JP2008175172A - Engine start control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine start control device for an idling stop vehicle capable of inhibiting enlargement of a start device without requiring a plurality of power sources. <P>SOLUTION: This start control device is provided with; a starter generator 24 including coils Lu-Lw to which electric power is supplied from a battery 31 and having switches swu, swv, sww changing over the coil to a state retaining a first winding number n1 and to a state retaining a second winding number n2 smaller than the first winding number connected thereon; a judgment means A2 outputting a first judgment signal S1 when determining the start by key operation Ss (manual) and outputting a second judgment signal S2 when determining the start by an idling stop system; and a torque characteristic control means A3 driving the starter generator 24 with high torque low rotation speed type first torque characteristics by changing over to the first winding number n1 when receiving the first judgment signal S1 and with low torque high rotation speed type second torque characteristics by changing over to the second winding number n2 when receiving the second judgment signal S2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an engine start control device for, for example, an idle stop vehicle having automatic start and manual start, and more particularly to an engine start control device for starting an engine by switching torque characteristics of a starter generator.

An idle stop vehicle is known in which an engine is automatically stopped temporarily to reduce fuel consumption and emissions while the vehicle is stopped.
In an idle stop vehicle, the engine is stopped when the engine stop condition such as the shift position is in the D range, the brake operation, and the vehicle speed is 0 km / h, and then the engine start condition such as the release of the brake operation is satisfied, the starter The engine is automatically started to prepare for starting.

The starting torque required for starting the engine mounted on such a vehicle is the sum of the acceleration torque required to reach the predetermined rotational speed of the crankshaft and the friction torque generated by the engine. . On the other hand, the torque applied to the crankshaft at the time of start-up is a starter torque generated by rotationally driving the starter and an explosion torque generated by the fuel injected from the injector exploding in the combustion chamber. That is, the engine cannot be started unless the sum of the starter torque and the explosion torque is equal to or greater than the starting torque.
As an engine starting source capable of generating such starting torque, for example, a starter generator of an electric motor / generator is employed.

By the way, when a starter generator as an engine starting source is used, a high torque characteristic is required at the time of cold starting so that the engine is surely started even if the friction torque is large at extremely low temperatures. On the other hand, at the time of restart after the engine start condition is established from the idle stop, it is after the completion of warming up, the torque characteristic that the engine speed is increased early and the engine quickly reaches the high speed range and starts, That is, high rotation characteristics are required.
However, a starter generator as an engine starting source has a constant torque, that is, a torque characteristic generated according to its rotational speed.

Therefore, in order to satisfy both of these requirements, it is necessary to use a starter generator as a relatively large engine starting source. Alternatively, in addition to the vehicle's normal main power supply (12V), a high-voltage power supply having a voltage higher than the main power supply voltage, for example, 36V, is installed as a vehicle-mounted power supply to ensure engine startability from an idle stop. It becomes.
An example of a starter for an idle stop vehicle that uses a starter motor and separately includes a high-voltage power supply in addition to the main power supply is disclosed in Japanese Patent Laid-Open No. 2002-161838 (cited document 1).

No. 2002-161838

  By the way, in order to be able to use the starter generator as an engine starting source in both the high torque range and the high rotation range, a high voltage power source is separately provided in addition to the main power source as disclosed in the cited document 1. In the case of a starter for an idle stop vehicle, since there are two power supplies, there is a problem in securing an in-vehicle space. Further, when a starter generator is provided as a large engine starting source, the total length of the engine becomes long, and it becomes difficult to mount the engine on a small vehicle with a particularly limited engine room space, and improvement is desired.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide an engine start control device for an idle stop vehicle that does not require a plurality of power sources and can suppress an increase in the size of the start device.

  In order to achieve the above object, an invention according to claim 1 is an engine start control device having an automatic start and a manual start, and has a coil fed from a battery, and the coil has a predetermined first number of turns. A starter generator to which switching means for switching between a state in which the engine is held and a state in which the second number of turns less than the first number of turns is held is connected, and a first determination signal when the engine start in the manual start is determined. A determination means for outputting a second determination signal when the start is determined, and a first torque of a high torque low rotation type by switching the coil to the first number of turns when receiving the first determination signal when a predetermined start condition is satisfied. The starter generator is driven with the characteristics, and when the second determination signal is received, the coil is switched to the second number of turns and the second torque of the low torque high rotation type is switched. A torque characteristic control means for driving the starter-generator in click characteristics, characterized by comprising a.

  According to a second aspect of the present invention, in the engine start control apparatus according to the first aspect, the coil fed from the battery is an electric machine wound around an armature core facing a magnet rotor attached to a crankshaft of the engine. It is a child coil.

  According to the first aspect of the present invention, when the first determination signal is received at the time of starting the engine by manual start, the number of turns of the coil of the starter generator is maintained at the first number of turns and the first torque characteristic of the high torque low rotation type is obtained. When the second determination signal is received at the time of engine start by automatic start, the number of turns of the starter generator coil is switched to the second number of turns less than the first number of turns, and the low torque high rotation type first With 2 torque characteristics, you can start quickly. In particular, the engine start can be accurately performed by selecting the first and second torque characteristics suitable for the start condition by switching only the number of turns of the coil using a single power supply voltage without changing the battery power supply voltage. Can do. Further, when the engine is started manually, the engine can be started with the first torque characteristic of the high torque low rotation type even after the warm-up is completed, and there is no sense of incongruity.

  According to the second aspect of the present invention, since the armature coil wound around the armature core on the stator side of the starter generator is configured to switch between a relatively large first number of turns and a relatively small number of second turns. The means can be connected relatively easily, and the first and second torque characteristics suitable for the starting conditions can be easily selected to start the engine accurately.

FIG. 1 shows an engine start control device of, for example, an idle stop vehicle having automatic start and manual start as one embodiment of the present invention, and this device is mounted on the engine 1 shown in FIG.
The engine 1 is an in-line four-cylinder gasoline engine and is mounted on a vehicle as a driving source of an automobile (not shown). Each intake port (indicated by a broken line in FIG. 1) of the intake passage 2 of the engine 1 is provided with a fuel injection valve 3 for each cylinder. Each fuel injection valve 3 is supplied with fuel from a fuel pump (not shown). Intake air is introduced into the intake passage 2, and the flow rate of the introduced intake air is adjusted by a motor-driven throttle valve 4, and then mixed with fuel injected from the fuel injection valve 3 and introduced into the combustion chamber C. . Thereafter, the air-fuel mixture is ignited by the spark plug 5 at a predetermined timing, and the exhaust gas after combustion is discharged from the combustion chamber C into the exhaust passage 6 and is discharged outside through a catalyst and a silencer (not shown).

The engine 1 is integrally coupled to the transmission casing 801 via the chain case 7. The crankshaft 9 of the engine 1 is connected to the planetary gear mechanism 10 in the chain case 7, and the outer main shaft 111 of the planetary gear mechanism 10 is connected to the input shaft 12 of the transmission 8.
A chain sprocket (not shown) that transmits power to a valve system (not shown) is fitted to the crankshaft 9 in the chain case 7, and a planetary gear mechanism is attached to the end of the crankshaft 9 as shown in FIG. A sleeve 13 located at the center of 10 is fitted together.

As shown in FIG. 2, the planetary gear mechanism 10 generally includes a crank pulley 14 and a ring gear member 15 that are integral with the outer main shaft 111, and a carrier 16 that is integrally coupled via the crankshaft 9 and the sleeve 13. Is provided. The crank pulley 14 is also integrally coupled to the input shaft 12 of the transmission 8 via the outer main shaft 111. The ring gear member 15 has the planetary gear set 10 disposed in the chamber 17 thereof. In the planetary gear set 10, a first one-way clutch 20 is interposed between the carrier 16 and the ring gear member 15. The sun gear member 23 loosely fitted to the crankshaft 9 can be connected to the chain case 7 via the band brake 22 and the second one-way clutch 21.
An endless belt (hereinafter simply referred to as a belt 23) wound around the crank pulley 14 includes a pulley 25 fitted to an input / output shaft 241 of a starter generator 24 and an input shaft of auxiliary equipment (here, an air conditioner compressor) 26. It is stretched over a pulley 27 fitted to 261 and an idler (not shown).

As shown in FIG. 3, the starter generator 24 is connected to the battery 31 via the inverter 40. The starter generator 24 is driven as an electric motor by the electric power of the battery 31. Moreover, the starter generator 24 acts as a generator by the rotational input of the pulley 25, and the generated power can be used for charging the battery 31 via the inverter 40.
That is, the starter generator 24 has the same structure as the brushless DC motor and the magnet type AC generator, and is used as a starter motor that is driven as a brushless DC motor when starting the engine and drives the crankshaft 9 of the engine 1. It is done. When the magnet rotor is driven by the engine 1 after the engine 1 is started, it is operated as a generator (magnet generator) for charging the battery 31.

  As shown in FIG. 2, the starter generator 24 includes a cylindrical fixing member 243 that loosely fits a rotating shaft 241 that is integral with a pulley 25 and has a stator 242 attached thereto, and a magnet rotation that is integrally attached to the rotating shaft 241. A child 244. The magnet rotor 244 includes a rotor yoke 245 and a rotating magnet 246 attached to the rotor yoke. The stator 242 includes an armature core 247 having a magnetic pole portion disposed opposite to the magnetic pole of the magnet rotor 244, and three-phase armature coils Lu to Lw wound around the armature core. The armature coil is formed as a star connection.

As shown in FIG. 3, a predetermined intermediate portion in the longitudinal direction of each armature coil Lu to Lw is entered through each short-circuit line ru, rv, rw provided with changeover switches suu, swv, sww as switching means. It is connected to output terminals ju, jv, and jw. The change-over switches swu, swv, sww adopt a structure in which the movable piece is switched by the solenoids cu, cv, cw. When the change-over switches swu, swv, sww are off, the full length (first winding number n1) portion of the armature coils Lu-Lw is connected to the input / output terminals ju, jv, jw, and when on, the armature coils Lu-Lw Are connected to the input / output terminals ju, jv, and jw up to the middle part (second winding number n2 smaller than the first winding number n1). Here, the solenoids cu, cv, and cw are subjected to excitation control by a controller 30 described later.
In addition, when each armature coil Lu-Lw is hold | maintained at the 1st winding number n1, internal resistance is comparatively large and power consumption becomes comparatively large. When the second winding number n2 is maintained, the internal resistance is relatively small and the power consumption is relatively small. In either case, the high-voltage side terminal voltage is configured to be fed by the battery 31 of 14V. .

  The inverter 40 circuit includes a positive DC terminal 3 a, and the DC terminal 3 a is connected to the positive terminal of the battery 312. A negative DC side terminal 3 b is provided, and this DC side terminal 3 b is connected to the negative terminal of the battery 312. Also, U-phase, V-, and W-phase AC side terminals 3u, 3v, and 3w are provided, and the AC-side terminals 3u, 3v, and 3w are star-connected three-phase armature coils Lu, Lv, and It is connected to input / output terminals 1u, 1v and 1w respectively derived from the non-neutral point terminals of Lw.

  The controller 30 includes a microcomputer having a CPU, a ROM, a RAM, a timer (TIM), etc., a driver circuit 301 for supplying a drive signal to the inverter 40 in accordance with a command given from the CPU, and solenoids for changeover switches swu, swv, and sww. and a driver circuit 302 for switching cu, cv, and cw to excitation and non-excitation. Furthermore, at the input end, a battery voltage detector 33 for inputting a detection value Vb of the voltage at both ends of the battery 31, a cell switch 34 for detecting a signal Ss whether or not the engine 1 is closed when starting the engine 1, An air flow sensor 35 for detecting the flow rate Qa of air introduced into the intake passage 2 of the engine 1, a throttle sensor 36 for detecting the opening θs of the throttle valve in the intake passage 2, and a vehicle speed sensor for inputting a vehicle speed Vc signal. 37, a brake switch 38 to which a brake signal Sbk is input, and a shift speed detection switch 39 to which a shift speed signal Dhs is input are connected.

  Such a controller 30 includes an engine control function unit A0 for appropriately controlling the drive of the engine 1, and in addition to this, control as inverter control means A1, control means A2, and torque characteristic control means A3 for controlling the inverter 40. It has a function.

The engine control function unit A0 has a function of appropriately driving and controlling a fuel system, an intake system, and an ignition system (not shown) according to the start, start, and travel of the engine 1.
The inverter control means A1 controls the inverter 40 so that the crankshaft 9 of the engine 1 is rotated in the starting direction by operating the starter generator 24 as a brushless DC motor when the engine 1 is started. A function of controlling the inverter 40 so as to control the charging current supplied from the armature coils Lu to Lw to the battery 31 through the rectifier circuit constituted by the inverter 40 by operating the generator 24 as a generator is provided.

The determination means A2 outputs a first determination signal S1 when determining engine start (manual start) by an operation (for example, key operation) of the cell switch-on Ss. Further, when the engine start time (automatic start) output in the idle stop control (not shown) performed by the controller 30 is determined, a second determination signal S2 is output.
When the torque characteristic control means A3 receives the first determination signal S1 when a predetermined start condition is satisfied, the torque characteristics control means A3 switches the solenoids cu, cv, cw of the changeover switches swu, swv, sww to non-excitation (off). As a result, the armature coils Lu to Lw are switched to the first winding number n1, and the starter generator 24 is driven with a first torque characteristic of a high torque low rotation type described later.

On the other hand, when the second determination signal S2 is received, the solenoids cu, cv, cw of the changeover switches swu, swv, sww are switched to excitation (on). Thereby, the coil is switched to the second number of turns n2, and the starter generator 24 is driven with a second torque characteristic of a low torque and high rotation type described later.
Here, the predetermined start condition is set as a case where the vehicle speed Vc <V0 (predetermined stop determination value), the brake switch Sbk is on, and the gear position is the neutral range or the D range. Input from a vehicle speed sensor 37, a brake switch 38, and a gear position detection switch 39.

Upon receipt of the first determination signal S1, the torque characteristic control means A3 switches the solenoids cu, cv, cw to non-excited (off) and sets the armature coils Lu to Lw to the first number n1 as shown in FIG. Switch control to switch. Thereby, when starting control of the starter generator 24 by the inverter control means A1, the starter generator 24 can be started with the first torque characteristic of the high torque low rotation type described later.
Here, the characteristic corresponding to the first determination signal S1 is set as a characteristic of starting driving in the high torque range (0 to 300 Nm) and the low rotational speed range (0 to 200 rpm) as shown in FIG. The Here, when the engine starting process is performed, the required starting torque is the sum of the acceleration torque required to make the rotational speed of the crankshaft 9 reach a predetermined rotational speed and the friction torque generated by the engine 1. Need to exceed.

Here, the first determination signal S1 is received mainly when the friction torque is large as in the cold start, and in particular, since the start-up torque is required to be relatively large, the high torque low The starter generator 24 is driven with the first rotational torque characteristic (see FIG. 4A), and although it is slow, the start process can be surely performed.
Even when the friction torque is low even after the warm-up is completed, when the first determination signal S1 for determining the engine start by the cell switch-on operation is received, the starter generator 24 has the first torque characteristic of the high torque low rotation type. Drive. In this case, the driver can perform the starting process without receiving a sense of incongruity due to the engine starting by key operation by performing a relatively gentle starting in the high torque low rotation starting mode.

  Upon receiving the second determination signal S2, the torque characteristic control means A3 switches the solenoids cu, cv, cw to excitation (on) as shown in FIG. 3, and turns the armature coils Lu to Lw coils from the first number n1. Switching control is performed so as to switch to the smaller second winding number n2. Thus, the starter generator 24 can be started with the second torque characteristic of the low torque and high rotation type described later while the starter generator 24 is controlled to start by the inverter control means A1.

As shown in FIG. 4B, the second torque characteristic is set as a characteristic of starting driving in a low torque range (0 to 60 Nm) and a high rotational speed range (0 to 800 rpm). When the engine start process is performed here, the engine 1 is temporarily stopped when the vehicle stops after warming up, and the friction torque of the engine 1 is relatively small. For this reason, the required starting torque may be relatively small. On the other hand, when the vehicle restarts in the temporary stop state, it is necessary to start the engine 1 and start the vehicle as quickly as possible.
When the second determination signal S2 is received here, the starter generator 24 can be pulled up to a high rotation speed range (0 to 800 rpm) at an early stage with the second torque characteristic of the low torque and high rotation type, and can be started and the engine 1 can be started quickly. The vehicle can be started.

Next, the start control process performed by the controller 30 will be described along the flowchart of the idle stop start control process of FIG. Note that an idle stop control process is performed in advance in a main routine (not shown), and in connection with the idle stop control, the idle stop start control process routine is executed by the controller 30 at a predetermined time period.
When the control process of the controller 30 shifts to the idle stop start control routine, first, in step s1, an on operation (key operation) signal Ss, a vehicle speed Vc, a brake signal Sbk, a gear stage signal Dhs, and other engine operation information. Is input and stored in a predetermined storage area.

In step s2, it is determined whether or not an idle stop signal Sad that is output in a timely manner by an idle stop control of a main routine (not shown) is input, and if it is input, the process proceeds to step s3 to output a fuel cut signal. Fuel cut processing is performed on the main routine side. In step s5, the band brake 22 of the planetary gear mechanism 10 is turned off (released), and the sun gear member 22 is switched to the idling state.
Accordingly, in step s6, the sun gear member 23 is free and the planetary gear set 10 is switched to the neutral state. As a result, the power of the starter generator 24 is not transmitted to the crankshaft 9, and only the auxiliary machinery 26 can be driven efficiently (see the diagram indicated by reference sign w1 in FIG. 2).

After step s6, it is assumed that the process once returns to the main routine (not shown) and reaches step s2 again. Here, if it is determined that the idle stop signal input has been switched to non-input, the process proceeds to step s4. Here, the fuel cut signal is canceled, the fuel cut processing is canceled on the main routine (not shown), and the start control is started.
When step s7 is reached, it is determined whether or not the current vehicle speed Vc falls below a predetermined stoppage determination value V0. When the vehicle stops, the process proceeds to step s8. When it is determined that the vehicle is traveling, the process proceeds to step s9.

  When step s8 is reached when the vehicle stops, it is determined here whether the engine rotational speed Ne exceeds the start determination rotational speed Ne0 (for example, 400 rpm). Before reaching the start rotational speed Ne0, the process proceeds to step s10. move on.

When step s10 is reached before starting, here, the band brake 22 of the planetary gear mechanism 10 is turned on (fastened), the sun gear member 22 is driven, and the planetary gear mechanism 10 is switched to the deceleration operation state. Accordingly, in step s11, the starter generator 24 is operated as a motor, and the engine 1 is started.
Subsequently, in step s12, either the first determination signal (in the case of manual start according to the operation of the cell switch on Ss) S1 or the second determination signal (in the case of automatic start according to the idle stop control) s2 is input. The first determination signal S1 proceeds to step s13, and the second determination signal s2 proceeds to step s14.

  In step s13, since the first determination signal S1 is received, the solenoids cu, cv, and cw are switched to non-excitation (off), and the armature coils Lu to Lw are switched to the first number of turns n1. As a result, the starter generator 24 that is controlled to start by the inverter control means A1 starts with high torque and low rotation characteristics (see FIG. 4A). In this case, even if the friction torque is large and the required starting torque is relatively large as in the cold start (in the case of manual start), the starter generator 24 is operated with the first torque characteristic of the high torque low rotation type. It can be driven easily and the starting process can be surely performed although it is gentle.

  Note that after the warm-up is completed, it is determined that the engine is started by the cell switch-on operation (key operation) Sbk, and the first determination signal S1 is received, the starter generator 24 has the first torque characteristic of the high torque low rotation type. Is driven. Even in this case, the driver is turning on the cell, and the starting process is relatively gentle in the high-torque low-rotation type starting mode, so that the driver does not feel uncomfortable. It can be performed.

  On the other hand, when step s12 is reached from step s12, here, the solenoids cu, cv, cw are switched to excitation (on) because the second determination signal S2 is received as an automatic start accompanying the idle stop control, and the armature is turned on. The coils Lu to Lw are switched to the second winding number n2. As a result, the starter generator 24 that is controlled to start by the inverter control means A1 starts in the low torque range (0 to 60 Nm) and the high rotation speed range (0 to 800 rpm) as shown in FIG. To do. At this time, since the engine 1 is in a temporary stop state after warming up and the friction torque of the engine 1 is relatively small, the required starting torque may be relatively small. For this reason, the starter generator 24 can be quickly pulled up to the high rotation speed range (0 to 800 rpm) with the second torque characteristic of the low torque and high rotation type (see FIG. 4B), and the engine 1 can be started quickly. Thus, the vehicle in the paused state can be quickly restarted.

  After step s13 or step s14 is completed, it is assumed that the process once returns to the main routine and again passes through step s2 and s7, or after steps s7 and 8 and reaches step s9.

In this step s9, it is after the engine is started or the vehicle is running. Here, it is determined whether the battery 31 is requested to be charged, that is, whether the high terminal voltage Vb of the battery 31 exceeds the overcharge threshold Vb1. Here, when charging of the battery 31 is requested, the process proceeds to step s15, and when not requested, the process proceeds to step s16.
When step s15 is reached when the battery 31 is requested to be charged, it is determined here whether or not the vehicle speed Vc is within a regenerative vehicle speed range suitable for operating the starter generator 24 as a generator. If the vehicle speed Vc is out of the regenerative vehicle speed range, it is determined that the rotation of the starter generator 24 is too high to operate the starter generator 24 as a generator. 22 is turned off (released), the sun gear member 22 is brought into a free state, and the starter generator 24 is switched to a state where it does not operate as a generator.

If the vehicle speed is within the regenerative vehicle speed range, the process proceeds from step s15 to step s17, and the band brake 22 of the planetary gear mechanism 10 is switched to the off (released) state. In this case, the process proceeds to step s18, where the starter generator 24 is operated as a generator.
In this case, the driving force of the engine 1 is such that the rotation of the carrier 16 integral with the crankshaft 9 causes the crank pulley 14 to rotate via the first one-way clutch 20 as indicated by the symbol w3 in FIG. The starter generator 24 and the auxiliary machinery 26 are driven via Therefore, the battery 31 can be charged by regenerating power by operating the starter generator 24 as a generator.

  In steps s13 and s14 described above, the driving force of the starter generator 24 is decelerated to rotate the crankshaft 9, the engine 1 is started, and the engine 1 can rotate the crankshaft 9 itself. In this state, when the engine rotation speed exceeds the rotation by the starter generator 24, the process proceeds to step s9, so that it can automatically shift to a regenerative state.

  As described above, according to the engine start control device for the idle stop vehicle of FIG. 1, when the first determination signal S1 (manual start) is received, the number of turns of the coil of the starter generator 24 is maintained at the first number of turns n1. The first torque characteristic of the low torque torque type enables reliable start. Further, when the second determination signal S2 is received at the time of engine start (automatic start) by the idle stop system, the number of turns n2 of the coil of the starter generator 24 is switched to the second number of turns n2 smaller than the first number of turns n1 to maintain low torque and high torque. The rotary type second torque characteristic enables quick start.

  Here, in particular, the first and second torque characteristics suitable for the starting conditions are selected by simply switching the number of turns of the coil using a single battery 31 without changing the battery 31 (14V) that is normally mounted on the vehicle. The engine can be started properly. Further, even when the engine is started by the cell switch 34 (for example, key operation) during the temporary stop by the idle stop system, the first torque characteristic of the high torque low rotation type even after the warm-up is completed (FIG. 4A). So that the driver does not feel uncomfortable.

  Further, since the structure is such that the number of turns of the armature coil wound around the armature core on the stator side of the starter generator 24 is switched to the relatively large first number n1 and the relatively small second number n2, the switching is a switching means. The switches swu, swv, and sww can be connected to the stator side relatively easily, and the first and second torque characteristics suitable for the starting conditions can be easily selected to start the engine accurately.

In the above description, the engine 1 side crankshaft 9 and the drive shaft 241 of the starter generator 24 are configured to be intermittently switched through the planetary gear mechanism 10 and the belt transmission mechanism. Alternatively, it may be configured to perform intermittent control between the crankshaft 9 of the engine and the starter generator 24 using an electromagnetic clutch (not shown). In this case as well, the effect of the present invention is achieved by the idle stop vehicle of FIG. It can be obtained in substantially the same manner as the engine start control device.
In this embodiment, the idle stop vehicle has been described. However, the present invention is not limited to this, and the engine start control device of the present invention may be used for engine start by a hybrid vehicle motor.

1 is a schematic configuration diagram of an engine 1 including an engine start control device for an idle stop vehicle according to an embodiment of the present invention. It is a schematic block diagram of the planetary gear mechanism 10 which the engine starting control apparatus of FIG. 1 uses. FIG. 2 is a schematic circuit diagram of a starter generator 24 used by the engine start control device of FIG. 1. FIG. 2 is a characteristic diagram showing control characteristics of the engine start control device of FIG. 1, wherein (a) shows a first torque characteristic of a high torque and low rotation type, and (b) shows a second torque characteristic of a low torque and high rotation type. . It is a flowchart of the starting control routine which the controller 30 of the engine starting control apparatus of FIG. 1 performs.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 24 Starter generator 244 Magnet rotor 247 Armature core 25 Pulley 31 Battery n1 1st turn n2 2nd turn swu, swv, sww changeover switch (switching means)
A2 determination means A3 torque characteristic control means S1 first determination signal S2 second determination signal Ss key operation Lu to Lw armature coil Lu to Lw armature coil

Claims (2)

An engine start control device having automatic start and manual start,
A starter generator having a coil fed from a battery and connected to switching means for switching between a state in which the coil holds a predetermined first number of turns and a state in which a second number of turns less than the first number of turns is held;
Determination means for outputting a first determination signal when engine start is determined by manual start, and a second determination signal when engine start by automatic start is determined;
When the first determination signal is received when a predetermined start condition is satisfied, the coil is switched to the first number of turns, the starter generator is driven with a first torque characteristic of a high torque low rotation type, and the second determination signal is received. And a torque characteristic control means for driving the starter generator with a second torque characteristic of a low torque and high rotation type by switching the coil to the second number of turns.
An engine start control device comprising: The engine start control device according to claim 1, wherein
The engine start control device, wherein the coil fed from the battery is an armature coil wound around an armature core facing a magnet rotor attached to a crankshaft of the engine.

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