JP2013072329A - Starter of internal combustion engine, internal combustion engine equipped with the starter, method for controlling starter of internal combustion engine, and method for controlling idling stop system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a starter of an internal combustion engine capable of shortening an amount of starting time by generating braking torque caused by electric generation in the process of stopping the internal combustion engine to stop a piston and a crankshaft at an optimal crank angle, and further provide an internal combustion engine equipped with the starter, a method for controlling the starter of internal combustion engine, and a method for controlling an idling stop system.SOLUTION: In the process of stopping the engine 1, a meshing section 12a of a pinion gear 12 is equipped with an electric generation mechanism 40 for generating electricity by an electromagnetic induction action generated by preliminarily meshing the pinion gear 12 and a ring gear 3 with each other to drive the pinion gear 12 by the ring gear 3. Further, there is provided an ECU4 for controlling an amount of the electricity generated by the electric generation mechanism 40 to thereby regulate braking torque generated by this electric generation and then stop the piston and crankshaft of the engine 1 at a given position.

Description

  The present invention relates to a starter for an internal combustion engine that generates a braking torque by power generation during a stop process of the internal combustion engine and stops a piston and a crankshaft at an optimal crank angle to shorten a start time, and an internal combustion engine including the starter The present invention relates to an engine starter control method and an idling stop system control method.

  In order to start the engine (internal combustion engine), a start assist device is required that applies a driving torque to the crankshaft to generate an engine cycle of suction, compression, expansion, and discharge. As this starting assisting device, a starter using an armature (electric motor) is widely adopted. In particular, a jump-in starter that pushes the pinion gear in the axial direction with a solenoid and fits into a ring gear installed on the outer periphery of the flywheel of the engine is the mainstream.

  The conventional dive starter pushes out the pinion gear by the solenoid described above, and simultaneously closes the energization circuit to the armature at the main contact provided in the pushing mechanism to start the rotation of the armature shaft. When the pinion gear and the ring gear are engaged with each other, the engine starts rotating, and when combustion starts, the engine self-supports and rotates. When the speed of the starter (converted into the engine speed from the gear ratio of the pinion gear and the ring gear) is below the engine speed (hereinafter referred to as the assist region), the pinion gear rotates together with the overrunning clutch and armature shaft. Then, driving torque is transmitted.

  On the other hand, when the engine speed exceeds the starter speed (hereinafter referred to as the self-sustained operation region), the lock by the roller is released and the rotation of the pinion gear is independent of the rotation of the overrunning clutch and the armature shaft. Along with the wheel ring gear. Thereafter, when the engine start command is released (start OFF), the pinion gear is pulled back to release the fitting.

  Recently, for the purpose of realizing advanced engine start / stop operation in a vehicle equipped with an idling stop system aimed at improving fuel efficiency, a starter that can independently control the pinion gear extrusion and rotation has been proposed (for example, Patent Document 1). While the idling stop system can improve fuel efficiency by stopping the engine, it needs to restart the engine immediately by recognizing the driver's intention to start and complete preparation for starting in a short time. This device can shorten the time required for restarting by previously engaging the pinion gear with the ring gear during the engine stop process.

  However, it is necessary to set the start time from recognition of the intention to start until the engine is ready to operate in a real-world traffic flow so that the system can operate safely and without stress. Further, it is necessary to shorten the start-up time.

In order to shorten the start-up time, not only improvements in start-up technology such as improved starter output and early start of combustion, but also technology that stops the piston and crankshaft at the optimal crank angle for the next start-up when stopped. I need it. In response to this problem, a device that applies a braking torque when the engine is stopped using an electric motor such as an alternator has been proposed (see, for example, Patent Document 2 and Patent Document 3). This device uses a generator attached to the engine, converts kinetic energy into electric energy by adjusting the amount of power generation, and brakes engine rotation. However, if the electric motor and the engine are always meshed with each other, there is a possibility that the fuel consumption is deteriorated and the meshing portion is severely deteriorated and damaged.

Japanese Patent No. 42332069 JP 2001-027171 A JP 2007-085238 A

  The present invention has been made in view of the above problems, and its object is to generate a braking torque by power generation in the stopping process of the internal combustion engine, stop the piston and the crankshaft at an optimal crank angle, and start time It is possible to provide a starter for an internal combustion engine, an internal combustion engine including the starter, a control method for the starter of the internal combustion engine, and a control method for the idling stop system. Another object of the present invention is to provide a starter for an internal combustion engine that can suppress vibration when the internal combustion engine is stopped, an internal combustion engine including the starter, a control method for the starter of the internal combustion engine, and a control method for the idling stop system.

  The starter of the internal combustion engine of the present invention for solving the above-mentioned object drives the ring gear of the internal combustion engine with the pinion gear when starting the internal combustion engine, and uses the pinion gear as the ring gear in advance during the stop process of the internal combustion engine. In the starter of the internal combustion engine to be fitted, a power generation mechanism for generating power by electromagnetic induction generated by driving the pinion gear by the ring gear in the stop process of the internal combustion engine is provided in the meshing portion of the pinion gear, and By controlling the power generation amount of the power generation mechanism, the braking torque generated by the power generation is adjusted, and the control device is configured to stop the piston and the crankshaft of the internal combustion engine at predetermined positions.

  According to this configuration, the power generation mechanism is provided in the meshing portion of the pinion gear of the starter that engages the pillion gear with the ring gear only when the internal combustion engine is started and stopped, and the generated power is controlled by controlling the power generation amount. Adjust the braking torque. Thereby, a piston and a crankshaft can be stopped at the target crank angle, and the next starting time can be shortened. Further, the energy required for braking the internal combustion engine can be recovered as electric energy, and the energy loss can be improved by using the recovered energy at the time of starting.

  Further, in the starter of the internal combustion engine, the power generation mechanism includes an electromagnet provided inside the pinion gear and a coil provided outside the pinion gear, and the control device supplies a current supplied to the electromagnet. By controlling the magnetic flux density and adjusting the power generation amount.

  According to this configuration, the starter is a starter that can independently control the push-out and rotation of the pinion, and the starter's operation is affected by providing the power generation mechanism at the meshing portion of the pinion gear of the starter. In addition, power can be generated during the engine stop process. Thereby, it is possible to prevent an adverse effect on the starter control, particularly an adverse effect on the pinion extrusion control, which occurs when the motor is provided with the power generation mechanism.

  Note that the amount of power generation can be adjusted by controlling the current supplied to the electromagnet through a slip ring provided on the armature shaft, and adjusting the magnetic flux density. Moreover, the obtained electric power is converted into direct current by the rectifier, and the battery can be charged.

  In addition, in the above-described internal combustion engine, the control device includes the internal combustion engine in a resonance rotational speed region in the vicinity of a rotational speed at which resonance of roll vibration occurs in a power plant including the internal combustion engine and a support device for the power plant. The power generation amount of the power generation mechanism is increased or decreased immediately before the internal combustion engine is completely stopped so that the reverse rotation of the piston due to the compression pressure does not occur and the means for increasing the power generation amount of the power generation mechanism Means.

  According to this configuration, when stopping, increasing the braking torque in a region where the engine mount resonance is likely to excite resonance causes a rapid decrease in the engine speed in that region and quickly passes through that region. By doing so, the vibration at the time of a stop can be suppressed. Further, immediately before the engine is completely stopped by braking the engine rotation, the reverse rotation phenomenon due to the compression pressure in the cylinder can be suppressed to suppress the backlash vibration.

  An internal combustion engine for solving the above problem is configured to include the starter of the internal combustion engine described above. According to this configuration, since the piston and the crankshaft can be stopped at predetermined positions, the restart time of the vehicle equipped with the idling stop system can be shortened.

  An internal combustion engine starter control method for solving the above-described problem is that when the internal combustion engine is started, the ring gear of the internal combustion engine is driven by the pinion gear, and the pinion gear is used as the ring gear in advance during the stop process of the internal combustion engine. In the control method of the starter of the internal combustion engine to be fitted, during the stop process of the internal combustion engine, the power generation mechanism provided in the meshing portion of the pinion gear generates power by electromagnetic induction generated by driving the pinion gear by the ring gear. And generating a braking torque to stop the piston and crankshaft of the internal combustion engine at predetermined positions.

  According to this method, the piston and the crankshaft can be stopped at predetermined positions, and the restart time can be shortened. Moreover, since the power generation mechanism is provided in the meshing portion of the pinion gear, power generation can be performed without affecting the control of the starter pinion pushing and rotation. In addition, a larger braking torque can be applied to the engine by providing the power generation mechanism in the pinion gear having a high rotational speed.

  An idling stop system control method for solving the above-described problem is a control method for an idling stop system for a vehicle including the starter for an internal combustion engine as described above. A generator fitted to the ring gear and provided in the meshing portion of the pinion gear generates power by electromagnetic induction generated by driving the pinion gear by the ring gear to generate a braking torque, thereby generating the internal combustion engine. The engine piston and crankshaft are stopped at predetermined positions.

  According to this method, it is possible to solve the problems such as shortening the start time of the vehicle equipped with the idling stop system and reducing the vibration at the time of stopping from the above-described effects.

  According to the present invention, it is possible to reduce the starting time by generating a braking torque by power generation in the stopping process of the internal combustion engine and stopping the piston and the crankshaft at the optimum crank angle. It is also possible to suppress vibration when the internal combustion engine is stopped.

It is sectional drawing which showed the starter of the internal combustion engine of embodiment which concerns on this invention. It is the figure which showed operation | movement of the starter of the internal combustion engine of embodiment which concerns on this invention. It is the schematic which expanded a part of FIG. FIG. 2 is a circuit diagram of FIG. 1. It is the flowchart which showed the control method of the starter of the internal combustion engine of embodiment which concerns on this invention.

  Hereinafter, a starter of an internal combustion engine according to an embodiment of the present invention, an internal combustion engine including the starter, a control method for the starter of the internal combustion engine, and a control method for the idling stop system will be described with reference to the drawings. In this embodiment, a diesel engine will be described as an example. However, the present invention is not limited to a diesel engine but can be applied to a gasoline engine.

  First, an internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2. The engine (internal combustion engine) 1 includes a flywheel 2 fixed to a crankshaft (not shown), a ring gear 3 disposed on the outer periphery thereof, and a starter (starting assisting device) 10. The starter 10 includes a housing 11, a pinion gear 12, a rotation mechanism 20, an extrusion mechanism 30, and a power generation mechanism 40. Moreover, the battery 13, the main contact 14, the contact plate 15, and the field coil 16 connected with them are also provided.

  The rotation mechanism 20 includes an armature shaft 21, an armature 22, and a commutator 23. The rotation mechanism 20 is controlled in rotation by an unillustrated ECU (control device) and recognizes the driver's intention to start, that is, the main contact 14 comes into contact with the contact plate 15 in response to a start command of the engine 1. The electric power is supplied to 23 and the pinion gear 12 fixed to the armature shaft 21 can be rotated.

  The pushing mechanism 30 includes a plunger 31, a solenoid coil 32, a return spring 33, a drive lever 34, an overrunning clutch 35, a roller stopper 36, and a switch 37. In the push-out mechanism 30, when the switch 37 is controlled by the ECU and electric power is supplied to the plunger 31, the drive lever 34 is operated by pushing the plunger 31 and pushes the overrunning clutch 35. Thereby, the pinion gear 12 can be pushed out and fitted with the ring gear 3.

  The overrunning clutch 35 is formed in a cylindrical shape that is slidable in the axial direction of the armature shaft 21 via a spline and capable of transmitting torque, and has a roller stopper 36 whose inner surface has a pressing direction defined by a spring (not shown). In the assist region where the rotation speed of the starter 10 (converted into the rotation speed of the engine 1 from the gear ratio of the pinion gear 12 and the ring gear 3) is equal to or lower than the rotation speed of the engine 1 Lock to the shaft 21. Further, in the self-sustained operation region where the rotational speed of the engine 1 exceeds the rotational speed of the starter 10, the lock is released and the pinion gear 12 is driven by the engine 1 (driven by the rotation of the ring gear 3). Operate.

  The rotating mechanism 20 and the pushing mechanism 30 can be independently controlled by the ECU, and the configuration is not limited to the above as long as the pinion gear 12 can be pushed out and the ring gear 3 can be rotationally driven. For example, the pinion gear may be provided on the axis of the plunger so that the pinion gear rotates via a gear mechanism, and the pinion gear may be directly pushed out by the direct movement of the plunger.

Operations of the rotating mechanism 20 and the pushing mechanism 30 will be described with reference to FIG. During normal operation and complete stop of the engine 1, as shown in FIG. 2A, the main contact 14 and the contact plate 15 are not in contact and are not energized, so the pinion gear 12 and the ring gear 3 Are not mated. When a start command or a stop command for the engine 1 is received, as shown in FIG. 2B, the main contact 14 and the contact plate 15 come into contact with each other, and electric power is supplied to the rotating mechanism 20 and the pushing mechanism 30. The pinion gear 12 is engaged with the ring gear 3.

  Electric power is supplied to the solenoid coil 32, the switch 37 is closed, and a magnetic force is generated in the plunger 31. As a result, the plunger 31 slides to the right side in the drawing and presses the overrunning clutch 36 to the ring gear 3 side via the drive lever 34. As a result, the pinion gear 12 is engaged with the ring gear 3.

  With the above configuration, the starter 10 can control the rotation mechanism 20 and the push-out mechanism 30 independently of each other by the ECU, so that the pinion gear 12 is fitted to the ring gear 3 in advance while the engine 1 is stopped. be able to. Thereby, the operation | movement which fits the pinion gear 12 to the ring gear 3 at the time of restart can be abbreviate | omitted, and restart time can be shortened.

  Next, the power generation mechanism 40 of the present invention will be described with reference to FIG. The power generation mechanism 40 includes an electromagnet 41 and a stator coil 42. Moreover, the rectifier 43 connected to them, the regulator 44, and each slip ring 45 are provided, and it connects with the circuit which consists of the above-mentioned rotation mechanism 20 and the extrusion mechanism 30. FIG. In addition, these are connected to an ECU 4 connected to a sensor such as a crank angle sensor 5 that detects the rotational speed of the engine 1.

  The pinion gear 12 of the present invention is formed wider than the ring gear 3. Thereby, the part which does not fit with the ring gear 3 can be provided in the overrunning clutch 35 side of the meshing part 12a, and the electromagnet 41 formed in the cylindrical shape can be arrange | positioned in the part. The electromagnet 41 receives electric power from the regulator 44 through each slip ring 45 disposed inside the armature shaft 21.

  The stator coil 42 is provided inside or on the inner peripheral surface of the housing 11 and forms the above-described electromagnet 41 and the power generation mechanism 40. In order to provide the stator coil 42, the housing 11 is formed so as to approach the meshing portion 12a of the pinion gear 12.

  With the configuration in which the electromagnet 41 is provided in the meshing portion 12a of the pinion gear 12 and the stator coil 42 is provided on the outside thereof, the power generation mechanism 40 can be provided in the starter 10 that controls the rotation mechanism 20 and the push-out mechanism 30 independently. As described above, since the starter 10 has a role of assisting the start of the rotation of the engine 1, the pinion gear 12 rotates integrally with the armature shaft 21 in the assist region, but is locked by the roller stopper 36 in the self-supporting operation region. It is released and cannot rotate integrally with the armature shaft 21. Therefore, with the configuration as described above, the starter 10 that assists the start of the engine 1 can be provided with a power generation function.

  A circuit diagram of the starter 10 including the power generation mechanism 40 is shown in FIG. The capacitor 46 is used as a boundary to branch into a circuit as a start assisting device shown in FIG. 1 and a power generation circuit including the power generation mechanism 40 shown in FIG. In the self-sustaining operation region, the power generation circuit including the power generation mechanism 40 is released from the lock with the armature shaft 21, and the pinion gear 12 is rotationally driven by the rotation of the ring gear 3, thereby generating electromagnetic induction by rotating the electromagnet 41. . These configurations are the same as those of a general three-phase AC generator for automobiles, and the obtained electric power is converted into direct current by the rectifier 43 and the battery 13 can be charged. The power generation amount of the power generation mechanism 40 can be adjusted by controlling the power supplied to the electromagnet 41 with the regulator 44 and changing the magnetic flux density.

  The power generation mechanism 40 is not limited to the above configuration as long as the power generation mechanism 40 is provided in the meshing portion 12a of the pinion gear 12 and can generate power by the rotation of the pinion gear 12. The slip ring 45 composed of the rectifier 43 connected to the power generation mechanism 40, the regulator 44, and the annular electric path 45a and the brush 45b concentrically used is a well-known technique.

  The ECU 4 is a control device called an engine control unit, and is a microcontroller that comprehensively performs electrical control in charge of controlling the engine 1 by an electric circuit. In an automatic vehicle, the ECU 4 stores optimum control values in all driving states, detects the state at that time with a sensor, selects an optimum value from the stored data according to an input signal from the sensor, and The mechanism is controlled.

  The ECU 4 also includes an idling stop system. The ECU 4 includes a means for stopping the engine 1 according to a stop time of the vehicle, a means for controlling the rotating mechanism 20, a means for controlling the pushing mechanism 30, and a regulator. Means for controlling the power generation amount of the power generation mechanism 40 by controlling 44 is also provided.

  Next, the operation of the starter 10 will be described. In the process of stopping the engine 1, the ECU 4 controls the rotating mechanism 20 and the pushing mechanism 30 to engage the pinion gear 12 with the ring gear 3. At this time, since the armature shaft 21 is not rotated, the pinion gear 12 and the armature shaft 21 are unlocked by the roller stopper 36 and the pinion gear 12 is rotated by the ring gear 3 as in the self-supporting operation region.

  Thereafter, the ECU 4 controls the regulator 44 to supply electric power to the electromagnet 41. When the electromagnet 41 rotates together with the pinion gear 12 and the magnetic flux between the stator coil 42 changes, power is generated by electromagnetic induction. This power generation generates a braking torque that stops the rotation of the engine 1. By controlling the power generation amount of the power generation mechanism 40, the braking torque can be adjusted, and the piston and crankshaft (not shown) of the engine 1 can be stopped at the optimum crank angle at the time of restart. This optimum crank angle is a position where the ignition temperature can be reached at the first compression at the next start, and preferably between the bottom dead center and the middle of the stroke.

  According to the above operation, the starter 10 that engages the pinion gear 12 with the ring gear 3 at the start and stop of the engine 1 is used to generate the braking torque generated by the power generation of the power generation mechanism 40 during the stop process of the engine 1. The piston and crankshaft can be stopped at the optimum crank angle when restarting. Therefore, the time required for restarting the engine 1 can be shortened. Further, the energy required for braking the engine 1 can be recovered as electric energy, and the energy loss can be improved by using the recovered energy at the time of starting.

  In addition, the starter 10 described above is a starter that controls the rotation mechanism 20 and the push-out mechanism 30 independently to fit the pinion gear 12 to the ring gear 3 while the engine 1 is stopped. Therefore, by providing the power generation mechanism 40 in the meshing portion 12 a of the pinion gear 12, it is possible to generate electric power during the stop process of the engine 1 and generate braking torque without affecting the operation of the starter 10.

Furthermore, compared with the conventional method, the gear ratio of the ring gear 3 and the pinion gear 12 is relatively large, such as about 10: 1, compared with the pulley ratio of the generator driven by the belt from the crank pulley. When the rotation speed of the electromagnet 41 is increased and the same magnetic flux density and the same coil length are used, the electromotive force can be increased. In addition, when the torque generated by power generation is the same, a larger braking torque can be applied to the engine 1 when the gear ratio is larger.

  Next, a control method of the starter 10 will be described with reference to FIG. First, when the control method S10 starts, the control method S10 performs step S11 to determine whether or not a vehicle stop command has been issued. There are two types of stop commands for the engine 1 by the driver's stop operation and by the idling stop system. If it is determined that there is a command to stop the engine 1, then step S12 for fitting the pinion gear 12 to the ring gear 3 is performed.

  In this step S12, the pinion gear 12 is driven to rotate by the rotation mechanism 20, and a decrease in the rotation speed of the crankshaft is predicted. When the rotation speed becomes substantially the same as the rotation speed of the pinion gear 12, the push-out mechanism For example, a method of pushing the pinion gear 12 by 30 and fitting it into the ring gear 3 can be used. This step S12 is not limited to the above method as long as the pinion gear 12 can be fitted to the ring gear 3 in the process of stopping the engine 1.

  Next, step S13 is performed in which power is supplied from the regulator 44 to the electromagnet 41 to start power generation. Thereafter, step S14 is performed to determine whether or not the rotation speed of the engine 1 detected by the crank angle sensor 5 is smaller than the lower limit of the vibration control rotation range. This vibration control rotation range is the rotation speed of the engine 1 (hereinafter referred to as the resonance rotation speed) in which the main component of the mounting vibration frequency of the rubber mount that supports the power plant including the engine 1 and the rolling excitation moment match. It is in the range of 0 to idling rotational speed, and means the rotational speed range of the engine 1 in which the resonance phenomenon becomes prominent in the vicinity of the resonant rotational speed. In step S13, a vibration control rotation range is determined in advance and registered in the ECU 4.

  If it is determined in step S14 that the rotation speed of the engine 1 is greater than the lower limit of the vibration control rotation range, step S15 is performed to increase the voltage of the power supplied to the electromagnet 41 and increase the magnetic flux density. As a result, the power generation amount increases, and the braking torque generated thereby increases. Therefore, the rotational speed of the engine 1 is rapidly decreased, and vibration at the time of stopping can be suppressed by quickly passing through the vibration control rotation range that causes vibration and noise.

  Steps S14 and S15 are performed until the rotational speed of the engine 1 becomes smaller than the lower limit of the vibration control rotational speed range. Next, step S16 is performed to determine whether or not the piston and the crankshaft are stopped at the optimum crank angle at the time of starting.

  Conventionally, when the engine 1 is stopped, the piston of the cylinder in the compression stroke is pushed up by the inertial force of the crank rotation motion and the piston reciprocating motion immediately before the stop, and the direction of motion when the increased in-cylinder pressure is balanced with the inertial force. Change to start reverse rotation. After that, the internal energy of the in-cylinder pressure was consumed by the reverse rotation kinetic energy and engine friction, and the cylinder was completely stopped.

  Therefore, in step S16 described above, the difference between the inertial force of the crank rotation motion and the piston reciprocating motion and the in-cylinder pressure is calculated, and the difference is the braking torque generated by the power generation mechanism 40 at the piston stop position at which the optimum crank angle is obtained. Judge whether or not to balance.

If it is determined that the braking torque is smaller than the difference, step S17 is performed to increase the voltage of the electric power supplied to the electromagnet and increase the magnetic flux density, thereby increasing the braking torque. If it is determined that the braking torque is greater than the difference, step S18 is performed to reduce the braking torque by reducing the voltage of the power supplied to the electromagnet 41 and reducing the magnetic flux density. The above steps S16 to S18 are performed until the difference and the braking torque are balanced at the optimum crank angle. Then, step S19 in which the piston stops at the optimum crank angle is performed, and this control method S10 is completed.

  According to the control method S10 described above, in addition to the above-described effects, the braking torque is particularly increased within a vibration control rotation speed range that is an area of the rotation speed that easily excites resonance of the engine mount when stopped. Since the speed of the engine 1 decreases rapidly in that region and quickly passes through that region, vibration during stoppage can be suppressed. In addition, since the reverse rotation phenomenon due to the compression pressure in the cylinder can be suppressed immediately before the complete stop by braking the rotation of the engine 1, it is also possible to suppress the backlash vibration. In addition, since the pinion gear 12 of the starter 10 is not always fitted to the ring gear 3, it is possible to prevent deterioration in fuel consumption and to prevent deterioration of the pinion gear 12 and the ring gear 3.

  When this control method S10 is applied to a vehicle equipped with an idling stop system, it is possible to solve the problems of shortening the starting time of the vehicle equipped with the idling stop system and reducing vibration at the time of stopping.

  The internal combustion engine of the present invention is equipped with an idling stop system in particular because the time required for starting the internal combustion engine can be shortened by using a starter that disengages the pinion gear and the ring gear during normal operation of the internal combustion engine. It can be used for vehicles.

1 engine (internal combustion engine)
2 Flywheel 3 Ring gear 4 ECU (control device)
10 Starter 11 Housing 12 Pinion Gear 13 Battery 14 Main Contact 15 Contact Plate 20 Rotating Mechanism 21 Armature Shaft 22 Armature 23 Commutator 30 Pushing Mechanism 31 Plunger 32 Solenoid Coil 33 Return Spring 34 Drive Lever 35 Overrunning Clutch 36 Roller Stopper 40 Power Generation Mechanism 41 Electromagnet 42 Stator coil 43 Rectifier 44 Regulator 45 Slip ring

Claims (6)

In the starter of the internal combustion engine in which the ring gear of the internal combustion engine is driven by the pinion gear at the start of the internal combustion engine, and the pinion gear is fitted to the ring gear in advance in the stopping process of the internal combustion engine.
A power generation mechanism for generating power by electromagnetic induction generated by driving the pinion gear by the ring gear in the stopping process of the internal combustion engine is provided in the meshing portion of the pinion gear,
An internal combustion engine comprising: a control device that controls a power generation amount of the power generation mechanism to adjust a braking torque generated by the power generation and to stop a piston and a crankshaft of the internal combustion engine at predetermined positions. Starter. The power generation mechanism comprises an electromagnet provided inside the pinion gear and a coil provided outside the pinion gear,
2. The starter for an internal combustion engine according to claim 1, wherein the control device includes means for adjusting the power generation amount by adjusting a magnetic flux density by controlling a current supplied to the electromagnet. When the control device has a rotational speed of the internal combustion engine in a resonance rotational speed region in the vicinity of a rotational speed at which resonance of roll vibration occurs in a power plant including the internal combustion engine and a support device of the power plant, Means for increasing the power generation amount of the power generation mechanism;
The internal combustion engine according to claim 1, further comprising means for increasing or decreasing the amount of power generated by the power generation mechanism immediately before the internal combustion engine is completely stopped so as not to cause reverse rotation of the piston due to compression pressure. Starter.   An internal combustion engine comprising the start of the internal combustion engine according to any one of claims 1 to 3. In the starter control method for an internal combustion engine in which the ring gear of the internal combustion engine is driven by the pinion gear at the start of the internal combustion engine, and the pinion gear is fitted to the ring gear in advance during the stop process of the internal combustion engine.
During the stop process of the internal combustion engine, the power generation mechanism provided in the meshing portion of the pinion gear generates power by electromagnetic induction generated by driving the pinion gear by the ring gear to generate a braking torque, thereby generating the internal combustion engine. A starter control method for an internal combustion engine, wherein the piston and the crankshaft of the engine are stopped at predetermined positions. A control method for an idling stop system of a vehicle comprising the starter for an internal combustion engine according to any one of claims 1 to 3,
In the process of stopping the internal combustion engine, the pinion gear is fitted into the ring gear in advance, and the generator provided in the meshing portion of the pinion gear generates electric power by electromagnetic induction generated by driving the pinion gear by the ring gear. And a brake torque is generated to stop the piston and crankshaft of the internal combustion engine at predetermined positions.