JP2000220556A - Engine control system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently transmit torque at a minimum essential power consumption without depending upon a electromagnetic clutch. SOLUTION: A two-way clutch is provided with an inner ring 51, an outer ring 55 coaxial with this inner ring 51, and a sprag 52 between the inner ring 51 and outer ring 55 so as to be able to incline in the side peripheral direction or the other peripheral direction to cut the transmission of the torque of a starter motor from the outer ring 55 to the inner ring 51 during the slipping of the outer ring 55 due to the rotation of the starter motor, when an engine temporarily stops, by means of the sprag 52. This constitution allows the torque transmission to a compressor from the starter motor during the temporary stop of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control system such as a system for stopping an engine when a vehicle stops.

[0002]

2. Description of the Related Art Conventionally, for example, in an automatic start / stop system of an engine mounted on a vehicle, when the vehicle stops at an intersection or the like while driving in a city area, the engine is turned off when a predetermined engine stop condition is satisfied. The engine is automatically stopped, and then automatically restarted when predetermined engine start conditions are satisfied.

[0003] As a result, fuel for the engine can be saved and exhaust gas emission can be improved. In addition, such an automatic start / stop system is expected to be mounted particularly on a route bus or the like.

[0004]

By the way, in the above-mentioned automatic starting system, when the air conditioner mounted on the vehicle operates under the operation of the engine to perform the air conditioning function and blows air into the vehicle interior, As described above, when the engine is also stopped along with the stop of the vehicle, the operation of the air conditioner is stopped, and the ventilation into the vehicle compartment is interrupted. As a result, there is a problem that an occupant is given an unpleasant air conditioning feeling.

On the other hand, in the automatic start system described above, even if the engine is stopped when the vehicle stops at an intersection or the like, the ventilation by the air conditioner into the passenger compartment is maintained, so that the above-mentioned occupant is uncomfortable. It is conceivable to reduce a feeling of air conditioning. In this case, when the engine is stopped,
The compressor of the refrigeration cycle device installed in the air conditioner,
The engine is disconnected from the engine by dissociation of the electromagnetic clutch, and is driven by a starter motor to maintain the air flow. When the engine is restarted, the electromagnetic clutch is engaged and the engine is started by the starter motor. After the engine is restarted, the compressor is driven by the engine under the engagement of the electromagnetic clutch to maintain the air flow. I do.

However, in the above-mentioned electromagnetic clutch, torque is transmitted by a frictional force generated between a friction plate of the stator and the rotor when the stator attracts the rotor by the electromagnetic force of the electromagnetic coil. Therefore, in order to transmit the torque required to drive the engine, it is necessary to increase the size of the friction plate or the size of the electromagnetic coil of the stator to increase the frictional force of the friction plate. As a result, there arises a problem that the outer dimensions of the electromagnetic clutch are increased.

In addition, since the electromagnetic clutch is of a type that is engaged by energizing the electromagnetic coil, it is necessary to always energize the electromagnetic coil while the engine is rotating, which leads to wasteful consumption of electric power. On the other hand, when a spring-closed electromagnetic clutch is adopted as the electromagnetic clutch, it is necessary to always energize the electromagnetic coil and maintain the electromagnetic clutch in a disengaged state against the spring force when the engine is stopped. In some cases, this leads to waste of power.

Therefore, any type of electromagnetic clutch causes a problem that the load on the battery increases. In view of the above, the present invention provides a vehicle engine control system capable of transmitting a sufficient torque without depending on an electromagnetic clutch and with a necessary minimum power consumption. With the goal.

[0009]

In order to solve the above problems, according to the first aspect of the present invention, a vehicle engine control system includes a clutch for controlling the torque of a starter motor (17) when starting an engine (E). A mechanism (50) temporarily transmits the torque to the engine, and during operation of the engine, the torque of the engine is transmitted to the auxiliary device (6) by a clutch mechanism.
0), and when the engine is temporarily stopped, the auxiliary machine is disconnected from the engine by the clutch mechanism.

In this dual-purpose engine control system,
The clutch mechanism includes a first annular member (51) connected to a crankshaft (16) of the engine, and a second annular member concentrically provided on the first annular member and connected to a rotation shaft of an accessory. (55) and the first and second annular members are provided between the first and second annular members so as to be tiltable in one circumferential direction or the other circumferential direction, and the first and second annular members are tilted in the one circumferential direction. Becomes the first meshing state with the member and reduces the torque of the starter motor to the second.
The torque is transmitted from the annular member to the first annular member, and the second annular member is brought into a second meshing state with the first and second annular members due to the tilting in the other circumferential direction. When the engine is temporarily stopped, the second meshing state is released by idling of the second annular member accompanying rotation of the starter motor, and transmission of torque of the starter motor from the second annular member to the first annular member is cut off. A torque transmitting member (52) is driven by electromechanical energy so that the torque transmitting member is tilted in the one circumferential direction when the engine is started, and is tilted in the other circumferential direction during operation of the engine. Driving elements (53, 54, 5
6, 57, 55c, 58, 120).

The driving means (230, 231, 24)
0, 241) drives the starter motor to maintain the operating state value of the auxiliary machine when the auxiliary machine is operating when the engine is temporarily stopped. In this way, when the auxiliary machine is in the operating state when the engine is temporarily stopped, the starter motor is driven to maintain the operating state value of the auxiliary machine. Therefore, the auxiliary machine is driven by the starter motor without stopping its operation.

As a result, for example, when the accessory is a compressor of an air conditioner, even when the engine is temporarily stopped,
Since the operation of the compressor is maintained by the starter motor, the feeling of air conditioning by the air conditioner before the engine is temporarily stopped can be maintained as it is. Also, the clutch mechanism
If it is configured to generate electromagnetic energy when the torque transmitting member is brought into the first meshing state and to generate mechanical energy when bringing the torque transmitting member into the second meshing state, the torque from the starter motor to the engine is generated. Power is consumed only during transmission. As a result, power consumption can be significantly reduced as compared with the case where a so-called electromagnetic clutch is used.

Further, since the clutch mechanism having the above structure is employed in place of the electromagnetic clutch, sufficient torque transmission can be achieved without increasing the outer shape of the clutch mechanism. According to the invention described in claim 2, the vehicle engine control system includes a first annular member (51) connected to the crankshaft (16) of the engine (E), and concentric with the first annular member. Between the first and second annular members, between the first and second annular members, and the second annular member (55) tilted in the one side circumferential direction or the other side circumferential direction between the first annular member and the second annular member. Is provided so as to be tilted in the circumferential direction.
And the first annular member is brought into a first meshing state with the second annular member to transmit the torque of the starter motor (17) from the second annular member to the first annular member, and the first and second annular members are tilted in the other circumferential direction. The second meshing state is established with the member, and the torque of the engine is transmitted from the first annular member to the second annular member. When the engine is temporarily stopped, the second meshing state is released by idling of the second annular member accompanying rotation of the starter motor. A torque transmitting member (52) for interrupting transmission of the torque of the starter motor from the second annular member to the first annular member; and, when starting the engine, tilting the torque transmitting member in the one side circumferential direction. During the operation of the driving elements (53, 54, 56, 57, 55c, and 55c,
And a driving mechanism (230, 231) for driving a starter motor so as to maintain the operating state of the auxiliary machine when the auxiliary machine is operating when the engine is temporarily stopped. , 240, 241).

According to this, the same operation and effect as the first aspect can be achieved. According to the third aspect of the present invention, in the vehicle engine control system according to the first or second aspect, the engine is temporarily stopped by being connected between the rotation shaft of the starter motor and the second annular member. Later, when the engine is restarted, a torque reduction mechanism (130, 14) for reducing the transmission torque from the starter motor to the second annular member.
0, 150).

Thus, when the engine is restarted after the engine is temporarily stopped, the starter motor, ie, the second
The impact accompanying torque transmission from the annular member to the crankshaft of the engine, that is, the first annular member is reduced. As a result, while ensuring the above-mentioned effects of the invention according to claim 1 or 2,
The engine can be restarted smoothly.

[Detailed Description of the Invention]

[0017]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 1 shows an embodiment of a vehicle engine automatic start / stop system to which the present invention is applied.

The four-cylinder engine (hereinafter referred to as engine E) of the vehicle includes an engine body 10. The engine body 10 controls the flow of air flowing through the throttle valve 12 into the intake pipe 11 through the intake manifold 13. And mixes the intake air flow with fuel injected from the fuel injector through the plurality of fuel injectors 14 to form an air-fuel mixture, and the air-fuel mixture is burned in a combustion chamber by ignition of a spark plug. Exhaust manifold 1
5 is exhausted as exhaust gas.

Thus, the engine E transmits power to the power transmission device 30 via the crankshaft 16 by its operation. In FIG. 1, reference numeral 40 denotes an automatic transmission, and reference numeral P denotes an accelerator pedal for adjusting the opening of the throttle valve 12. Further, the engine E includes a starter motor 17, and the starter motor 17
Supported on the outer wall of the engine body 10, as described below,
By the operation, the cranking of the engine E and the driving of the compressor 60 are performed.

The engine E has a two-way clutch 50.
The two-way clutch 50 includes a belt mechanism 7 together with the starter motor 17 and the compressor 60.
0 are interconnected. Similarly, a water pump, a power steering pump, and the like also have a belt mechanism 7.
0 are interconnected. 2-way clutch 50
Is coaxially connected to the crankshaft 16 of the engine E as shown in FIGS. 1, 2 and 4, and the two-way clutch 50 includes an inner race 51 and a plurality of sprags 52.
(Only one sprag 52 is shown in FIGS. 2 and 4), an annular outer retainer 53 and an annular inner retainer 54, and coaxial with the inner ring 51 via the sprags 52, the outer retainer 53 and the inner retainer 54. And an outer ring 55 supported by the outer ring 55.

The inner race 51 is connected to the crankshaft 16 of the engine E.
Is supported coaxially. The plurality of sprags 52 are interposed between the inner race 51 and the outer race 55 at intervals. Since each sprag 52 has the same configuration, the configuration will be described using the sprag 52 shown in FIG. 2 as an example. The sprag 52 has a cross-sectional shape as shown in FIG. 4, and the sprag 52 is formed in an arc shape that is outwardly convex at both upper and lower end surfaces 52a and 52b. Note that the vertical center portions of both side surfaces of the sprag 52 are formed in a concave shape so as to approach each other.

Here, when the sprag 52 is in a tilted state as shown in FIG. 4A or 4B, it engages with the inner surfaces of the inner race 51 and the outer race 55 at the upper and lower end surfaces 52a and 52b. Hereinafter, the meshing state in the tilting state as shown in FIG. 4A is referred to as a first meshing state, and FIG.
The meshing state in the tilted state as shown in (b) is referred to as a second meshing state.

As shown in FIG. 2, the annular outer retainer 53 has an annular plate portion 53a between the front wall 55a of the outer ring 55 and the front wall of the cylindrical portion 51a of the inner ring 51. Each of the arc-shaped holding portions 53b of the outer retainer 53 is provided between the outer peripheral wall 55b of the outer ring 55 and the outer peripheral wall of the cylindrical portion 51a. It is bent and extended in an L-shape from the outer peripheral portion of the annular plate portion 53a (see FIG. 4).

As can be seen from FIG. 2, the annular inner retainer 54 has an annular plate portion 54a between the front wall 55a of the outer ring 55 and the front wall of the cylindrical portion 51a of the inner ring 51. Each arc-shaped holding portion 54b of the internal retainer 54 is provided between the two adjacent sprags 52 between each arc-shaped holding portion 53b and the outer peripheral wall of the cylindrical portion 51a. It is bent and extended in an L-shape from the outer peripheral portion of the ring plate portion 54a (see FIG. 4).

The two-way clutch 50 includes a switching spring 56 and a disk-shaped armature 57 as shown in FIG. The switching spring 56 is interposed between the front wall 55a of the outer ring 55 and the front wall of the cylindrical portion 55b of the inner ring 51, and is locked between the outer retainer 53 and the inner retainer 54. Thereby, the switching spring 56
Generates a spring force for urging the holding portion 53b of the external holder 53 leftward in FIG.

The armature 57 is provided on the cylindrical portion 5 of the inner ring 51.
1a is interposed between the rear wall of the outer ring 55 and the rotor portion 55c of the outer ring 55. The armature 57 is coaxially supported by the rear boss portion 51b of the inner ring 51 at its central hole so as to be relatively movable. Have been. Also, this armature 57
As shown in FIGS. 2 and 3B, the external holder 5 is held between the adjacent holding portions 53b of the external holder 53 by the claws 57a.
3 and is rotatably engaged therewith.

As shown in FIG. 2, the two-way clutch 50 includes a solenoid-shaped coil 58 (hereinafter, referred to as a clutch coil 58). The clutch coil 58 is fixed to the engine body 10 by a fixing member 59. In the annular housing portion 59a. The clutch coil 58 forms a magnetic circuit together with the rotor portion 55c by excitation, and attracts the armature 57 to the right in FIG. Thereby, the armature 57 is connected to the rotor portion 55c.
And can be rotated integrally with the outer ring 55. Further, the clutch coil 58 is demagnetized so that the rotor 55
The suction of the armature 57 by c is released. Thereby, the integral rotation of the armature 57 with the outer ring 55 is released.

The two-way clutch 50 constructed as described above
, When the clutch coil 58 is excited, the external retainer 53
4A, the upper portion of the sprag 52 is pushed by the holding portion 53b in the direction of arrow A shown in FIG. 4A. Therefore, each sprag 52 is in the first meshing state. This means that the direction from the outer ring 55 to the inner ring 51 (FIG. 3A)
Means the torque transmission is possible.

When the coil 56 is degaussed, the external retainer 53 receives the spring force of the switching spring 56 at the retaining portion 53b to move the upper part of the sprag 52 in the direction opposite to the arrow B shown in FIG. Push. Thereby, each sprag 5
2 is in the second meshing state. This means that the direction from the inner ring 51 to the outer ring 55 (see the arrow b in FIG. 3B).
Means that the torque can be transmitted.

In other words, the two-way clutch 50 applies the torque from the belt mechanism 70 to the inner ring 5 from the outer ring 55 when the sprag 52 is in the first meshing state (see FIG. 3A).
1 to the crankshaft 16 and the sprags 52
In the second meshing state (see FIG. 3B), the torque from the crankshaft 16 is transmitted from the inner ring 51 to the belt mechanism 70 via the outer ring 55. Also, 2-way clutch 50
Releases the second meshing state of the sprag 52 with the rotation of the outer ring 55 in the direction indicated by the arrow C in FIG.

As shown in FIG. 2, the front wall 55a of the outer race 55 has a central hole through an inner race 5 through a bearing B1.
It is coaxially supported by one front boss 51c. The rotor portion 55c is coaxially supported by a rear boss portion 51b of the inner race 51 via a bearing B2 at a central boss portion.
The rear boss 51b of the inner ring 51 is coaxially supported in the central boss of the fixing member 59 via the bearing B3.

The compressor 60 is mounted on the outer wall of the engine body 10 and constitutes one component of the refrigeration cycle device of the air conditioning system of the vehicle. The air conditioning system exerts an air conditioning function according to the operation of the compressor 60 of the refrigeration cycle device. The belt mechanism 70 includes a plurality of pulleys 71 to 73 and a belt 74.
The pulley 71 is coaxially supported by the rotation shaft of the starter motor 17, the pulley 72 is coaxially supported by the rotation shaft of the compressor 60, and the pulley 73 is
0 is coaxially supported by the outer ring 55.

The belt 74 is connected to each of the pulleys 71, 7
2 and 73, which are rotated with the rotation of the crankshaft 16 or the starter motor 17 to rotate the compressor 6.
Transmit torque to zero. The engine automatic start / stop control system includes a vehicle speed sensor 80, a brake sensor 80a,
A shift sensor 80b, a throttle sensor 80c, and a rotation sensor 80d are provided. The vehicle speed sensor 80 detects the vehicle speed of the vehicle. The brake sensor 80a detects depression of a foot brake of the vehicle. Shift sensor 80
b detects the shift position of the automatic transmission 40. The throttle sensor 80c detects the opening of the throttle valve 12. The rotation sensor 80d detects the number of rotations of the engine.

The operation switch 8 of the air conditioning system
The air conditioner switch 0f (hereinafter, referred to as an air conditioner switch 80f) is operated at the time of starting the air conditioning of the air conditioning system to start the air conditioning of the vehicle interior of the vehicle by the air conditioning system. Also,
The engine automatic start / stop control system includes a microcomputer 90, which according to the flowcharts shown in FIGS. 5 and 6, has a vehicle speed sensor 80, a brake sensor 80a, a shift sensor 80b, a throttle sensor 80c, Rotation sensor 80
The computer program is executed based on each output of d and the turning on of the air conditioner switch 80f. During this execution, the microcomputer 90 performs arithmetic processing necessary for controlling the ignition relay 90a, the fuel relay 100, the inverter 110, and the switching circuit 120.

The microcomputer 90 operates according to the power supply from the battery Ba via the ignition switch IG. The computer program is stored in the ROM of the microcomputer 90 in advance. The ignition relay 90a is turned on under the control of the microcomputer 90 to generate an ignition voltage from the ignition circuit 20. The fuel relay 100 selectively drives each fuel injector 14 to inject fuel under the control of the microcomputer 90. The inverter 110 drives the starter motor 17 under the control of the microcomputer 90. The switching circuit 120 controls the clutch coil 56 of the two-way clutch 50 under the control of the microcomputer 90.

In this embodiment configured as described above, when the microcomputer 90 starts executing the computer program according to the flowcharts of FIGS. 5 and 6, it is determined in step 200 whether or not the engine is stopped. At this stage, if there is no output from the rotation sensor 80d, the determination in step 200 is NO. At this time, to stop the engine E, the sprag 52 of the two-way clutch 50 is in a tilted state shown in FIG. 4B or 4C, and the outer wheel 55 is also in a stopped state.

After the determination of YES in step 200, it is determined in step 210 whether the engine start condition is satisfied. Here, the starting condition of the engine is
It is specified by three conditions that the foot brake is released, that the vehicle speed of the vehicle is zero, and that the automatic transmission 40 is operated in the drive range.

The engine starting conditions are determined by the vehicle speed sensor 80, the brake sensor 80a, and the shift sensor 8
If the condition is satisfied based on each output from 0b, step 2
The determination at 10 is YES. Then step 2
At 20, it is determined whether the start condition of the starter motor 17 is not satisfied. Here, the starter motor 17
Is not satisfied, the determination at step 220 is YES.

Accordingly, in step 221, 2
A process for exciting the clutch coil 56 of the way clutch 50 is performed. Then, the two-way clutch 50 is excited by the clutch coil 56 based on the excitation command from the microcomputer 90, and the first meshing state (FIG. 3)
(See (a)). Thus, torque can be transmitted from the starter motor 17 to the crankshaft 16 of the engine E via the belt mechanism 70 and the two-way clutch 50.

Next, in step 222, a start command process for the starter motor 17 is performed. Along with this,
The inverter 110 supplies electric power to the starter motor 16 based on a start command of the starter motor of the microcomputer 90 to temporarily drive the starter motor 16. As a result, the engine E is put into the cranking state by the starter motor 16. Therefore, the airflow is introduced into the intake manifold 13 via the intake pipe 11 and the throttle valve 12.

After the processing in step 222 as described above, in the next step 223, an ignition command processing of the engine E and a fuel supply command processing to the engine E are performed. Then, the ignition relay 90a is turned on based on an ignition command from the microcomputer 90, and the ignition circuit 20 generates an ignition voltage. Therefore, the ignition plug receives the ignition voltage and ignites. Further, the fuel relay 100 is turned on based on a fuel supply command from the microcomputer 90 to cause the fuel supply device to inject fuel from the fuel injector 14 into the intake manifold 13.

For this reason, this fuel is mixed with the air flow in the intake manifold 13 to form an air-fuel mixture, which is burned by the ignition of the spark plug in the combustion chamber and discharged from the exhaust valve 15. Thus, the engine E starts. Thereafter, in step 224, the degaussing process of the clutch coil 56 is performed. Along with this,
The two-way clutch 50 enters the second meshing state (see FIG. 4B) due to the degaussing of the clutch coil 56. Thus, the torque of the engine E is transmitted to the belt mechanism 70 via the two-way clutch 50.

After the vehicle starts moving in such a state, the vehicle runs under the control of the automatic engine start / stop control system. Further, it is assumed that the air conditioning system starts air conditioning in the cabin of the vehicle when the air conditioner switch 80f is turned on. However, the compressor 60 receives the two-way clutch 50 and the belt mechanism 70 from the engine E.
The operation of the refrigeration cycle apparatus is performed by transmitting the torque through the refrigeration cycle apparatus.

When the computer program reaches step 200 and the determination in this step is NO based on the output of the rotation sensor 80d, it is determined in next step 230 (see FIG. 6) whether or not the engine stop condition is satisfied. You. Here, the engine stop condition is specified by conditions such as that the foot brake is depressed, the vehicle speed of the vehicle is zero, and the like.

At this stage, if the engine stop condition is satisfied by temporarily stopping the vehicle at an intersection or the like, the determination in step 230 becomes YES. Next, in step 231, an ignition and fuel supply stop command process is performed. Accordingly, the ignition circuit 20 stops the ignition of the ignition plug by stopping the generation of the ignition voltage, and the fuel relay 100 stops the fuel injection by the combustion injection device by turning off the ignition plug. As a result, the engine E is temporarily stopped.

At this time, since the air conditioner switch 80f of the air conditioning system is kept turned on as described above, a determination of YES is made in step 240. Along with this, in step 241, start command processing of the starter motor 17 is performed. Therefore, the inverter 110 drives the starter motor 17. Here, since the engine E is stopped as described above, the two-way clutch 50 is in a state shown in FIG.
That is, the outer ring 55 is in a state where it can idle in the direction of arrow C in the figure.

Accordingly, the torque of the starter motor 17 is replaced by the torque of the engine E and the belt mechanism 7
0 is transmitted to the compressor 60 by the belt 74.
Thus, the driving of the compressor 60 is maintained as it is, and the air conditioning of the vehicle interior by the air conditioning system can be maintained as it is regardless of the stop of the engine E. As a result, even when the engine E is temporarily stopped, the occupant can keep the air conditioning feeling before the stop as it is, and does not feel uncomfortable.

As described above, the two-way clutch 5
Since the zero clutch coil 56 is only excited when the torque is transmitted from the starter motor 17 to the engine E, the power consumption can be significantly reduced as compared with the case where the electromagnetic clutch is used. Further, since the two-way clutch 50 is employed in place of the electromagnetic clutch, sufficient torque transmission is possible without increasing the outer shape of the two-way clutch 50. (Second Embodiment) FIG. 7 shows a second embodiment of the present invention.

In the second embodiment, the pulley 73
A is used together with the bearing B4 instead of the pulley 73 described in the first embodiment, and the torque limiter 13
0 is additionally employed. The pulley 73A is coaxially and relatively rotatably supported on the outer peripheral wall of the outer ring 55 of the two-way clutch 50 via a bearing B4 by a cylindrical pulley portion 73a. The pulley 73A has an annular front wall 73 that extends at right angles to the axial side from the front end of the annular pulley portion 73a.
The torque limiter 130 is coaxially supported within the cylindrical portion 55d of the outer race 55 by the b and the cylindrical portion 73c extending coaxially rearward from the extended end of the front wall 73b.

The torque limiter 130 is a ring-shaped nut 1
The nut 135 is screwed to the outer peripheral portion of the cylindrical portion 73c of the pulley 73A at its shaft hole so as to be axially movable and adjustable. Also, the torque limiter 13
0 has an annular plate 131. The plate 131 has a cylindrical hole 7 at the center hole of the pulley 73A.
The plate 131 is axially movably fitted to the outer end of the cylindrical portion 55d of the outer race 55 at its outer peripheral portion. Is splined.

On the front and rear surfaces of the plate 131,
Each of the front and rear annular friction plates 131a is coaxially mounted, and the front friction plate 131a is positioned on its outer surface so as to make frictional contact with the inner surface of the front wall 73b of the pulley 73A. I have. The annular plate 132 is spline-coupled to the large-diameter portion of the cylindrical portion 73c of the pulley 73A on the rear side of the rear annular friction plate 131a so as to be axially movable from the outside at the shaft hole portion. Plate 1
Numeral 32 is located at the front surface thereof so as to make frictional contact with the outer surface of the rear annular friction plate 131a.

The annular disc spring 133 is connected to the annular plate 13.
2 and an annular plate 134 coaxially mounted on the front surface of the annular plate-shaped nut 135.
Here, the disc spring 133 contacts the outer peripheral portion of the rear surface of the plate 132 at its outer peripheral end, and contacts the inner peripheral portion of the front surface of the plate 134 at its inner peripheral end. In the torque limiter 130 thus configured, the disc spring 1
33 is a plate 13 with a pressing force according to a screwing position of the nut 135 with the cylindrical portion 73c of the pulley 73A.
4, through the plate 132, the front friction plate 131a
Is pressed against the front wall 73b of the plate 73A.

Thus, when the rotational torque of the pulley 73A is equal to or less than the frictional contact force between the friction plate 131a and the front wall 73b of the pulley 73A and the plate 132, the rotational torque of the pulley 73A is shown in FIG. As described above, it is transmitted to the outer ring 55. In addition, the rotational torque of the pulley 73A is applied to the front wall 73b of the pulley 73A and the plate 1 of each friction plate 131a.
32, the friction plates 131a
It slips between the front wall 73b of the pulley 73A and the plate 132.

This means that the upper limit value at which the rotational torque can be transmitted by the torque limiter 130 is set by the two friction plates 13 set via the disc spring 133 by the screwing position on the nut 135.
This means that it is determined by the frictional contact force between the front wall 73b of the pulley 73A of FIG. In FIG. 7, reference numeral 51d denotes
3 shows an annular buffer member (made of a rubber material) provided concentrically on the inner ring 51. Other configurations are the same as those of the first embodiment.

In the second embodiment constructed as described above, as described in the first embodiment, when the vehicle is temporarily stopped at an intersection or the like, the engine E is also stopped, the starter motor 17 is started, and the compressor is started. The torque is transmitted to 60. In such a state, when the engine E is restarted by the starter motor 17 via the belt mechanism 70 and the two-way clutch 50 as described in the first embodiment, the outer ring 55 that is rotating together with the pulley 73A is sprag 52 And the crankshaft 16 of the engine E via the inner ring 51.
It will be connected to.

At this time, the rotational torque of the outer ring 55 greatly changes, but the torque limiter 130
Since it is provided in the torque transmission path from pulley 73A to outer ring 55, the torque that can be transmitted from pulley 73A to outer ring 55 is determined by the set frictional force. Therefore, the torque exceeding the set frictional force from the pulley 73A is not transmitted to the outer ring 55 by the torque limiter 130, and is limited to the set frictional force. Therefore, as described above, the outer race 55
Even if the rotational torque of the rotating wheel greatly changes, the rotating torque is suppressed and transmitted to the inner wheel 51, so that the impact that tends to occur when the rotating outer wheel 55 is connected to the inner wheel 51 is reduced by the torque limiter 130.

As a result, it is possible to smoothly restart the engine E while securing the functions and effects described in the first embodiment. (Third Embodiment) FIG. 8 shows a third embodiment of the present invention. In the third embodiment, the pulley 73B is
Along with the bearing B5, the pulley 7 described in the first embodiment is used.
3, and a torque limiter 140 is additionally employed.

The pulley 73B has a cylindrical thick portion,
The two-way clutch 50 is supported coaxially and relatively rotatably on the outer peripheral wall of the outer ring 55 via the bearing B5. The pulley 73 </ b> B coaxially supports the torque limiter 140 with the rear portion of the outer peripheral wall of the outer ring 55 by the cylindrical thin portion. The torque limiter 140 is a ring-shaped nut 144.
The nut 144 has an outer peripheral portion,
The pulley 73B is screwed onto the inner peripheral portion of the cylindrical thin portion so as to be adjustable in the axial direction.

The torque limiter 140 has an annular plate 141. The plate 141 is coaxially spline-coupled to the rear outer peripheral portion of the outer ring 55 from the outside at the shaft hole portion so as to be movable in the axial direction. Front and rear annular friction plates 141a are coaxially mounted on the front and rear surfaces of the plate 141, respectively. The front friction plate 141a has a pulley 73 on its outer surface.
B is located in frictional contact with the rear surface of the thick portion.

The annular plate 142 has an outer peripheral portion
On the rear side of the rear annular friction plate 141a, a pulley 73B
The plate 142 is positioned at its front surface so as to be in frictional contact with the outer surface of the rear annular friction plate 141a at the front surface thereof. I have. The annular disc spring 143 is coaxially supported between the annular plate 142 and the annular plate-shaped nut 144. Here, the disc spring 143 is in contact with the outer peripheral portion of the front surface of the nut 144 at its outer peripheral end, and is in contact with the inner peripheral portion of the rear surface of the plate 142 at its inner peripheral end.

The thus configured torque limiter 140
, The disc spring 143 is connected to the pulley 7 of the nut 144.
The front friction plate 141a is pressed against the rear surface of the thick portion of the pulley 73B via the plate 142 with a pressing force corresponding to the screwing position of the 3B with the thin portion. Further, the rotational torque of the pulley 73B is reduced by the pulley 73b of each friction plate 141a.
When the frictional contact force between the rear surface of the thick portion and the plate 142 is exceeded, the friction plates 141a slip between the rear surface of the thin portion of the pulley 73B and the plate 142. This means that the upper limit value at which the rotational torque can be transmitted by the torque limiter 140 depends on the screwing position of the nut 144.
3 is determined by a frictional contact force (hereinafter, referred to as a set frictional force) between the friction plate 141a and the rear surface of the thick portion of the pulley 73B of the two friction plates 141a and the plate 142.
Other configurations are the same as those of the first embodiment.

In the third embodiment constructed as described above, as described in the first embodiment, when the vehicle is temporarily stopped at an intersection or the like, the engine E is also stopped, the starter motor 17 is started, and the compressor is started. The torque is transmitted to 60. In such a state, when the engine E is restarted by the starter motor 17 via the belt mechanism 70 and the two-way clutch 50 as described in the first embodiment, the outer ring 55 rotating with the pulley 73B is sprag 52 And the crankshaft 16 of the engine E via the inner ring 51.
It will be connected to.

At this time, the rotational torque of the outer ring 55 greatly changes, but the torque limiter 140
Since the torque is provided in the torque transmission path from pulley 73B to outer ring 55, the torque that can be transmitted from pulley 73B to outer ring 55 is determined by the set frictional force. Therefore, torque exceeding the set frictional force from the pulley 73B is not transmitted to the outer ring 55 by the torque limiter 140, and is limited to the set frictional force. For this reason, even if the rotation torque of the outer ring 55 changes greatly as described above, this rotation torque is suppressed and transmitted to the inner ring 51, so that the rotating outer ring 55 is rotated.
Is easily mitigated by the torque limiter 140 when connecting to the inner ring 51.

As a result, similarly to the second embodiment, the engine E can be smoothly restarted while securing the operation and effects described in the first embodiment. (Fourth Embodiment) FIG. 9 shows a fourth embodiment of the present invention. In the fourth embodiment, the pulley 73C is
Along with the bearing B6, the pulley 7 described in the first embodiment is used.
3 and a torque limiter 150 is additionally provided.

The pulley 73C has a bearing B at its hollow portion.
6 and coaxially and relatively rotatably supported on the outer peripheral wall of the outer ring 55 of the two-way clutch 50. The torque limiter 150 is provided with a ring-shaped nut 153, and the nut 153 is provided at its shaft hole at the cylindrical portion 5 of the outer ring 55.
It is screwed to the outer periphery of 5d so as to be adjustable in the axial direction.

The torque limiter 150 has an annular plate 151. The plate 151 is coaxially spline-coupled to the outer peripheral portion of the cylindrical portion 55d of the outer ring 55 from the outside so as to be movable in the axial direction at the shaft hole. On the rear surface of the plate 151, the front annular friction plate 1
51a is coaxially mounted, and the front friction plate 151
a is positioned so that its outer surface is in frictional contact with the front surface of the pulley 73C. The rear friction plate 153 is sandwiched between a rear surface of the pulley 73C and an annular plate portion 55e extending outward in the deformation direction from the rear end of the outer peripheral portion of the outer ring 55.

The annular disc spring 152 is connected to the annular plate 15
1 and the ring-shaped nut 153 are coaxially supported. Here, the disc spring 152 has an inner peripheral end,
The nut 153 is in contact with the inner peripheral portion of the rear surface, and at the outer peripheral end thereof is in contact with the outer peripheral portion of the front surface of the plate 151. In the torque limiter 150 configured as described above, the disc spring 152 is formed by the cylindrical portion 55 d of the outer ring 55 of the nut 153.
Plate 1 with a pressing force corresponding to the screwing position
The front friction plate 151a is pressed against the front surface of the pulley 73C via the front 51, and the rear friction plate 153 is pressed against the annular plate portion 55e of the outer ring 55 by the rear surface of the pulley 73C.

As a result, the rotational torque of the pulley 73C is reduced by the frictional contact force between the friction plate 151a and the front surface of the pulley 73C and the front surface of the pulley 73C and the plate portion 5 of the friction plate 151.
When the frictional contact force is less than or equal to the frictional contact force with the outer ring 55, the rotational torque of the pulley 73C is transmitted to the outer ring 55 via the torque limiter 150. If the rotational torque of the pulley 73C exceeds the sum of the friction contact forces, the friction plates 151a and 153
Slips with respect to the front surface of the pulley 73C and the rear surface of the pulley 73C.

This means that the upper limit value at which the rotational torque can be transmitted by the torque limiter 150 is determined by the position at which the nut 153 is screwed in via the disc spring 152.
1a and 153 (hereinafter, referred to as a set frictional force). Other configurations are the same as those of the first embodiment. In the fourth embodiment configured as described above, as described in the first embodiment, when the vehicle temporarily stops at an intersection or the like, the engine E also stops, the starter motor 17 starts, and torque is applied to the compressor 60. To communicate.

In such a state, when the engine E is restarted by the starter motor 17 via the belt mechanism 70 and the two-way clutch 50 as described in the first embodiment, the outer ring 55 rotating with the pulley 73C. Is connected to the crankshaft 16 of the engine E via the sprag 52 and the inner ring 51. At this time, the rotational torque of the outer ring 55 greatly changes, but the torque limiter 150
As described above, since the torque is provided in the torque transmission path from the pulley 73C to the outer ring 55, the torque that can be transmitted from the pulley 73C to the outer ring 55 is determined by the set frictional force.

Therefore, the torque exceeding the set frictional force from the pulley 73C is not transmitted to the outer ring 55 by the torque limiter 150, and is limited to the set frictional force. For this reason, even if the rotational torque of the outer ring 55 changes greatly as described above, this rotational torque is suppressed and transmitted to the inner ring 51, and the impact that tends to occur when connecting the rotating outer ring 55 to the inner ring 51 is reduced by torque. Alleviated by the limiter 150.

As a result, similarly to the second embodiment, the restart of the engine E can be performed smoothly while securing the operation and effect described in the first embodiment. In the embodiment of the present invention, an example in which the two-way clutch 50 is applied to an automatic engine start system of a vehicle has been described. However, the present invention is not limited to this, and the two-way clutch 50 may be applied to various engine control systems of a vehicle. The same operation and effect as those of the above embodiments can be achieved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention.

FIG. 2 is a sectional view of the two-way clutch shown in FIG. 1;

FIG. 3A is a cross-sectional view taken along line 3a-3a in FIG. 2, and FIG. 3B is a view as viewed from arrow A in FIG. 3A.

FIGS. 4 (a), (b) and (c) are schematic partial cross-sectional views respectively showing a tilted state of a two-way clutch.

FIG. 5 is a part of a flowchart showing an operation of the microcomputer of FIG. 1;

FIG. 6 is a part of a flowchart showing an operation of the microcomputer of FIG. 1;

7A is a partial cross-sectional view illustrating a second embodiment of the present invention, and FIG. 7B is an explanatory diagram illustrating a torque transmission path from a pulley to an outer ring in FIG. 7A.

FIG. 8 is a partial sectional view showing a third embodiment of the present invention.

FIG. 9 is a partial sectional view showing a fourth embodiment of the present invention.

[Explanation of symbols]

E: engine, 16: crankshaft, 17: starter motor, 50: two-way clutch, 51: inner ring, 52: sprag, 53: outer ring retainer, 54: inner ring retainer, 55: outer ring, 55c: rotor part, 56 ... helical spring, 58 ... clutch coil, 60 ... compressor, 90 ... microcomputer, 120 ... switching circuit, 130 to 1
50: Torque limiter.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F16D 41/08 F16D 41/08 A

Claims (3)

[Claims] When the engine (E) is started, the torque of a starter motor (17) is temporarily transmitted to the engine by a clutch mechanism (50), and the torque of the engine is transmitted to the clutch during operation of the engine. An engine control system for a vehicle, wherein the auxiliary mechanism is transmitted to an auxiliary device (60) by a mechanism, and when the engine is temporarily stopped, the auxiliary device is disconnected from the engine by the clutch mechanism. A first annular member (51) connected to the crankshaft (16) of the first annular member and a second annular member (5) provided concentrically to the first annular member and connected to the rotation shaft of the auxiliary machine.
5) and between the first and second annular members so as to be tiltable in one circumferential direction or the other circumferential direction, and the first and second annular members are tilted in the one circumferential direction. The first member is engaged with the annular member, and the torque of the starter motor is reduced to the second member.
The first annular member transmits the torque from the first annular member to the first annular member by transmitting the torque from the first annular member to the first annular member. When the engine is temporarily stopped, the second annular member is released from the second meshing state by idling of the second annular member accompanying rotation of the starter motor, and the torque of the starter motor is transmitted to the second annular member. A torque transmission member (52) for interrupting transmission from the first annular member to the first annular member; and when the engine is started, the torque transmission member is tilted in the one side circumferential direction, and during the operation of the engine, the other side is tilted. Drive elements (53, 54, 56, 57, 5) driven by electromechanical energy so as to be tilted in the circumferential direction.
5c, 58, 120), and the driving means (230, 231, 240, 241) maintains the operating state of the accessory when the accessory is operating when the engine is temporarily stopped. And a starter motor for driving the engine. 2. A first annular member (51) connected to a crankshaft (16) of an engine (E), and concentrically provided on the first annular member and connected to a rotating shaft of an auxiliary machine (60). The second annular member (55) is provided between the first and second annular members so as to be tiltable in one circumferential direction or the other circumferential direction, and is tilted in the one circumferential direction. The first and second annular members are brought into a first meshing state, and the torque of the starter motor (17) is reduced from the second annular member to the first annular member.
The torque is transmitted from the first annular member to the second annular member by transmitting the engine torque from the first annular member to the second annular member by transmitting the torque to the annular member and tilting in the other circumferential direction into the second annular state with the first and second annular members. When the engine is temporarily stopped, the second engagement state is released by the idling of the second annular member accompanying rotation of the starter motor, and the torque of the starter motor is released from the second annular member to the first annular member. A torque transmitting member (52) for interrupting transmission to the engine, and the torque transmitting member is tilted in the one side circumferential direction when the engine is started, and tilted in the other side circumferential direction during operation of the engine. Drive elements (53, 54, 56, 57, 55) driven by electromechanical energy
c, 58, 120).
Driving means (230, 231, 24) for driving the starter motor so as to maintain the operating state of the auxiliary machine when the auxiliary machine is operating when the engine is temporarily stopped.
0, 241). 3. A rotating shaft of said starter motor and said second shaft.
A torque reduction mechanism (130, 140, 150) connected between the starter motor and the second annular member when the engine is restarted after the engine is temporarily stopped. The vehicle engine control system according to claim 1 or 2, further comprising: