JPH039070A - Starter for diesel engine - Google Patents

Abstract

PURPOSE:To reduce the volume of a starter-motor and a battery by operating a decomp mechanism and the starter-motor on the basis of the start-up operation of the decomp mechanism or an electric starter and continuing the operation of the starter-motor until the decomp mechanism is released. CONSTITUTION:When a decomp lever 2 is rotated by the specified angle at the time of starting an engine, a decomp mechanism 1 is operated to be in the exhaust air decompressed state as well as an actuator roller 6 is pressed by a cam 4 so as to turn a starting switch 5 on, and a current is applied to an on-delay timer device 10 and a relay device 11. A relay contact 16 is thereby closed to apply a current to a starter-motor 17 through a resistance 15, a contact 12 is closed after the specified time, and then the contact 18 of the relay device 13 is closed to apply a large current to the starter-motor 17, thus performing cranking. When the exhaust air decompressed state is released afterwards, the starting switch 5 is turned off to stop current application to the respective devices 10, 11, 13, and the starter-motor 17 is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a starting device for a diesel engine that includes an automatically releasing decompression mechanism and an electric starting device.

(Prior Art) Conventionally, there has been a starting device for a diesel engine that includes a decompression mechanism and an electric starting device, but there has been no one in which a decompression mechanism and an electric starting device are linked together.

(Problems to be Solved by the Invention) As described above, in conventional devices, the decompression mechanism and the electric starter are not linked, so the electric starter is often operated without operating the decompression mechanism. Therefore, it is necessary to use a starter motor for the electric starting device that can start the engine in a non-exhaust decompression state, and the starter motor and battery have large capacities, are expensive to manufacture, and at the same time, the overall size of the engine is large. There was an inconvenience that it had to take shape.

(Means for Solving the Problems) In order to solve the above problems, a diesel engine starting device of the present invention includes an automatic release type decompression mechanism and an electric starting device.
By attaching the starting motor and battery of the electric starting device to the engine body and interlocking the decompression mechanism and the electric starting device, both the decompression mechanism and starting motor operate based on the starting operation of the decompression mechanism or the electric starting device. However, the starter motor continues to operate after the engine starts rotating at least until the decompression mechanism is released.

(Function) Both the decompression mechanism and starter motor operate based on the starting operation of the decompression mechanism or electric starter, and sufficient kinetic energy is given to the flywheel in the exhaust decompression state, and the inertia of the flywheel and the starter motor are driven. Compression override is performed by the force.

(Example) Hereinafter, an example of the present invention will be described based on FIGS. 1 to 6.

FIG. 1 is an electrical wiring diagram of a diesel engine starting device according to an embodiment of the present invention, in which a decompression prepper 2, which constitutes a part of an automatic release type decompression mechanism 1, is mounted on the outer periphery of a rotatably supported shaft 3. A cam 4 is fitted and fixed on the outer periphery of the shaft 3. The actuator roller 6 of the start switch 5 is in contact with the outer periphery of the cam 4.
One terminal of the contact 7 of the starting switch 5 is connected to the positive terminal 9 of the battery 8. The other terminal of the contact 7 is connected to one input end of the on-delay timer device 10, and the connection point between the other terminal of the contact 7 and one input end of the on-delay timer device 10 is connected to a relay device 11. One end of the coil is connected. One terminal of the contact 12 of the on-delay timer device 10 is connected to the connection point between the other terminal of the contact 7 of the start switch 5, one input end of the on-delay timer device 10, and one end of the coil of the relay device 11. The other terminal of the contact 12 is connected to one end of a coil of a relay device 13. battery 8
One end of a resistor 15 is connected to the positive terminal 9 of the
The other end of the resistor 15 is connected to one terminal of the normally open contact 16 of the relay device 11. The other terminal of the normally open contact 16 is connected to one power input terminal of the starter motor 17, and one terminal of the normally open contact 18 of the relay device 13 is connected to the positive terminal 9 of the battery 8. Normally open contact 18
The other terminal is connected to the connection point between the other terminal of the normally open contact 16 of the relay device 11 and one power input terminal of the starter motor 7. The negative terminal 19 of the battery 8, the other input terminal of the on-delay timer device 10, and the relay device 1
The other end of the coil 1, the other end of the coil of the relay device 13, and the other power input end of the starter motor 17 are grounded.

The decompression mechanism 1 is set to the exhaust decompression state by operating the decompression prepper 2, and the biasing force of the return spring is applied in conjunction with the operation of the bushing rod during the exhaust stroke following the first compression stroke after the decompression preper 2 is released. This is a conventionally well-known structure in which the decompressor preparer 2 returns and the exhaust decompressing state is released, and detailed explanation thereof will be omitted.

Figure 2 is a cross-sectional view of the power transmission mechanism of the electric starter.
A first gear 22 is fitted and fixed to the outer periphery of the output shaft 21 of the starter motor 7 attached to the starter case 20, and the first gear 22 is connected to a first gear rotatably supported by the starter case 20. It meshes with a second gear 24 that is fitted and fixed to the outer periphery of the intermediate shaft 23. A third gear 27 is attached to the outer periphery of the first intermediate shaft 23 via a first one-way clutch 26, and the third gear 27 is attached to a second intermediate shaft 28 supported by the starter case 20. It meshes with the fourth gear 29 that is loosely fitted. The fourth gear 29 is engaged with a starter pulley 31 via a ratchet 30 consisting of a pawl clutch, and the starter pulley 31 is connected to the flywheel 3.
2 and fixed to the shaft end of the crankshaft 33. Second
A reel plate 34 is loosely fitted onto the outer periphery of the intermediate shaft 28, and the reel plate 34 is connected to two fourth gears via a second one-way clutch 35 consisting of a pawl clutch. A starter rope 36 is wound around the outer periphery of the reel plate 34, and the starter rope 36 is connected to a starter knob for manual starting, which will be described later. An electric starter 37 is constituted by the starter motor 17, the first gear 22, the second gear 24, and the like.

Fig. 3 is a schematic front view of the diesel engine, Fig. 4 is a schematic right side view thereof, Fig. 5 is a schematic rear view thereof, and Fig. 6 is a schematic left side view of the diesel engine.
It is attached to the upper front end of the fuel tank 9 at a position between the fuel tank 40 and the muffler 41. The battery 8 is attached to the left side surface of the engine body 39 at a position below the muffler 41 via a stay 42. starter case 20
is attached to the back of the engine body 39 at a position below the fuel tank 40 and muffler 41, and the starter rope 36 (second
A starter knob 44 is arranged to which the starter knob 44 is connected.

Next, the operation will be explained. At time t1 in FIG. 7, when the decompressor 2 is rotated by a predetermined angle in the clockwise direction in FIG. 1, the decompressor 2 is locked at that position, and the decompressor mechanism 1 is activated as shown in FIG. 7(a). At the same time, the actuator roller 6 is pushed by the cam 4 and the start switch 5 is pressed as shown in FIG. 7(b).
The contact 7 is closed, and the on-delay timer device 10 and relay device 11 are energized. This results in Figure 7 (e
), the normally open contact 16 of the relay device 11 is closed, and the starter motor 17 is energized via the resistor 15. In addition,
At this time, the current flowing through the starter motor 7 is a small current (for example, about +5 A), and the starter motor 17 rotates at a low rotation speed as shown in FIG. 7(f). When the starter motor 17 is energized, the output shaft 21 rotates, and the rotational force is transferred to the first gear 2.
2, the second gear 24, the first intermediate shaft 23, the first one-way clutch 26, the third gear 27, and the fourth gear 29. The fitting with the tape pulley 31 is completed. Then, at time t3, when the on-delay timer device 10 times up and the contact 12 closes as shown in FIG. 7(C), the coil of the relay device 13 is energized and the normally open contact opens as shown in FIG. 7(d). 18 is closed, and a large current (for example, about 100 to 2008) is supplied to the starter motor 7.

Note that the times L1 to L3 are extremely short times. The rotational force of the ratchet 30 is transmitted to the crankshaft 33 via the starter pulley 31. When the crankshaft 33 rotates, the flywheel 32 rotates together, and kinetic energy is stored in the flywheel 32. This flywheel 32
Compression is carried out by the inertial force of the engine and the power of the starter motor 17, and the engine is started as shown in FIG. 7(g). At this time, since the exhaust gas is in a decompression state, no large force is required to rotate the crankshaft 33 even during the compression stroke.

Next, after releasing your hand from the decompression prepper 2, in the exhaust stroke (time 14) following the first compression stroke, when the decompression prepper 2 is unlocked in conjunction with the operation of the bushing rod, the decompression prepper 2 is released from the return spring. The urging force returns the engine to the position shown in FIG. 1, the exhaust decompression state is released, and the contact 7 of the starting switch 5 is opened. As a result, the on-delay timer device 10 and the relay device 1
1 and 13 is stopped, normally open contacts 16 and 18 are opened, and power to starter motor 17 is cut off.

In this way, after operating the starter motor 17 in the exhaust decompression state and giving sufficient kinetic energy to the flywheel 32, the inertial force of the flywheel 32 and the starter motor 1
Compression is carried out by the power of starter motor 1.
The capacity of the battery 7 and the battery 8 can be reduced to less than half of the conventional capacity, and manufacturing costs can be reduced. Furthermore, since the starter motor 17 and battery 8 attached to the engine body 39 can be made smaller, the entire engine can be made smaller and lighter. Furthermore, as in this embodiment, if the starter motor 17 is rotated at a low rotational speed until the ratchet 30 and the starter pulley 1J31 are fully engaged using the on-delay timer device 10, the ratchet 30 and the starter pulley 31 Damage to the ratchet 30 can be prevented by preventing sudden fitting.

In addition, when starting manually in an emergency, after operating the decompression prepper 2, the starter knob 44 can be held and the starter rope 36 can be pulled. As a result, the reel plate 34 rotates, and the rotational force is transmitted to the crankshaft 33 via the second one-way clutch 35, fourth gear 29, ratchet 30, and starter pulley 31, and the crankshaft 33 rotates. do.

(Another embodiment) Fig. 8 is a slightly improved circuit of Fig. 1, and the difference from Fig. 1 is that a relay device 11 is connected between the normally closed terminal of the starting switch 5 and the ground. The open contact 16a and the on-delay timer device 10a are inserted in series, and the normally closed contact 12a of the on-delay timer device 10a and the relay device 111 are connected between the positive terminal 9 of the battery 8 and the normally open terminal of the starting switch 5. This is because the normally open contact 16b is inserted in series.

In this way, at time t4 in FIG.
As shown in a), the exhaust decompression state is released and the state shown in Fig. 9(b)
) After the contact 7 of the starting switch 5 is opened, the on-delay timer device 10a times up and the coil of the relay device 1' is turned on until time L5 when the normally closed contact 12a is opened as shown in FIG. 9(f). Since the normally open contact 18 remains closed as shown in FIG. 9(e), the starter motor 17 continues to be energized as shown in FIG. 9(g). Therefore, the same effects as the embodiment shown in FIG. 1 can be obtained, and at the same time, the engine can be started more reliably. Note that the operation up to time t4 is similar to that of the embodiment shown in FIG. Further, FIG. 9(c) shows the normally open contacts 16, 16a of the relay device 11,
The operation timing of 16b, FIG. 9(d) is on-delay.
FIG. 9(h) shows the operating timing of the contact 12 of the timer device 10, FIG. 9(h) shows the rotational speed of the starter motor 17, and FIG. 9(i) shows the rotational speed of the engine.

Next, an embodiment will be described in which the exhaust decompression state and the energization of the cell 2 motor 17 are canceled using centrifugal force. FIG. 10 is a configuration diagram of the main parts of the electric starting device, in which a plurality of protrusions 48 are arranged concentrically at predetermined intervals on one surface of a rotating body 47 that rotates in conjunction with a crankshaft or camshaft. A weight 50 is rotatably attached to each protrusion 48 by a pin 49 extending in a direction perpendicular to the rotation axis of the rotating body 47 . The tip of the protruding portion 51 that protrudes from the weight 50 toward the rotation axis of the rotating body 47 is connected to the rotating body 4.
A moving body 52 is installed movably along the rotation axis of 7.
The other end of the movable body 52 is in contact with an actuator 54 of a starting switch 53 fixed at a predetermined position. Therefore, when the rotating body 47 rotates, the centrifugal force causes the weight 50 to rotate around the pin 49 as shown in FIG. 52 pushes the actuator 54.

As shown in FIG. 12, one terminal of the contact 56 of the starting switch 53 is connected to the positive terminal of the battery 8, and the other terminal of the contact 56 is connected to one terminal of a manually operated starting switch 58. has been done. The other terminal of the start switch 58 is connected to one end of the coil of the relay device 57. One terminal of the normally open contact 59 of the relay device 57 is connected to the positive terminal 9 of the battery 8 , and the other terminal of the normally open contact 59 is connected to one power input terminal of the starter motor 17 . The other end of the coil of the relay device 57, the negative terminal 19 of the battery 8, and the starter motor 17
The other power input terminal is grounded.

The contact 56 of the start switch 53 is closed when the actuator 54 is not pushed in as shown in FIG. 10, and is opened when the actuator 54 is pushed in as shown in FIG. 11. In addition, in this example,
As the decompression mechanism, a structure is used in which the exhaust decompression state is released using centrifugal force caused by the rotation of the crankshaft or camshaft, but since its configuration is well known, a description thereof will be omitted.

In this embodiment, when the starting switch 58 is manually closed at time t1 as shown in FIG. 13(a'), the contact 56 of the starting switch 53 is closed as shown in FIG. 13(b). Therefore, the relay device 57 is energized, the normally open contact 59 is closed as shown in FIG. 13(C), and the starter motor 17 is energized. As a result, the crankshaft or camshaft rotates via the power transmission mechanism as shown in FIG. 2, and the engine speed begins to rise as shown in FIG. 13(e). At time t2, the engine speed is the first
When the predetermined rotational speed nl is reached, the exhaust decompression state is released by centrifugal force as shown in FIG. 13(d). When the engine speed further increases and reaches the second predetermined speed n2 at time t3 as shown in FIG. 13(e), centrifugal force causes the contacts of the start switch 53 to 56 is opened and the power to the relay device 57 is cut off, so that the normally open contact 59 is opened as shown in FIG. 13(C), and the power to the starter motor 17 is cut off. Note that the rotation speed n1
The relationship between and n2 is set to be 1≦02.

In this embodiment as well, the cell motor 17 is operated in the JJI air decompression state, and compression is carried out using the inertia of the flywheel and the power of the cell motor 17.
The same effects as in the first embodiment can be obtained. Also,
Since a starting switch 53 that utilizes centrifugal force is provided, there is no possibility of erroneous operation of the manually operated starting switch 58 during engine operation.
Damage to the starter motor 17 due to IJ-'1 can be prevented.

Next, an embodiment will be described in which an intake air amount limiting means is provided in addition to the configuration of the first embodiment. FIG. 14 is a configuration diagram of the intake air amount limiting device, in which an intake passage 62 is formed in the cylinder head 61. The upstream end of the intake passage 62 is open to the atmosphere via an air cleaner 63.
An intake valve 64 is disposed at the downstream end of 2. A bonnet 65 is fixed on the cylinder head 61, and a valve arm chamber 66 is formed in the bonnet 65. The valve arm chamber 66 is a passage 6 formed in the bonnet 65.
7 and a passage 68 formed in the cylinder head 61 to communicate with the intake passage 62, and the passage 67 is connected to the valve arm chamber 6.
Six ball valves are arranged that allow air to pass only from the 6th side to the intake passage 626 side. The shaft 3 of the decompression prepper 2 is rotatably supported by the bonnet 65, and the shaft 3 has a hollow L-shaped passage 73 and a passage 74 formed by a linear cutout in the outer circumference of the shaft 3. It is formed. The bonnet 65 has a passage 75 around the shaft 3. 76° 77, and in the non-exhaust decompression state where the decompression prepper 2 is not tilted to the right side as shown in FIG.
6, and the passage 74 makes the passage 76 and the passage 77 communicate with each other. One end of a pipe 79 communicating with a passage 76 is connected to the bonnet 65, and the other end of the pipe 7 is connected to a vacuum actuator 81 via a valve device 80. A check valve 82 is provided inside the valve device 80.
The check valve 82 allows air to pass only from the vacuum actuator 81 side to the valve arm chamber 66 side. Inside the vacuum actuator 81, there is a diaphragm 84,
A coil spring 85 is disposed to bias the diaphragm 84 in a direction opposite to the valve device 870 side, and one end of a rod 86 is connected to the diaphragm 84 on a side opposite to the coil spring 85 side. rod 86
One end of a lever 88 is rotatably connected to the other end via a pin 87, and a shaft 90 of a throttle valve 89 is fixed to the other end of the lever 88. The throttle valve 89 is arranged in the intake passage 62, and its position is upstream of the passage 68. Passage 77 in bonnet 65
One end of the pipe 92 that communicates with the pipe 92 is connected to
The other end is open to the atmosphere via an air cleaner 93. Note that the other configurations are completely the same as in the first embodiment.

In this embodiment, when the decompression prepper 2 is tilted to the right side in FIG. 14, the exhaust valve is opened to enter the υ1 air decompression state, and the arrangement 79 and the valve arm chamber 66 communicate with each other via the passages 73 and 75. When the starter motor 17 operates, the piston moves upward, causing the pressure inside the crankcase to fluctuate, and the pressure in the valve arm chamber 66 communicating with the inside of the crankcase to fluctuate as well. Since the vacuum actuator 81 communicates with the valve arm chamber 66 via the valve device 80, seven pipes, and passages 76, 73, and 75, the negative pressure in the valve arm chamber 66 causes the check valve 82 to
is opened, and the pressure in the diaphragm chamber 81a of the vacuum actuator 81 becomes negative pressure by the end of the first compression stroke. As a result, the diaphragm 84 is pulled toward the diaphragm chamber 81a against the biasing force of the coil spring 85, and the rod 86 moves upward. Therefore, the shaft 90 rotates counterclockwise via the lever 88, and the throttle valve 89 closes. This state is shown in phantom lines in FIG. The first fuel injection takes place just before the first explosion stroke, but at this time the exhaust is decompressed and ignition does not occur. Also, during the first explosion stroke, the piston descends from top dead center to bottom dead center, so
Although the pressure in the valve arm chamber 66 becomes higher than the pressure in the diaphragm chamber 81a of the vacuum actuator 81, the check valve 82 does not open in this state.
The air flows into the diaphragm chamber 981a of the vacuum actuator 81 little by little through the throttle channel 83, the pressure in the diaphragm chamber 81a slowly increases, and the throttle valve 8 maintains its closed state. In the first exhaust stroke, the exhaust valve is opened to a greater extent than in the exhaust decompression state, and the decompression prepper 2 is rotated counterclockwise by the urging force of the return spring to return to the state shown in FIG. 14. As a result, passage 76 is connected only to passage 77,
The pipe 79 is connected to the pipe 92, and the pressure inside the passage 79 becomes atmospheric pressure. Therefore, the pressure in the diaphragm chamber 81a continues to rise, and the coil spring 85 causes the diaphragm 8 to
4 is pushed back and the throttle valve 89 begins to open. When the intake valve 64 opens during the first intake stroke and the piston descends, the throttle valve 89 is closed, so the intake passage 64 opens.
becomes a negative pressure, thereby opening the ball valve 69 and supplying air in the valve arm chamber 66 to the combustion chamber via the passages 67, 68 and the intake passage 62. At this time, the cross-sectional area of the passages 67 and 68 is smaller than that of the intake passage 62, so the amount of air supplied to the combustion chamber is smaller than when the throttle valve 89 is open, and the intake air amount This means that 0 has been narrowed down. In the next compression stroke, the decompression prepper 2 returns to the state shown in Fig. 14, and the exhaust decompression state is released and the exhaust valve is closed. However, since the amount of intake air in the first intake stroke is small, the piston is closed. No great force is required to raise it. Then, just before the next explosion stroke, fuel is injected and ignited. In the second and subsequent intake strokes, since the throttle valve 89 is open, the amount of intake air is not restricted, and the engine speed increases as in the conventional engine.

Note that the intake air amount limiting device is not limited to the configuration described above, and various other configurations can be adopted.

In this way, in this example, since the intake air amount is throttled in the first intake stroke, the first compression stroke after exhaust decompression is released,
That is, the torque required to raise the piston during compression override can be effectively reduced.

Therefore, the starter motor 17 is operated in the exhaust decompression state, sufficient kinetic energy is transferred to the flywheel 32, and then the kinetic energy is used to perform compression override.The synergistic effect of this operation is to operate the starter motor 17 and the battery 8. capacity can be further reduced.

(Effects of the Invention) As explained above, according to the present invention, by interlocking the decompression mechanism and the electric starting device, both the decompression mechanism and the starting motor operate based on the starting operation of the decompression mechanism or the electric starting device. However, since the starter motor continues to operate after the engine starts rotating at least until the decompression mechanism is released, the starter motor is operated while the exhaust is decompressed and sufficient kinetic energy is given to the flywheel. Since compression override can be performed using the kinetic energy, the capacities of the starter motor and battery can be favorably reduced, and manufacturing costs can be reduced. Furthermore, since the starter motor and battery can be made smaller by one order of magnitude in the engine body, the entire engine can be made smaller and lighter.

In addition, by providing an intake air amount limiting means in the intake passage of a diesel engine that operates in conjunction with the decompression mechanism to limit the amount of intake air, the intake air amount is throttled during the first intake stroke, and after the exhaust decompression is released. The torque required to raise the piston during the first compression stroke, that is, the compression override, can be effectively reduced. Therefore, the capacity of the starter motor and battery can be further reduced due to the synergistic effect of operating the starter motor in the exhaust decompression state, giving sufficient kinetic energy to the flywheel, and then using that kinetic energy to perform compression override. Therefore, the above effects can be further improved.

[Brief explanation of the drawing]

Fig. 1 is an electrical wiring diagram of a diesel engine starting device according to an embodiment of the present invention, Fig. 2 is a sectional view of the power transmission mechanism portion of the electric starting device in the starting device, and Fig. 3 is a diagram showing the starting device equipped with the same starting device. 4 is a schematic right side view of the same diesel engine, FIG. 5 is a schematic rear view of the same, FIG. 6 is a schematic left side view of the same, and FIG. 7 is an explanation of the operation of the circuit shown in FIG. 1. 3. FIG. 8 is an electric circuit diagram of a day cell engine starting device in another embodiment, FIG. 9 is an explanatory diagram of the operation of the circuit shown in FIG. 8, and FIG. 10 and FIG. 11 are still another embodiment. Fig. 12 is a configuration diagram of the main parts of the electric starting device in the example diesel engine starting device, and Fig. 12 is an electrical wiring diagram of the starting device.
FIG. 3 is an explanatory diagram of the operation of the electric circuit of the starting device, and FIG. 14 is a configuration diagram of an intake air amount limiting device in a diesel engine starting device of another embodiment. ]...Decompression mechanism, 8...Battery, 17.Start motor, 37...Electric starter, 3...Engine body, 62...Intake passage, 89...Throttle valve (intake amount restriction) means)

Claims (1)

[Scope of Claims] 1. In a diesel engine starting device equipped with an automatically releasing decompression mechanism and an electric starting device, a starter motor and a battery of the electric starting device are attached to the engine body, and the decompression mechanism and the electric starting device are connected to each other. By interlocking the device, both the decompression mechanism and starter motor operate based on the starting operation of the decompression mechanism or electric starter, and the starter motor does not operate from the time the engine starts to rotate at least until the decompression mechanism is released. A diesel engine starting device characterized by having a continuous configuration. 2. An intake air amount limiting means that limits the amount of intake air by operating in conjunction with a decompression mechanism is provided in the intake passage of the diesel engine, and when the engine starts, the intake air amount limiting means throttles the intake air amount to increase the engine starting torque. The diesel engine starting device according to claim 1, characterized in that it is configured to reduce the amount of light.