at the machine restart request time t13, the magnet 16 excited. If the pinion 15th in the ring gear 22nd is released before time t13, energizing the magnet pushes 16 the pinion 15th in the ring gear 22nd so that the engagement of the pinion 15th in the ring gear 22nd is performed. However, because the engine is looking 11 is rotated simultaneously with the occurrence of a machine restart request, at the moment when the pinion 15th in the ring gear 22nd is released, the already rotating pinion 15th with the ring gear 22nd whose rotation is stopped to be engaged. This can take a long time to get the pinion into the ring gear 22nd fully engage, and / or the noise due to the engagement between the pinion 15th and the ring gear 22nd raise. It should be noted that there is a “full mesh” between the pinion 15th and the ring gear 22 "or a similar expression that represents the rotation of the pinion 15th can be smoothly transmitted to the ring gear according to this embodiment.

To address such drawbacks is the machine control system 1 designed according to this embodiment to
to determine whether the pinion is out of mesh 15th with the ring gear 22nd occurred after a pre-engagement of the pinion 15th in the ring gear 22nd before at least one of the machine restart conditions is met; and
driving the pinion 15th based on a result of the determination.

In particular, the machine control system is designed to assist in determining that the pinion 15th with the ring gear 22nd not engaged has occurred the engine 11 energized to rotate it after a preset delay time from the start of energizing the magnet 16 has elapsed in response to the occurrence of an engine restart order.

Next is a machine automatic stop program R1 , a pinion loosening determination program R2 and a machine restart program R3 that is run by the ECU 30th below with reference to FIG 3 , 4th , and 5 described.

First, the machine automatic stop program R1 regarding 3 described. The ECU 30th starts the machine automatic stop program R1 repeated in a preset cycle.

When the machine automatic stop program R1 is started, determines the ECU 30th whether at least one of the predetermined engine automatic stop conditions is met, in other words an engine automatic stop request based on the from the sensors in step S101 output signals occurs.

Upon determining that there are no predetermined engine automatic stop conditions based on the information provided by the sensors (NO in step S101 ) are fulfilled, exits the ECU 30th the machine automatic stop program R1 .

Otherwise, when determining that at least one of the engine automatic stop conditions is satisfied (YES in step S101 ), the ECU 30th the fuel injection system 51 and / or the ignition system 53 to step the combustion of the air-fuel mixture in each cylinder S102 to stop. Stopping the combustion of the air-fuel mixture in each cylinder of the engine 20th means an automatic stop of the machine 20th . Because of the automatic stop of the machine 20th the crankshaft runs 21 the machine 20th e.g. empty or idle based on their inertia.

Next, the ECU determines 30th whether no predetermined engine restart conditions are met, in other words no engine restart requests based on the sensors in step S103 output signals occur.

As long as no predetermined engine restart conditions are met (YES in step S103 ), the ECU performs 30th continuously perform the following steps, and otherwise (NO in step S103 ) leaves the ECU 30th the machine automatic stop program R1 .

In step S104 determines the ECU 30th whether the magnet 16 is excited. When determining that the magnet 16 is not energized (NO in step S104 ) is determined by the ECU 30th whether the current time is a switching point of the pinion 15th in step S105 is equivalent to. In this embodiment, the shift timing of the pinion 15th determined to be a time immediately before the crankshaft stops rotating 21 to be. In particular, the speed of the machine 20th based on the from the crank angle sensor 24 output crank pulses is measured, equal to or smaller than a preset low speed, for example the second speed NE2.

Otherwise, when determining that the current time starts the switching time of the pinion 15th (YES in step S105 ) corresponds to the ECU 30th to the magnet 16 in step S106 to energize. Energizing the magnet 16 pushes the pinion 15th immediately before the crankshaft stops 21 in the ring gear 22nd so that the pinion 15th with the ring gear 22nd is engaged. The ECU then proceeds 30th to step S107 away. Otherwise, when determining that the magnet advances 16 is excited (YES in step S104 ), the ECU 30th to step S107 away.

In step S107 determines the ECU 30th whether the rotation of the machine 20th is stopped. In this embodiment, it is determined when the engine speed NE 20th continues at its value for a preset period of time that is less than a preset RPM (a few RPMs) close to zero, the ECU 30th that the rotation of the machine 20th is stopped. When determining that the rotation of the machine 20th is stopped (YES in step S107 ), energizes the ECU 30th the magnet 16 in step S108 not and leaves the machine automatic stop program R1 , and otherwise (NO in step 107 ) leaves the ECU 30th the machine automatic stop program R1 .

Second, the pinion looseness determination program R2 regarding 4th described. The ECU 30th starts the pinion loosening determination program R2 repeated in a preset cycle.

When the pinion loosening determination program R2 is started, determines the ECU 30th whether the machine 20th in step S201 stopped automatically. When determining that the machine did not stop automatically (NO in step S201 ) leaves the ECU 30th the pinion loosening determination program R2 . Otherwise, when determining, determines that the machine 20th stopped automatically (YES in step S201 ), the ECU 30th whether the engagement of the pinion 156 in the ring gear 22nd immediately before the crankshaft stops rotating 21 in step S202 was executed.

When determining that the engagement of the pinion 15th in the ring gear 22nd immediately before the crankshaft stops rotating 21 has been carried out (NO in step S202 ) leaves the ECU 30th the pinion loosening determination program R2 . Otherwise, determined when determining that the engagement of the pinion 15th in the ring gear 22nd immediately before the crankshaft stops rotating 21 has been carried out (YES in step S202 ) the ECU 30th whether in step S203 the pinion loosening (pinion is not engaged) has occurred.

• Es wird bestimmt, dass die Maschine 20 in der Vorwärts- oder Rückwärtsrichtung basierend auf den aus dem Kurbelwinkelsensor 24 ausgegebenen Winkelimpulsen gedreht wird;
• das Abtriebsdrehmoment der Maschine 20 wird in Rückwärtsrichtung z.B. basierend auf den aus dem Kurbelwinkelsensor 24 ausgegebenen Kurbelimpulsen erfasst; und
• die Sicherung des Kraftfahrzeugs basierend auf den ausgegebenen Werten des Raddrehzahlsensors 20, der für jedes Rad vorgesehen ist, wird erfasst.

In particular, determined in step S203 the ECU 30th whether at least one of the following requirements by the the pinion 15th in the ring gear 22nd is considered solved, is fulfilled:

• It is determined that the machine 20th in the forward or reverse direction based on that from the crank angle sensor 24 output angle pulses are rotated;
• the output torque of the machine 20th is based on, for example, the reverse direction from the crank angle sensor 24 output crank pulses detected; and
• securing the motor vehicle based on the values output by the wheel speed sensor 20th provided for each wheel is detected.

If at least one of the requirements by which the pinion 15th in the ring gear 22nd is deemed to be resolved and fulfilled, is determined by the ECU 30th that the pinion 16 in the ring gear 22nd is deemed to be released, and hence the determination that the pinion looseness has occurred.

If the engine control system consists of an inclination measurement system SY1 to measure the slope of a road on which the motor vehicle is traveling, e.g. using an acceleration sensor to measure accelerations due to the movements of the motor vehicle, it could determine that the pinion loosening has occurred if the measured slope of a road on which the Motor vehicle travels, is equal to or greater than a preset incline, in other words the road leads uphill or downhill with an incline equal to or greater than the preset incline.

If the motor vehicle from a navigation system SY2 for displaying the current exact vehicle position on the screen of a display device along with an electronic map in connection with the exact vehicle position, and an occupant (s) using voice or visual guidance for at least one preferred route to a destination on the display device and / or speaker, it could determine that the pinion loosening has occurred if a road is the exact one Vehicle position leading uphill or downhill with an inclination equal to or greater than the preset inclination based on the information on the electronic map.

When determining that the pinion looseness has not occurred (NO in step S203 ), the ECU resets 30th a pinion loosening occurrence flag Fp of 0 representing that the pinion loosening in step S204 has not occurred, and then the pinion loosening determination program R2 leaves. Note that the pinion release occurrence flag Fp is in the form of a bit, for example.

Otherwise, when determining that pinion loosening has occurred, sets (YES in step S203 ), the ECU 30th the pinion disengagement occurrence flag Fp of 1 that represents that the disengagement has occurred in step S2058, and thereafter the disengagement determination program R2 leaves.

Third is the machine restart program R3 in relation to 5 described.

The ECU 30th starts the machine restart program R3 repeated in a preset cycle.

When the machine restart program R3 is started, determines the ECU 30th whether at least one of the predetermined engine restart conditions is met, in other words an engine restart request based on the information from the sensors in step S301 output signals occurs.

When it is determined that predetermined engine restart conditions are not set (NO in step S301 ) leaves the ECU 30th the machine restart program R3 .

Otherwise, when determining, determines that at least one of the predetermined engine restart conditions is set (YES in step S301 ), the ECU 30th whether the speed NE of the machine 20th when at least one of the predetermined engine restart conditions occurs, it is equal to or less than the first rotational speed NE1, such as 500 RPM in step S302 , is.

When determining that the speed NE of the machine 20th when at least one of the predetermined engine restart conditions occurs greater than the first rotational speed NE1 (NO in step S302 ) is, the ECU operates 30th the self-restart mode to the fuel injection system 51 and / or the ignition system 53 to restart the burning of the compressed air-fuel mixture or the mixture of the compressed air and fuel within each cylinder without using the starter 10 to thereby the machine 20th in step S303 restart.

Otherwise, when determining, determines that the engine speed NE 20th when at least one of the predetermined engine restart conditions is created, less than the first rotational speed NE1 (YES in step S302 ) is the ECU 30th whether the speed NE of the machine 20th when at least one of the predetermined engine restart conditions occurs, it is equal to or less than the second speed NE2 (such as, for example, 200 RPM in step 304 , is.

When determining that the speed of the machine 20th when at least one of the predetermined engine restart conditions occurs greater than the second rotational speed NE2 (NO in step S304 ), the ECU switches 30th in the first starter drive mode (pinion pre-rotation mode). In the first starter drive mode, the ECU energizes 30th the engine 11 to step in S305 the speed of the pinion 12th up to the speed of the ring gear 22nd (the speed of the machine 20th ) to increase, and afterwards excited in step S306 the magnet 16 to move the pinion 15th in the ring gear 22nd with the speed of the pinion 15th , which is essentially the same as that of the ring gear 22nd is synchronized to push. This cranks the machine 20th at.

After starting, the ECU controls 30th the fuel injection system 51 and / or the ignition system 53 to restart fuel injection and / or ignition, thereby burning the compressed air-fuel mixture or mixing the compressed air and fuel within each cylinder in step S306A start again. This starts the machine 20th New. After the operation in step S306A steps the ECU 30th to step S312 away.

Otherwise, when determining that the engine speed NE switches 20th is equal to or less than the second rotational speed NE2 when at least one of the predetermined engine restart conditions occurs (YES in step S304 ), the ECU 30th into the second starter drive mode.

The second starter drive mode was the engagement of the pinion 15th in the ring gear 22nd performed as the operation in step S106 was executed.

In the second starter drive mode, the ECU determines 30th whether the pinion disengagement occurrence flag Fp is set to 1 in step S307 is set or set. When it is determined that the pinion release order flag Fp is set to 0 (NO in step S307 ) is determined by the ECU 30th pinion loosening has not occurred, and thereby the magnet 16 and the engine 11 energized to the machine 20th in step S308 to start. After starting, the ECU controls 30th the fuel injection system 51 and / or the ignition system 53 to restart fuel injection and / or ignition start thereby burning the compressed air-fuel mixture or the mixture of the compressed air and the fuel within each cylinder in step S308A restart. This starts the machine 20th New. After the operation in step S308A steps the ECU 30th to step S312 away.

Otherwise, if it is determined, it is determined that the pinion disengagement occurrence flag Fp is set to 1 (YES in step S307 ), the ECU 30th that pinion loosening has occurred and proceeds to step S309 away. In step S309 energizes the ECU 30th the magnet 16 without the engine 11 to energize. The operation in step S309 pushes the pinion 15th without turning into the ring gear 22nd in case the pinion loosening 15th in the ring gear 22nd actually occurs which causes the pinion 15th in contact with the ring gear 22nd is. In case the loosening of the pinion 15th in the ring gear 22nd does not actually occur, the meshing of the pinion will occur 15th with the ring gear 22nd maintained.

Next, the ECU determines 30th whether a preset delay time Td from the start of energizing the magnet 16 in step S310 has passed. In other words, the ECU holds 30th energizing the magnet 16 without the engine 11 to be energized until the preset delay time Td since the start of energizing the magnet 16 in step S310 has passed.

In determining that the delay time Td from the start of energizing the magnet 16 (YES in step S310 ) has elapsed, the ECU starts 30th in step S311 the engine 11 to energize. This starts the pinion 15th to rotate so that the pinion 15th with the ring gear 22nd is engaged, and then the ring gear 22nd together with the pinion 16 rotates, and thus the machine is started 20th to start.

It should be noted that the delay time Td in this embodiment is determined as, for example, a time from the start of shifting the pinion 15th in the ring gear 22nd to the system of the pinion 15th on the ring gear 22nd is taken.

After starting, the ECU controls 30th the fuel injection system 51 and / or the ignition system 53 to restart the fuel supply and / or ignition, thereby again burning the compressed air-fuel mixture or the mixture of the compressed air and the fuel within the cylinder in step S311A to start. This starts the machine 20th New. After the operation in step S311A steps the ECU 30th to step S312 away.

In step S312 determines the ECU 30th whether the speed NE of the machine 20th after burning the air-fuel mixture in each cylinder reaches the preset RPM, in other words whether the engine 20th is in a state where the machine 20th the crankshaft 23 can turn by itself.

When determining that the machine 20th is not in a state where the engine is the crankshaft 23 can turn by itself (NO in step S312 ), the ECU stops 30th energizing the magnet 16 and that of the engine 11 upright until the machine 20th is in a state where the machine 20th the crankshaft 23 can turn by itself.

After that, when determining that the machine energized 20th is in a state where the machine 20th the crankshaft 23 can turn by itself (YES in step S312 ), the ECU 30th the magnet 16 and the engine 11 not, and continues in step S313 reset the pinion release occurrence flag Fp to 0, and exit from the machine restart program R3 .

6th Fig. 13 is a timing chart showing specific operations of the engine control system 1 schematically represents the starter 10 to control according to this embodiment.

In 6th becomes while the engine speed NE 20th drops after the machine stops automatically 20th if no machine restart conditions are met, the coil switching unit 17th at time point t21 immediately before the crankshaft stops rotating 21 turn on so that the pinion 15th to the ring gear 22nd is pushed. This enables the pinion 15th with the ring gear 22nd to be engaged (see steps S103 until S106 ).

After that, when the rotation of the shaft 21 is completely stopped at time t22, the coil switching unit 17th switched to be off at time t22 so that the magnet 16 is not energized (see steps S107 and S108 ). If the engine speed NE 20th is held at zero for a period of time TA, the compressive force of the return spring of the starter holds 10 and the friction between the tooth portion of the pinion 15th and that of the ring gear 22nd the state of engagement between the pinion 15th and the ring gear 22nd upright.

However, in case the machine is turning 20th occurs in the reverse direction at time t23 while the pinion 15th with the ring gear 22nd engages that with the non-energized magnet 16 is held upright, it determines that the pinion looseness has occurred (see “YES” in step S203 ) so that the pinion release occurrence flag Fp is set to 1 (see step S205 ).

Thereafter, if at least one of the machine restart requests is made at time t24 (see “YES” in each of the steps S301 , S302 , S304 and S307 ) is fulfilled, the excitation of the magnet 16 at time t24 (see step S309 ) started. This pushes the pinion 16 to the ring gear so that the pinion 16 in contact with the ring gear 22nd is.

When the delay time TD from the start of energizing the magnet 16 has elapsed at time t25 (see “YES” in step S310 ), will be energizing the engine 11 started (see step S311 ). This enables the pinion 15th complete with the ring gear 23 to be in mesh, and the ring gear 22nd comes together with the pinion 15th rotated, which leads to the engine starting 20th is started.

As described above, the engine control system is 1 configured according to this embodiment to determine whether the pinion 15th in the ring gear 52 is considered to be released after a pre-engagement of the pinion 15th in the ring gear 52 before at least one of the machine restart conditions occurs. The machine control system 1 according to this embodiment is also configured to drive the pinion 15th based on a result of the determination.

This configuration can control the pinion 15th according to whether it is assumed that the pinion 15th in the ring gear 22nd is solved after the machine stops automatically 20th , steer. In particular, this configuration can adjust the timing of the shifting of the pinion 15th in the ring gear 22nd and the timing of the pinion rotation 15th according to whether it is assumed that the pinion 15th in the ring gear 22nd is solved after the machine stops automatically 20th to control independently.

The machine can do this 20th start reliably even if the pinion is disengaged or disengaged 15th with the ring gear 22nd occurs after the pre-engagement of the pinion 15th in the ring gear 52 was executed.

In particular, if the pinion 15th in the ring gear 52 The machine control system is considered to be resolved 1 configured according to this embodiment to, if it is determined that the pinion 15th in the ring gear 22nd the engine is considered to be resolved 11 in response to the occurrence of at least one of the engine restart conditions, and energize the engine 11 after the preset delay time TD from the start of energizing the magnet 16 has elapsed to energize to the pinion 15th to turn.

With this configuration, even if the pinion is 15th in the ring gear 52 after the pre-engagement of the pinion 15th in the ring gear 22nd running is resolved, it is possible to ensure a time out for the pinion 15th is required to be in contact with the ring gear 22nd to be. Thus, even if the pinion 15th in the ring gear 22nd after the pre-engagement of the pinion 15th in the ring gear 22nd is released, re-engagement of the pinion 15th with the ring gear 22nd are executed. This can save a great deal of time or eliminate the need for re-engaging the pinion 15th in the ring gear 22nd and / or a disadvantage of noise increase due to re-engagement of the pinion 15th with the ring gear 22nd impede.

According to this embodiment is the engine control system 1 configured to the engaged state after the completion of the engagement of the pinion 15th with the ring gear 22nd between the pinion 15th and the ring gear 22nd with the magnet not energized 16 maintain. Thus, pinion loosening can occur during the magnet 16 is not aroused. However, as described above, is the engine control system 1 designed according to this embodiment to control the drive of the starter 10 in response to the occurrence of a machine restart request in consideration of the occurrence of the pinion looseness. The machine can do this 20th start reliably even when loosening the pinion 15th in the ring gear 22nd after the pre-engagement of the pinion 15th in the ring gear 22nd occurred.

The present invention is not limited to this embodiment set forth above and can be carried out in the following modifications.

According to this embodiment, the ECU is 30th configured to the magnet 16 in response to the occurrence of the engine restart request, if it is determined that the pinion looseness has occurred, to thereby energize the pinion 15th to the ring gear 22nd to push, however, the present invention is not limited to this.

In particular, the ECU 30th of the machine control system 1 configured according to this embodiment to the magnet 16 to energize to thereby the pinion 15th and slide the ring gear immediately after it is determined that the pinion looseness has occurred (see (A) or (B) in 7th ).

This configuration allows a re-engagement of the pinion 15th in the ring gear 22nd before a machine restart request occurs, even if the pinion looseness has occurred. This makes it possible to restart the machine immediately after the occurrence of a machine restart request and thus the machine Machine control system restart performance 1 to be improved according to this first modification.

As a specific example of the first modification is the ECU 30th of the machine control system 1 configured according to the second modification to excite the magnet 16 continue as the determination of the occurrence of the pinion loosening, for example up to the re-engagement of the pinion 15th in the ring gear 22nd is completed (see "Pinion drive instruction (A)" in 7th ).

As described above, the engagement between the pinion 15th and the ring gear 22nd basically using the movement of at least one of the pinion 15th and / or the ring gear 22nd executed in the direction of rotation. In particular is when the magnet 16 is excited so that the pinion 15th to the ring gear 22nd is pushed, the pinion 15th that is in the ring gear 22nd is moved, in contact with one side of the ring gear. That means at least one tooth of the pinion 15th is in contact with a tooth of the ring gear 22nd . After the installation of the pinion 15th to the ring gear 22nd allows the ring gear to move 22nd in the direction of rotation (in the forward or reverse direction) at least one tooth of the pinion 15th with a gap in the toothed ring 22nd to be engaged. Thus, after the occurrence of the pinion loosening, the energization of the magnet will continue 16 a state of engagement between the tooth portion of the pinion 15th and the tooth portion of the ring gear 22nd maintain. This enables the crankshaft to rotate 21 (Ring gear 22nd ) due to machine vibration 20th to get the pinion 15th with the ring gear 22nd to engage.

Another specific example of the first modification is the ECU 30th of the machine control system 1 configured according to the third modification to the magnet 16 to energize intermittently, ie the magnet 16 to alternatively energize and not to energize several times after determining the occurrence of the pinion loosening, eg until the pinion reengages 15th in the ring gear 22nd is complete (see "Pinion Drive Instructions (B)" in 7th ).

The energizing of the magnet 16 allows the tooth portion of the pinion 15th in contact with the tooth section of the ring gear 22nd to be. This enables the crankshaft to rotate 21 (Ring gear 22nd ) due to machine vibration 20th to get the pinion 15th with the ring gear 22nd to engage. However, if there is a vibration of the machine 20th for a period of engagement of the pinion 15th in the ring gear 22nd continued energizing the magnet would infrequently be performed until a machine restart request occurs 16 for the period will be difficult to get the pinion 15th with the ring gear 22nd to engage.

Thus, the configuration of the ECU 30th according to the third modification set out above, exciting the magnet 16 for the period of time, thereby reducing the power consumption of the battery 12th to reduce.

Another specific example of the first modification is the ECU 30th of the machine control system 1 configured according to the fourth modification to change how the magnet 16 according to the amount of charge remaining in the battery 12th is excited.

In particular, the ECU 30th according to the fourth modification, a function of direct or indirect monitoring of the state of charge (SOC) in the battery 12th (see "SOC" monitoring function F in 1 ). This function can of course be dispensed with in this embodiment and a further modification.

If the monitored SOC is greater than a preset threshold, the ECU is 30th configured according to the fourth modification to excite the magnet 16 continue, since determining the occurrence of the pinion loosening, for example up to the reengagement of the pinion 15th in the ring gear 22nd is complete (see “Pinion Drive Instructions (A)” in 7th ). This gives a higher priority to ensure machine restart performance than battery power consumption 12th to reduce.

Otherwise, if the monitored SOC is equal to or less than the preset threshold, the ECU is 30th configured according to the fourth modification to the magnet 16 after determining the occurrence of the pinion loosening, for example until the pinion reengages 15th with the ring gear 22nd is completed several times alternatively to energize and not to energize (see "Pinion drive instructions (B)" in 7th ). This gives a higher priority to the power consumption of the battery 12th than to ensure engine starting performance.

This configuration allows the engagement of the pinion 15th with the ring gear 22nd before the occurrence of a machine restart request while at the same time balancing between ensuring the machine starting power and reducing the power consumption of the machine 12th carry out.

The ECU 30th of the machine control system 1 According to the fifth modification, it is configured to be a magnet 16 to energize to thereby the pinion 15th in the ring gear 22nd to push when the movement of the motor 20th in its direction of rotation based on that from the crank angle sensor 24 output crank pulses is recorded (see "Pinion drive instructions (C)" in 7th ). With this modification, the ECU drives 30th energizing the magnet 16 preferred, since the determination of the occurrence of the pinion loosening, for example up to the re-engagement of the pinion 15th in the ring gear 23 is completed. That means there is the movement of the machine 20th in whose direction of rotation was detected, there is a greater possibility that the additional movement of the machine will occur 20th in its direction of rotation. For example, it is assumed that the motor vehicle is traveling uphill or downhill.

Thus, the configuration of the ECU 30th according to the fifth modification, the pinion is effective 15th with the ring gear 22nd intervene before a machine restart request occurs,

According to this embodiment, the ECU is 30th configured to determine whether the pinion disengage by determining whether at least one of the requirements is met by which the pinion 15th in the ring gear 22nd is considered to have occurred, but the present invention is not limited thereto.

In particular, is the machine control system 1 According to the sixth modification, having a position detector TD for outputting a position signal to the ECU 30th that is the position of the pinion 15th relative to the ring gear 22nd shows, provided and the ECU 30th is configured to determine whether the pinion loosening is based on the output from the position detector PD (see “PD” in 1 ) has occurred. This element PD can of course be dispensed with in this embodiment and a further modification.

For example, the position detector PD can be designed as an optical position sensor or a magnetic position sensor and close to the pinion 15th and / or the ring gear 22nd be positioned. The optical position sensor or the magnetic position sensor can be designed to optically or magnetically engage or disengage between the pinion 15th and the ring gear 22nd capture.

For example, the position detector PD can be designed to check whether there is an electrical connection between the pinion 15th and the ring gear 22nd is created, and the engagement or disengagement between the pinion 15th and the ring gear 22nd based on a result of the check.

The position detector PD according to the sixth modification is designed to apply the position detection signals to the drive current drawn from the battery 12th to the magnet 16 and to determine whether the pinion disengagement has occurred based on the change in the current generated based on the superimposed position detection signals.

8th and 9 illustrate how it is determined whether the pinion loosening is performed according to the sixth embodiment. In particular shows 8th Fig. 13 is a timing chart showing a waveform of each position detection signal and a change over time of a waveform of a current flowing through the magnet 16 based on the corresponding position detection signals flows through, shown schematically. 9 Fig. 13 is a diagram showing an example of the relationship between that of the peak current Are through the magnet 16 and the state of engagement (depth of engagement) between the pinion 15th and the ring gear 22nd according to the sixth modification schematically.

As in 8th shown, the position detector gives PD after the automatic stop of the machine 20th periodically outputs a position detection signal as a positive and negative oscillating square wave signal for a period from time t31 when the magnet is energized 16 for moving and engaging the pinion 15th before a machine restart request occurs. The position detector PD determines whether the pinion looseness is based on a change in the peak current value Are generated by the magnet 16 flows, has occurred.

In particular, as in 1 shown, the starter 10 designed so that the inductance of the magnet 16 depending on the position of the pinion 15th in the axial direction of the magnet 16 is changed, in other words, the drawing amount of the movable core 18th in the magnet 16 . The position detector PD is designed to detect the positional relationship between the pinion 15th and the ring gear 22nd using the inductance of the magnet 16 capture.

In particular is the starter 10 designed such that when the depth of engagement is greater than a preset threshold value, the engagement between the pinion 15th and the ring gear 22nd corresponds to the protrusion or the protrusion length of the pinion 15th relative to the starter 10 is increased, in other words, the retracting amount of the movable core 18th in the magnet 16 will be raised. The increase in the retraction amount of the movable core 18th in the magnet 16 increases the inductance of the magnet 16 that its decrease in the current passing through the magnet 16 flows, results.

The starter is against it 10 configured such that when the depth of engagement is equal to or less than the preset threshold, the disengagement between the pinion gears 15th and the ring gear 22nd corresponds to the protrusion of the pinion 15th relative to the starter 10 in other words, the retracting amount of the movable core is decreased 18th in the magnet 16 is reduced. The reduction in the amount of retraction of the movable core 18th in the magnet 16 reduces the inductance of the magnet 16 , which is an increase in the current passing through the magnet 16 flows, results.

These relationships between the change in current passing through the magnet 16 flows, and the change in the depth of engagement between the pinion 16 and the ring gear are in 9 shown. Thus, as in 8th shown if the pinion 15th in the ring gear 22nd is solved at time t32, the current peak value Are of the current flowing through the magnet 16 flows, greater than a preset threshold Ath (see 9 ). Then, the position detector PD determines that the pinion looseness has occurred. The ECU 30th can thereby determine that the pinion looseness has occurred.

In the sixth modification, each position detection signal is designed to allow the current, positive and negative, through the magnet 16 to flow, however, it can be designed to allow the current to flow positively or negatively through it.

According to the seventh modification, is the ECU 30th designed to determine whether the pinion 15th with the ring gear 22nd is engaged based on a result of the determination by the position detector PD. Thus, the ECU 30th after the pinion loosening has occurred, determine whether the pinion is 15th with the ring gear 22nd again based on a result of the determination of the position detector PD is engaged and can control the energization and non-energization of the magnet 16 based on a result of the determination.

In particular, the ECU 30th designed according to the seventh modification to the magnet 16 to energize to the pinion 15th to the ring gear 22nd to postpone in response to if the pinion loosening by the position detector PD after the automatic stop of the machine 20th occured. While energizing the magnet 16 the position detector PD determines whether the pinion 15th again completely with the ring gear 22nd is engaged. When it is determined by the position detector PD that the pinion 15th again completely with the ring gear 22nd is engaged, energizes the ECU 30th the magnet 16 after a preset time since the determination of the engagement between the pinion 15th and the ring gear 22nd has not passed. This modification can reduce the power consumption of the battery 12th after the complete engagement between the pinion 15th and the ring gear 22nd to reduce.

While the illustrative embodiment and its modifications of the invention have been described herein, the present invention is not limited to the various embodiments and modifications described herein, but it includes all embodiments with modifications, disregards, combinations (e.g. of aspects over different embodiments), Adjustments and / or alternations appreciated by those familiar with this technique based on the present disclosure. The limitations in the claims are to be interpreted broadly based on the language used in the claims and not applied to examples described in the present specification or during the course of the application making the examples non-exclusive.

Claims (6)

System (1) for controlling a starter (10) with an actuator (AC) which, when excited, a pinion (15) of the starter (10) with a ring gear (22) which connects to an output shaft (12a) of an internal combustion engine (20) is coupled, after automatically stopping the internal combustion engine (20), and for rotating the pinion (15) to thereby crank the internal combustion engine (20) in response to an occurrence of an engine restart condition, the system ( 1) comprises: a pinion engagement unit configured to energize the actuator (AC) to pre-engage the pinion (15) with the ring gear (22) prior to the occurrence of the engine restart condition; a pinion disengagement determining unit configured to determine whether disengagement of the pinion (15) from the ring gear (22) has occurred after the pinion (15) is pre-engaged with the ring gear (22) before the engine restart condition is met is; and a control unit (30) configured to control how to control the pinion (15) according to a result of the determination by the pinion disengagement determining unit, characterized in that the control unit (30) is configured to : a rotation of the pinion (15) starts in response to the occurrence of the engine restart condition when it is determined that the disengagement of the pinion (15) from the ring gear (22) has not occurred; and rotation of the pinion (15) starts after a preset delay time has elapsed from the occurrence of the engine restart condition when it is determined that disengagement of the pinion (15) from the ring gear (22) has occurred. System according to Claim 1 , characterized in that the control unit (30) is designed such that it is within a period of time after Determination of the occurrence of the loosening up to the occurrence of the machine restart condition again an engagement of the pinion (15) in the ring gear (22) by the actuator (AC) if it is determined that the pinion (15) is being released from the ring gear (22) has occurred. System according to Claim 2 , characterized in that the control unit (30) is configured in such a way that it carries out an excitation and a non-excitation of the actuator (AC) several times within the time period. System according to Claim 2 , characterized in that the control unit (30) is configured such that it starts the excitation of the actuator (AC) within the period and continues the excitation of the actuator (AC) within the period. System according to one of the Claims 2 until 4th , characterized in that the pinion engagement unit and the control unit (30) generally include a battery (12), and each of the pinion engagement unit and the control unit (30) is configured to control the actuator (AC) based on one of the battery (12) ) supplied power, further comprising: a detection device configured to detect a remaining amount of charge in the battery (12), wherein the control unit (30) is configured to detect this based on the detected remaining amount Charge in the battery (12) changes the excitation of the actuator (AC) when the pinion (15) is brought into engagement with the ring gear (22) again within the period of time. System (1) according to one of the Claims 1 until 5 characterized in that the pinion engagement unit is configured not to energize the actuator (AC) after a preset period of time has elapsed from the completion of the pre-engagement of the pinion (15) with the ring gear (22).

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