JP2013068095A - Engine restarting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine restarting device that can quickly restart an engine and can reduce noise during gear meshing.SOLUTION: A starter body 1 has a motor 13, a pinion 11, and a shift lever 14. An ECM 2 that is a control means determines the restarting of the engine in accordance with a vehicle state, and performs on/off control of the switching of a switch module 3. The ECM 2 spins the motor while the engine is still turning when the engine stops, and then meshes the pinion and the ring gear of the engine. A generator brake provided with a switch 17 is provided as a speed reduction means, and when meshing the pinion and the ring gear of the engine, actively reduces the speed of the rotation of the starter.

Description

  The present invention relates to an engine restart device, and more particularly to an engine restart device suitable for use in an idle stop system.

  In the idling stop system, when the engine for a car becomes no load or low load, the engine is automatically stopped to reduce the fuel consumption of the engine and when the engine power is needed. The engine is automatically restarted.

  Conventionally, when a restart request is generated during the engine rotation descent period immediately after the automatic stop request is generated, the starter pinion is rotated without waiting for the complete stop of the engine rotation, and the ring gear directly connected to the engine crankshaft is It is known that the engine is quickly restarted by causing the engine to be bitten in synchronism with the rotation speed and promptly starting cranking (see, for example, Patent Document 1).

  Also, during the engine rotation descent period immediately after the start of automatic engine stop, even if there is no restart request, the starter is rotated, the rotation speed of the starter and the rotation speed of the ring gear are synchronized, and the pinion is driven in. It is also known that the ring gear is engaged to prepare for a restart request (see, for example, Patent Document 2).

  Furthermore, it is also known to use a one-way clutch provided in a starter in order to reduce a load of tooth surface collision that occurs when a rotating pinion and a ring gear mesh with each other (see, for example, Patent Document 3). .

Japanese Patent Laying-Open No. 2005-330813 Special table 2009-529114 gazette JP 2010-255523 A

  Since the idle stop system automatically stops the engine without direct operation by the driver, the engine can be restarted without causing a delay to the driver's restart request even during automatic stop. It needs to be started. The most severe condition for satisfying this requirement is when an engine restart request is generated immediately after the automatic stop operation is started. This is because, when a normal pinion dive starter is used, the engine needs to be completely stationary once to start the engine with the starter. In other words, if a normal pinion dive starter is used in a state where the engine has not stopped rotating, a very noisy noise will be generated until the pinion dives and meshes with the ring gear of the engine, and the starter pinion and engine Wear the ring gear. In order to avoid this, when the engine is completely stopped and the starter is started to be used, it takes a long time for the engine to recover, and the driver is anxious. In order to solve this, it is required that the starter pinion is gently engaged with the ring gear of the engine while the engine is still running while the engine is stopped.

  An object of the present invention is to provide an engine restart device that can quickly restart an engine and reduce noise during meshing.

(1) In order to achieve the above object, the present invention includes a pinion connected to an output shaft of a motor, and a shift lever that is driven by a magnet switch and shifts the pin-on in the direction of an engine ring gear. A switch module having a starter body having a first switch for energizing the motor and a second switch for energizing the magnet switch, and determining restart of the engine according to a state of the vehicle, Control means for controlling on / off of the switch of the switch module, and when the engine is stopped, the motor is rotated while the engine is still rotating, and then the ring gear and the pinion of the engine are turned on. An engine restart device for meshing, wherein the ring gear of the engine and the pinion are meshed In this case, a decelerating means for actively decelerating the rotation of the starter is provided.
With this configuration, the engine can be restarted quickly, and noise during meshing can be reduced.

  (2) In the above (1), preferably, the speed reduction means causes a reduction in the rotation of the motor by energizing an electromotive force generated by the rotation of the motor of the starter.

  (3) In the above (2), preferably, the deceleration means includes a third switch for energizing an electromotive force generated by rotation of the motor of the starter, and the control means activates the third switch. However, it is at the same time as the activation of the second switch for causing the starter pinion to enter or after the activation of the second switch.

  (4) In the above (2), preferably, the deceleration means includes a third switch for energizing an electromotive force generated by rotation of the motor of the starter, and the third switch is a semiconductor switch. .

According to the present invention, the engine can be restarted quickly, and the noise at the time of meshing can be reduced.

1 is a configuration diagram of an engine restart device according to a first embodiment of the present invention. FIG. It is a timing chart when not using the deceleration means by this embodiment. It is a timing chart which shows operation | movement of the restart apparatus of the engine by the 1st Embodiment of this invention. It is a block diagram of the restart apparatus of the engine by the 2nd Embodiment of this invention. It is a block diagram of the restart device of the engine by the 3rd Embodiment of this invention. It is a block diagram of the restart device of the engine by the 4th Embodiment of this invention.

Hereinafter, the configuration and operation of the engine restart device according to the first embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the engine restart device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a configuration diagram of an engine restart device according to a first embodiment of the present invention.

  The starter body 1 includes a motor 13, a pinion 11, a magnet switch 12, a shift lever 14, and the like. Rotational power generated by the motor 13 is transmitted to the pinion 11 via a reduction gear (not shown). When the pinion 11 rotates the ring gear 5 of the engine, the engine is started. After the engine is started or when the engine is not used, the pinion 11 and the ring gear 5 are disengaged. When the pinion 11 is engaged with the ring gear 5, the magnet switch 12 is energized. When the magnet switch 12 is energized, the shift lever 14 moves to cause the pinion 11 to jump into the ring gear 5. Moreover, in order to control the jump-in timing of the pinion 11, a sensor for calculating and grasping the rotational speed is provided. The sensor 7 measures the rotation signal of the ring gear 5, and the sensor 8 measures the rotation signal of the starter. The measured signal is input to the control device 2, and the rotation speed is calculated.

  The semiconductor switch module 3 directly operates the movement of the starter 1. The semiconductor switch module 3 includes switches 15, 16, and 17. The switch 15 operates the magnet switch 12, and the switch 16 operates ON / OFF of the motor 13. The switch 17 turns on / off the power generation brake in the motor 13. The starter for automobiles has a body ground circuit configuration, so that only the plus pole is wired, and the minus pole is wired by contacting the body of the vehicle. The power generation brake switch 17 operates by communicating with the positive pole of the motor and the body ground. That is, the motor 13 generates a counter electromotive force due to rotation, but when the circuit is cut off, no current can flow and no braking force is generated. If the switch 17 is turned on when the switch 16 is off and the motor 13 is rotating in inertia, a current flows through the body ground with a voltage generated by the counter electromotive force, and a braking force is generated in proportion to the current. . This braking force reduces the rotational speed of the motor 13. That is, the braking force generated by the switch 17 is used as a deceleration means for the motor 13.

  These switches are made of semiconductors, and their operations are controlled by commands from the control device 2. By configuring the switches 15, 16, and 17 with semiconductor switches, the operation time until the switch is turned ON / OFF in response to a command from the control device 2 can be shortened, and the switch operation delay time can be reduced during control. There is no need to consider it, and it is possible to eliminate variations in operation timing due to variations in operation delay time.

  The switches 15 and 16 control the energization with the battery 4. However, as a countermeasure when the semiconductor switch fails in the energized state, the relay switch 6 is provided to cope with the failure of the semiconductor switch. It becomes possible. The relay switch 6 is a mechanical contact type switch and is normally OFF. Only when the starter is used, the relay switch 6 is turned on by a command from the control device 2. With this configuration, even if the semiconductor switch fails in the ON state, it is possible to cut off the energization of the battery and the starter, which makes the system safe.

Next, the operation of the engine restart device according to the present embodiment will be described with reference to FIGS. 2 and 3.
FIG. 2 is a timing chart when the speed reduction means according to the present embodiment is not used. FIG. 3 is a timing chart showing the operation of the engine restart device according to the first embodiment of the present invention.

  The idle stop operation is started when the idle stop determination is established. When the idling stop determination is established, fuel injection is first stopped. This fuel cut prevents combustion from occurring even if the engine rotates, making it impossible to maintain engine rotation. As shown in FIG. (Waveform 101 in FIG. 2) begins to decline. (Note that the engine rotation speed, engine rotation speed, and ring gear rotation speed are all used in the same meaning.) When the engine rotates by inertia without combustion, air enters and exits the combustion chamber. Such rotational speed is accompanied by pulsating fluctuations.

  In response to the engine rotation starting to decrease, the ECM 2 in FIG. 1 sends a command to the semiconductor switch module 3 to turn on the switch 16 at time t1, as shown by the waveform 103 in FIG. Thus, energization of the motor 13 of the starter 1 is started, and pre-rotation of the starter 1 is started. The timing for starting the pre-rotation can also be defined by the rotational speed of the ring gear.

  After the start of the pre-rotation, the rotation speed of the starter (= same as the rotation speed) is continuously detected, and when a certain condition is satisfied (time t2 in FIG. 2), the switch 16 in FIG. Is turned off, the energization of the motor 13 is terminated, and the rotation of the starter is switched to inertial rotation. Here, the certain condition is, for example, that an elapsed time after starting energization at time t1 has reached a predetermined time. Note that the timing of ending the motor energization can be defined by the rotation speed 102 of the starter. That is, after the start of energization, the rotation speed of the motor 13 can be monitored, and the energization can be stopped when the rotation speed reaches a predetermined rotation speed.

  In FIG. 2, the notation of the rotation speed of the starter is a value converted into the number of engine cycles in a state where the pinion and the ring gear are engaged with each other. By performing this conversion, it is easy to see whether the engine speed and the starter speed are synchronized.

  When it is determined that the starter is in inertial rotation and the ring gear rotational speed is decreased and the start of the pinion jump is determined, as shown by the waveform 104 in FIG. 2, the ECM2 in FIG. By sending a command to the switch module 3 and turning on the switch 15, the magnet switch 12 is energized to cause the pinion 11 to jump in, and the pinion 11 and the ring gear 5 are engaged. The determination of the start of pinion jumping is made when, for example, the difference between the rotational speed of the engine and the rotational speed of the starter becomes a predetermined rotational speed or less. That is, the dive of the pinion starts at the timing when the rotational speeds of the two approaches.

  When the engine speed is pulsating and the deceleration is large, it is greater than the deceleration when the starter is decelerated by inertial rotation. For this reason, at the timing (time t3) when the pinion starts to jump, the engine speed (waveform 101) is much higher than the starter speed (waveform 102).

  After time t3, a current flows out to the magnet switch 12, a force for pushing out the pinion 11 is generated, and the jumping-in operation of the pinion 11 starts. After the pinion 11 starts to fly, when the tip end surface of the pinion 11 comes into contact with the side surface of the ring gear 5 and the teeth of the pinion 11 come to a position between the teeth of the ring gear 5, the bite is engaged. Beginning and moving the gear thickness, the bite is completed. The completion of this biting is the timing at time t4.

  Since a certain amount of time is required from the start of jumping (time t3) to the completion of biting (time t4), the relative relationship between the rotational speeds of the engine and the starter differs between time t3 and time t4. . That is, at the time t3, the engine rotational speed is much higher than the starter rotational speed, but at the time t4, the engine rotational speed is lower than the starter rotational speed. Yes. Such a situation is likely to occur when the piston of the cylinder in the compression process is approaching top dead center among the cylinders of the engine. That is, when the piston approaches the top dead center in the compression process, the in-cylinder pressure increases and the force to push back the piston increases. Since this force becomes a torque that reduces the rotational speed of the engine, the engine rotational speed rapidly decreases near the top dead center.

  When the engine rotation speed is lower than the starter rotation speed when the pinion 11 is engaged, the angular momentum is exchanged by the tooth surface collision of the gear. As a result, the engine speed (waveform 101) increases and the starter speed (waveform 102) decreases. Thereafter, when the piston of the cylinder in the compression process of the engine exceeds the top dead center, the engine is accelerated by the in-cylinder pressure, and the rotational speed is significantly increased. Generally, the starter has a one-way clutch mechanism, and the power in the forward rotation direction from the starter motor to the pinion is transmitted. However, if the pinion rotation speed increases from the motor rotation, the clutch is disengaged and the power Transmission is not performed. For this reason, even after the pinion 11 meshes with the ring gear 5, it is possible to rotate without synchronizing with the starter motor as the engine speed increases.

  The difference Δr between the rotational speeds of the engine and the starter at the time of pinion engagement is the amount shown in the figure, and the greater this speed difference, the greater the impact of tooth surface collision and the greater the noise generated. Therefore, reducing this speed difference leads to noise reduction.

  FIG. 3 is a waveform diagram according to the present embodiment. By using the power generation brake, the difference in rotational speed between the engine and the starter at the time of pinion engagement is reduced, the impact of tooth surface collision is reduced, and the generated noise is generated. Can be reduced.

  In the operation of FIG. 3, the operation until the start of the pinion 11 jump (time t3) is exactly the same as the operation of FIG.

  In the operation of FIG. 3, immediately after the start of jumping in of the pinion 11 (time t3), the ECM 2 in FIG. 1 sends a command to the semiconductor switch module 3 at time t5 as shown by the waveform 109 in FIG. By turning on 17, the switch of the power generation brake is turned on. The power generation brake causes the motor rotation to decelerate by energizing the electromotive force generated by the rotation of the starter motor. With this power generation brake, the rotation speed of the starter starts to decelerate at a larger deceleration than when it was decelerated by inertial rotation. At the same time, the pinion jump-in operation is performed, and the pinion 11 biting is completed at the timing of time t4. The engine deceleration during that time is the same as in FIG. 2, but the speed difference Δr ′ at time t4 is reduced by further reducing the rotation of the starter. That is, even if the starter deceleration approaches the deceleration of the engine and the engine rotation is greatly decelerated while the pinion is engaged, the speed difference at the moment of engagement does not have to be large. Thereby, the impact force generated by the tooth surface collision is reduced, and the generated noise is also reduced.

  As shown in FIG. 3, at the time t2, when energization of the motor is completed, the rotation of the starter is decelerated. This deceleration is a passive deceleration. On the other hand, when the power generation brake is turned on at time t4, the rotation of the starter is further decelerated. This is called active deceleration.

  For example, 10 ms is set between the time t3 and the time t5. The time difference (t5−t3) needs to be changed according to the type of starter. That is, a small output motor is used as a starter for starting a small displacement engine, and a high output motor is used as a starter for starting a large displacement engine. In the case of a small output motor, the physique of the motor itself is small, and the physique such as a pinion is also small. Therefore, the inertia weight is small. On the other hand, in the case of a high output motor, the inertia weight is larger than that of a small output motor. As a result, the rate at which the motor rotation speed decreases after time t2 in FIG. 3 varies depending on the type of starter. Therefore, the time difference between time t3 and time t5 also needs to be appropriately changed according to the type of starter. As a result of verifying several types of starters, the time difference (t5−t3) is in the range of about 0 ms to 20 ms. In any case, the timing to turn on the power generation brake (time t5) is the same as the start of the pinion jump (time t3) or after the start of the pinion jump (time t3).

  By engaging the starter pinion with a ring gear directly connected to the crankshaft of the engine, the engine can be restarted quickly by promptly starting cranking when the restart conditions are met. Can do.

  In the present embodiment described above, active deceleration of the starter is performed by the power generation brake, but other methods can be used. For example, the power generation brake uses the motor 13, and similarly, there is a reverse energization brake that uses the motor 13. Normally, as shown in FIG. 1, the battery 4 is connected to the first terminal of the motor 13 and the second terminal is energized in the direction of grounding. On the other hand, the reverse energization brake reverses the energization direction, connects the aforementioned second terminal of the motor 13 to the battery, and energizes in the direction of grounding the aforementioned first terminal. As a result, the motor 13 tends to rotate in the reverse direction, and the motor 13 can be decelerated. The reverse energization brake can increase the deceleration as compared with the power generation brake, and therefore can be used when the deceleration is not sufficient with the power generation brake alone. Moreover, although the above two examples are electrical brakes using the motor 13, a mechanical friction brake can also be used as another method. In the friction brake, the friction member is brought into contact with the output shaft of the motor 13, and the motor is decelerated by the friction force.

  Here, there are two types of collision sounds when the pinion 11 and the ring gear 5 come into contact with each other. The first is a collision sound generated when the end surface of the pinion 11 contacts the side surface of the ring gear 5. The second sound is generated when the pinion 11 and the tooth surface of the ring gear 5 come into contact after the first collision sound is generated. In the example of FIG. 2, the first collision sound can be reduced by optimizing the timing at time t3. That is, as described above, the time t3 is when the difference between the rotational speed of the engine and the rotational speed of the starter becomes a predetermined rotational speed or less. On the other hand, in order to reduce the second collision sound, in the example of FIG. 2, it is effective to advance the time t3 from the illustrated state. However, in this case, even if the second collision sound can be reduced, the first collision sound increases. That is, in the example shown in FIG. 2, both the first and second collision sounds cannot be reduced. On the other hand, in this embodiment, as shown in FIG. 3, the time t3 can be made appropriate to reduce the first collision sound. Further, by executing active deceleration (for example, power generation braking) of the starter at time t4, the second collision sound can be reduced, and both the first and second collision sounds can be reduced.

  As described above, according to the present embodiment, the starter pinion can be quietly engaged with the ring gear of the engine while the engine is still running, thereby starting the engine stop operation. Even when a restart request occurs immediately after that, the engine can be restarted promptly. In addition, the noise when meshing the pinion and ring gear reduces the driver's discomfort and reduces wear on the pinion and ring gear. It is possible to eliminate the need for replacement due to deterioration of the battery.

  In addition, when the starter pinion is bitten into the ring gear whose rotation has stopped, the teeth of the ring gear at a certain position and the pinion come into contact with each other and bite, and wear of specific teeth on the ring gear There will be progress, but improvements will be made to this problem. This is because when the engine is stopped, the piston is pushed back at the piston position where the internal pressure of the cylinder in the compression process increases. As a result, the same piston position stops rotating every time, and the rotation position of the ring gear Will stop focusing on a specific area. On the other hand, if it becomes possible to gently bite the starter pinion into the rotating ring gear, the pinion is bitten while the ring gear is rotating every time even if there is no restart request. It will be better. In this case, since the ring gear is rotating, the teeth that come into contact with each other at the time of biting do not concentrate at a specific position, and all the teeth have an equal opportunity. As a result, the wear of the ring gear does not concentrate on a specific tooth, and even if the idle stop is repeatedly performed, the durability problem does not occur.

Next, the configuration and operation of the engine restart device according to the second embodiment of the present invention will be described with reference to FIG.
FIG. 4 is a configuration diagram of an engine restart device according to the second embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In the present embodiment, the power generation brake switch 18 is constituted by a relay switch (mechanical contact type switch). When both of the power generation brake switch 18 and the motor switch 16 are turned on, they are short-circuited as a circuit, but a mechanical contact type and normally OFF relay switch is used for the power generation brake to avoid failure in the ON state. Can be made safer.

Next, the configuration and operation of an engine restart device according to a third embodiment of the present invention will be described with reference to FIG.
FIG. 5 is a configuration diagram of an engine restart device according to the third embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In this embodiment, the magnet switch switch 22, the motor switch 23, and the power generation brake switch 18 are constituted by mechanical contact type relay switches. By normally turning off these switches, it is possible to avoid a failure in the ON state, and a switch for cutting off the power supply on the upstream side becomes unnecessary.

Next, the configuration and operation of an engine restart device according to a fourth embodiment of the present invention will be described with reference to FIG.
FIG. 6 is a configuration diagram of an engine restart device according to a fourth embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  In this embodiment, the circuit shown in FIG. 1 is described in more detail and measures against surge voltage are taken.

  Since the semiconductor switch can be turned on and off at high speed, it can be switched frequently. However, the magnet switch 12 and the motor 13 to be energized have inductance, and when the switch is turned off, the current time An induced electromotive force is generated with the change. In a circuit that does not take a countermeasure against surge voltage, the current becomes 0 at the moment when the switch is turned off, so that the time change of the current is very large and a very large electromotive force is generated. This electromotive force is called a surge voltage, and if measures are not taken, it can cause damage to equipment. A diode 19 serves as a countermeasure against the surge voltage of the switch 15, and this diode connects the positive pole of the magnet switch 12 and the body ground. As a result, even if an induced electromotive force is generated at the moment when the switch 15 of the magnet switch 12 is turned off, the current flows through the diode 19, so that the time change of the current flowing through the magnet switch 12 can be reduced and generated. The electromotive force is also reduced.

  Similarly, a countermeasure against a surge voltage for the switch 16 for the motor 13 is provided by the diode 20, and at the moment when the switch 16 is turned off, a current flows from the ground through the diode 20 to the motor 13 to prevent the generation of a large surge voltage.

  The diode 21 is a countermeasure against the surge voltage of the power generation brake switch 17. During the power generation brake operation, a current flows from the motor 13 toward the ground of the semiconductor switch module. This current flow is maintained even when the switch 17 is turned off, as a countermeasure against surge voltage. The current flows through the diode 21 and is absorbed by the battery 4.

Also in the embodiment shown in FIGS. 4 to 6 described above, the engine can be restarted promptly and the noise during meshing can be reduced.

DESCRIPTION OF SYMBOLS 1 ... Starter main body 2 ... Control apparatus 3 ... Semiconductor switch module 4 ... Battery 5 ... Ring gear 6 ... Relay switch 7 for power supply cutoff ... Ringing gear rotational speed sensor 8 ... Starter rotational speed sensor 11 ... Pinion 12 ... Magnet switch 13 ... Motor 14 ... Shift lever 15 ... Magnetic switch switch 16 ... Motor switch 17 ... Generation brake switch 18 ... Generation brake relay switch 19 ... Magnetic switch diode 20 ... Motor diode 21 ... Generation brake diode 22 ... Magnetic switch relay Switch 23 ... Relay switch for motor

Claims (4)

A starter body having a pinion connected to the output shaft of the motor, and a shift lever driven by a magnet switch to shift the pin-on in the direction of the ring gear of the engine;
A switch module having a first switch for energizing the motor and a second switch for energizing the magnet switch;
Control means for determining restart of the engine according to a state of the vehicle and controlling on / off of the switch of the switch module;
When the engine is stopped, the engine is restarted by rotating the motor while the engine is still rotating and meshing the ring gear and the pinion of the engine.
A restarting device for an engine comprising: a reduction means for actively reducing the rotation of the starter when the ring gear of the engine and the pinion are engaged with each other. The engine restart device according to claim 1,
2. The engine restarting apparatus according to claim 1, wherein the speed reduction means is configured to decelerate the rotation of the motor by energizing an electromotive force generated by the rotation of the motor of the starter. The engine restart device according to claim 2,
The speed reduction means includes a third switch for energizing an electromotive force generated by rotation of the motor of the starter,
The control means is characterized in that the activation of the third switch is simultaneous with the activation of the second switch for causing the starter pinion to jump in or after the activation of the second switch. Engine restart device. The engine restart device according to claim 2,
The speed reduction means includes a third switch for energizing an electromotive force generated by rotation of the motor of the starter,
The engine restarting device, wherein the third switch is a semiconductor switch.

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