FR2489890A1 - STOPPING AND STARTING DEVICE FOR AN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

THIS DEVICE INCLUDES A FLYWHEEL S1 OF THE USUAL SOLIDARITY TYPE OF THE CRANKSHAFT 5 AND WHICH COOPERATES WITH THE ELECTRIC STARTER AND ALSO WITH THE CLASSIC CLUTCH K1. THIS STEERING WHEEL CONTAINS A SECOND STEERING WHEEL S2 WHICH TURNS INSANE IN THE FIRST AND CAN BE MADE SOLIDARITY OF THE FIRST AND CRANKSHAFT 5 BY AN ELECTROMAGNETIC CLUTCH K2. THE ACCELERATOR PEDAL 31 IS CONNECTED TO SWITCHES 36, 37 WHICH ARE ONLY CLOSED WHEN THE PEDAL IS PRESSED. WHEN THE PEDAL IS RELEASED, A SWITCH 36 DEACTIVATES THE K2 CLUTCH AND THE OTHER 37 INTERRUPTS THE ENGINE IGNITION OR FUEL SUPPLY WITH TIMER (TIMER 43). WHEN THE VEHICLE IS STOPPED ENOUGH LONG, FOR EXAMPLE AT A RED LIGHT, AND THE ENGINE HAS BEEN STOPPED, THIS ENGINE IS AUTOMATICALLY STARTED BY STEERING WHEEL S2 WHEN THE DRIVER PRESSES THE PEDAL 31.

Description

The present invention relates to a stop and start device

  of the internal combustion engine of a motor vehicle, of the type which comprises a first clutch for starting and / or changing gears and a second clutch or flywheel clutch, at least

  one of the two clutches and the ignition and / or fuel

  tion of fuel from the internal combustion engine being

  controlled by servo devices whose operation

  ment is linked to the movements of the accelerator pedal in such a way that, when this pedal is released, at least the flywheel clutch is disengaged and the ignition and / or the fuel supply are interrupted, in order to stop the engine while when the pedal

  the accelerator is depressed, the ignition and / or the

  fuel to be restored to start

engine.

  This type of stop and start device

  internal combustion engine of a motor vehicle

  was known until now only by articles published in technical reviews for example "Auto-Motor und

  Sport "No. 23 of November 7, 1979, pages 44 and 46 or" Auto-

  mobilrevue "no 23 of May 29, 1980 page 45, which come from

of the Volkswagen Company.

  Insofar as one can understand the function

  based on the diagrams and briefs of-

  published reviews, a first starting clutch and

  gearshift cooperates, with an inertia flywheel

  tie mounted idle and with the gearbox, while a second flywheel clutch cooperates with the

  internal combustion engine and with the flywheel mounted mad.

  In the present description, provision is made

  means for controlling the two clutches using vacuum-controlled devices. In the first case,

  the flywheel mounted mad is fitted with a toothed crown

  marrage cooperating with a conventional electric starter.

  The device described in this previous publication

  allows you to automatically stop the engine of a

248989O

  vehicle during traffic stops and restart it quickly and easily, simply by pressing

  the accelerator pedal, and by exploiting the accumulated energy

  mule in the steering wheel which is still rotating. Well-

  tense, for this it is necessary to perform a com-

  sequential control of the two servo-controlled clutches.

  This known device for stopping and starting the mo-

  internal combustion tor of a motor vehicle therefore has

  the disadvantage of being relatively expensive to build

  and, moreover, it requires an expensive control device. Furthermore, as can be deduced from the diagrams, any failure of the assist energy

  may cause the vehicle to break down.

  The invention aims to improve a stop and start device of almost this type so

  lower its manufacturing costs and keep it running

  even if there is a failure to

assist energy.

  According to the invention, this problem is solved by a

  engine stop and start device of the pre-

  cited, characterized in that the starting clutch and / or gear change is interposed between a part

  a first flywheel, which is integral with the city-

  internal combustion engine crankshaft and a freewheel device mounted on the primary shaft of the gearbox and in that the slave flywheel clutch is interposed between said part of the first flywheel and a second flywheel which went up to turn

  freely in said first Dartie of the steering wheel.

  The fact that the starting and / or shifting clutch is interposed between a first part of the flywheel which is itself integral with the

  crankshaft of the internal combustion engine and a device

  freewheel mounted on the primary shaft of the gearbox and that the slave flywheel clutch is interposed between the first part of the flywheel and a second flywheel which is mounted loose in the first flywheel and the use of an expensive control device associated with a starting clutch and gear shift is superfluous and one can continue to use the vehicle normally even in the event of a power failure assistance. The division of the flywheel into two masses

  according to the invention has the advantage that,

  during a normal gear change, using the

  gearshift clutch, no need to

  speed up or slow down as the lower mass of the first flywheel and that the acceleration of the first flywheel Si occurs after the gearshift process, largely due to the kinetic energy of the second flywheel d inertia S2, which also has the effect of saving fuel during the gear change. Since it is only after the engagement

  of the gearshift clutch and after

  cement of the accelerator pedal as the clutch of

  the inertia lamp is also engaged, the combustion engine

  internal work in normal operation with a

  flywheel having a greater mass, which

  helps to ensure a more regular rotation of the engine.

  The flywheel servo clutch may be preferred.

  an electromagnetic clutch but, of course,

  it is also possible to use another type of em-

  clutch, for example pneumatic or hydraulic.

  The starter and shift clutch

  port is preferably a conventional disc friction clutch, since it cooperates with a wheel device

  free and with a classic gearshift mechanism

  sics. However, the starter clutch can also

  be a conventional hydraulic clutch or a converted

  hydrokinetic torque sor if using a continuously variable speed variator or a planetary gearbox. The automatic separation function

  hydraulic clutch or hydrokinetic converter

  tick during its operation with sliding allows

  this device to have its own freewheeling device.

  The electro-clutch control device

  magnetic by means of switches actuated according to the accelerator pedal is only one of the many possible embodiments and should not

  therefore not be considered as limiting modes of rea-

  of the device control.

  Other features and advantages of the invention

  tion will appear during the description which follows.

  In the accompanying drawings, given only by way of example, - Figure 1 shows a stop and start device according to the invention which comprises a mechanical clutch and an electrical control device which are shown schematically; - Figure 2 is a vertical section of a mode of

  production of a set of mechanical clutches.

  In FIG. 1, the engine block 1 of a

  internal combustion is connected by a gearbox housing

  braids 2 to a gearbox 3. A set of clutch-

  mechanical ges 4 according to the invention is housed in the car-

  ter 2 of the gearbox and interposed between the vile-

  internal combustion engine pin 5 and the main shaft

  mayor 6 of the gearbox. The clutch assembly

  mechanical is essentially constituted in the case con-

  stunned by a first flywheel Si which is solid

  the crankshaft 5 and by a second flywheel S2 which is mounted to rotate freely inside the

  first steering wheel. The clutch assembly 4 also includes

  a K1 starter and / or gearshift clutch which is connected, on the one hand, to the first flywheel Si and

  via a freewheel device F at the rear

  bre Drimaire 6-of the gearbox. This set includes

  also takes a slave clutch K2 of the steering wheel which is interposed between the first steering wheel Si and the second steering wheel S2. In the embodiment taken for example, the slave clutch K2 is an electromagnetic clutch

  which is operated by an electrical control device.

  To explain in more detail the

  seems mechanical clutches, we will now describe the structure of this assembly with reference to Figure 2. The first flywheel Si includes a hub 7 which is integral with the crankshaft 5, a friction disc 8 movable in the axial direction, a clutch of servo wheel

  K2, a bell 9 which carries a toothed starting crown

  ror 10, a closing plate 11 and the rotary part 12 of the starting and shifting clutch K1. The second steering wheel S2 includes a massive steering wheel 13

  disposed in the bell 9 and the hub 15 of which rotates freely

  ment, on the one hand in the crankshaft 5 and, on the other hand,

  in the closing plate 11, by means of bearings 14.

  The mounting of the hub 15 using the bearings 14 serves, on the one hand, to ensure the flywheel 13 as freely as possible rotation and, on the other hand, to absorb the forces

  of the flywheel clutch K2 when it is tightened.

  The slave steering clutch K2 is an electromagnetic clutch whose movable friction disc 8 is connected by means of pressure fingers 16 to a frame

  annular 17 which is in the air gap of an electro-

  circular magnet 18 fixed to the engine block 1. As soon as the elec-

  tro-magnet 18 is excited, it applies the friction disc 8 against the flywheel 13, overcoming the force of a spring

reminder 19.

  The starter and shift clutch

  port K1 is an essential friction disc clutch-

  classic with friction disc 21 mounted

  on a hollow clutch hub 22 which on the one hand journal-

  ne on an extension 23 of the closure plate 11 by means of a bearing 24 and, on the other hand, is connected to the inner ring 25 of a freewheel device F,

  which is a freewheel device with jamming rollers 26.

  The outer ring 27 of the freewheel device 26 is connected to the primary shaft 6 of the gearbox and

  the entire freewheel device 26 is preferably

  Rence arranged, inside the casing 2, in a casing

  freewheel 28 which is advantageously connected to the cham-

  gearbox oil bre 3.

  The operation of the starting clutch and gear change Kl is carried out in a conventional manner, using a device 29 comprising a lever and a

clutch release bearing.

  The operating mode of the stop device

  and starting for internal combustion engine of vehicle

  automobile according to the invention will be described below

opposite Figures 1 and 2.

  The electrical control device of FIG. 1 will first be described. The pedal 31 of the vehicle accelerator, which controls the throttle valve via a Bowden cable 32, and which is held in a position of rest determined by a spring of

  reminder, is connected by a mechanical linkage to a

  switching positive 34 which can be fixed, for example,

  to the underside of the apron 35 of the motor vehicle.

  The device 34 includes a switch 36 acting

  on the switching circuit 42 of the electric clutch

  tromagnetic and a switch 37 acting on the circuit

  cooked switch 44 of ignition and / or power supply

  engine fuel. The two switches 36

  and 37 are mounted to slide inside the device.

  switching point 34 along guides 38 under the action of a part 39 for recalling the blades of the switches or of a support 40. The part 39 is constructed in such a way that when the accelerator pedal 31 is depressed,

  the two switches 36 and 37 are first of all action-

  born so that while continuing to depress the accelerator pedal the switch and holder 40

  move together along the guides 38. The sup-

  port 40 is permanently in contact with the positive wire 41 which is connected to the classic ignition switch of the

  vehicle. Another timed switch 43 and a selector

  45 are inserted in circuit 44 of the ignition

  and / or the fuel supply.

  We will now consider the operation of the

  stop and start device according to the invention.

  We will take as a basis the fact that the vehicle engine

  was launched in the classic way by an electric starter

  the engine is running. As soon as the conduc-

  the vehicle wants to reduce the speed, it releases the

  accelerator pedal 31 and, under this effect, the interrup-

  teurs 36 and 37 which are actuated when the pedal 31 is depressed open and, in this way, the circuit 42

  of the electromagnetic clutch K2 is direct-

  completely disabled. As a result, the second steering wheel S2 conti-

  naked to turn at its initial speed when the engine rotation speed and the vehicle speed are already

  reduced. First, the circuit 44 for controlling the al-

  engine light and / or fuel supply

  is not yet interrupted since the time switch

  risé 43 does this interruption only after a determined delay. The timing of the switch 43 is preferably adjustable and is preferably adjusted so that the ignition or the fuel supply are not interrupted for the time necessary for

  a normal gear change. Indeed, it can occur

  Note that the driver only released the accelerator pedal because he wanted to make a normal gear change with the starter and KI gearshift clutch. As soon as it presses the accelerator pedal again after making the gear change, the electromagnetic clutch K2 is engaged again.

  However, if the release of the accelerator pedal

  lerator 31 is not intended for a gear change, the release time set by the timed switch 43 is then exceeded and this switch 43 interrupts circuit 44 and, with this circuit, it interrupts ignition and / or l motor power. The vehicle then continues

  to run with the engine stopped, the electromagnetic clutch

  that K2 disengaged and the starting clutch and gear change K1 still engaged, the freewheel device F having the effect that the rolling of the vehicle does not drive the engine. In this way, the vehicle does not consume fuel when it descends a slope with the

  accelerator pedal released and with engine stopped.

  If the driver now wants to resume

  speed, all he has to do is press the accelerator pedal 31

  lerator, which has the effect of engaging the electric clutch

  tromagnetic K2 and restore ignition and / or power

  fuel in the engine, the engine then being relaunched without difficulty by the kinetic energy of the flywheel S2 which, at this time, is still rotating at its speed

initial.

  However, if the driver reduces speed by

  braking to an extent sufficient to stop the vehicle

  for example, at a red light, it disengages the K1 starter and gearshift clutch in the usual way just before the vehicle comes to a stop and puts the gearbox in neutral. At this time, the engine is automatically stopped and it no longer consumes fuel. As soon as the driver wants to resume his journey, when the traffic light turns green, he disengages the starter and gearshift clutch K1 in the usual way, starts a gear

  and press the accelerator pedal. At this time, the em-

  electromagnetic clutch K2 engages automatically and the engine is started by the S2 flywheel. The time normally required to gradually engage the clutch of

  starting K1 is sufficient to start the engine.

  The driver can therefore continue his journey

  cement without delay. The stop and start device according to the invention has the advantage of allowing the driver to drive his vehicle entirely from the

usual way.

Claims (8)

  1. Device for stopping and starting the internal combustion engine of a motor vehicle, of the type which comprises a first clutch for starting and / or changing gears and a second clutch or flywheel clutch, at least one of the two clutches and the ignition and / or the fuel supply of the internal combustion engine being controlled by slave devices whose operation is linked to the movements of the accelerator pedal so that, when this pedal is released, at least the flywheel clutch   either disengaged and ignition and / or fuel supply-   be interrupted, to stop the engine while   that when the accelerator pedal is depressed, the   mage and / or fuel supply are restored   to start the engine, characterized in that the em-   starting and / or shifting clutch (K1)   is interposed between part of a first flywheel   tie (Si) which is integral with the crankshaft (5) of the engine   internal combustion and a freewheel device (F)   tee on the primary shaft (6) of the gearbox and in that the slave clutch (K2) of the flywheel is interposed between said part of the first flywheel (Si) and   a second flywheel (S2) which is mounted for turn-   loosen freely in said first part of the steering wheel (Si).   2. Device according to claim 1, charac-   characterized in that the first flywheel (Si) comprises a hub (5) integral with the crankshaft (5), a disc of   friction (8) movable in the axial direction of the clutch   steering wheel age (K2), a bell (9) carrying the starter ring gear (lo) of the starter, a closing plate   (11) and the rotary part (12) of the starter clutch   rage and / or gear change (K1) and in that the second flywheel (S2) consists of a solid flywheel (13) which is arranged in the bell (9) and the idler hub (15) of this steering wheel, which is mounted, on the one hand in the   crankshaft (5) and, on the other hand, in the closing plate   ture (11) by means of bearings (14).   3. Device according to one of claims 1   and 2, characterized in that the flywheel clutch of inert-   bonded tie (K2) is produced in the form of an electromagnetic clutch, the movable friction disc (8) of which is connected by pressure fingers (16) to a frame   annular (17) which is in the air gap of an electro-   circular magnet (18) fixed to the engine block of the   internal combustion (1) and which, when excited,   folds the friction disc (8) against the flywheel (13) mounted idly overcoming the action of a return spring (13).   4. Device according to any one of the res-   dications 1 to 3, characterized in that the release clutch   shift and / or gear change (K1) is performed   in the form of a friction friction disc clutch   essentially classic concept including the fric-   tion (21) is mounted on a hollow clutch hub (22) which, on the one hand, is mounted on an extension (23) of the closure plate (11) by means of a bearing (15) and, on the other hand, is connected to the inner ring (25) of a freewheel device (F) produced in the form of a   jamming roller device (26) including the outer ring   lower (27) is connected to the primary shaft (6) of the gearbox, the jamming roller device (26) being housed inside the casing (2) of the gearbox, in a wheel casing free (28) which is itself connected   to the gearbox oil chamber (3).   5. Device according to any one of the res-   dications Ia to 3, characterized in that the clutch of de-   marrage (Kl) is a hydraulic coupler or a convertor   conventional hydrokinetic torque sor, which performs the function of the freewheel device (F) and which is connected to a conventional continuously variable variator, or to a   epicyclic transmission mechanism.   6. Device according to any one of the res-   dications 1 to 5, characterized in that the control of the electromagnetic clutch (K2) is ensured by a switching device (34) connected to the accelerator pedal (31) and by means of which, when the pedal (31) is pressed, a switch (36) closes a switching circuit (42) to energize the electromagnet (18) and a switch (37) closes a switching circuit (44) to activate the ignition and / or feeding in   engine fuel while the accelerator pedal   the operator (31) is released, the switching circuit (42) is directly interrupted and the switching circuit   (44) is interrupted with delay by a time switch   laughed whose time delay is adjustable and corresponds to   the normal duration of a gear change.   7. Device according to any one of the res-   dications 1 to 6, characterized in that the interruption of the switching circuit (44) for controlling the ignition and / or the fuel supply to the engine can   be canceled by a selector switch (45).   8. Device according to any one of the res-   dications 1 to 6, characterized in that the switching device (34) comprises a pole return piece   (39) which is mechanically connected to the foot pedal (31)   operator and which, on the one hand, actuates the switches (36 and 37) fixed on a support (40) and on the other hand, moves the support (40) of the switches together with the movement of the pedal (31) of accelerator, along a guide (38), the support (40) sliding with a friction resistance on the guide (38) so that, when the accelerator pedal is released, the support (40) remains in place, the switches (36 and 37) are first opened by the return piece (39) of   the switch and, then, the support (40) of the interrup-   tor is brought back to its starting position by the piece of reminder (39).