JPS58174138A - Starting and stopping device of engine - Google Patents

Abstract

PURPOSE:To improve fuel consumption, by eliminating the supply of useless fuel under a decelerated condition of a vehicle till the time to reach its stopping. CONSTITUTION:To stop a vehicle from its steady running condition, if an accelerator pedal is released to transfer to deceleration running, a throttle switch 6 is selected from the side of a contact (b) to the side of a contact (a) when a throttle becomes a closed condition. In this way, with the lapse of a fixed time determined by a delay circuit 7 after the throttle becomes the closed condition, a current is conducted to a coil 8c of a relay 8 to close its normally open contact 8a and open its normally close contact 8b. In consequence, a power feed line of a slow cut solenoid valve 5 is disconnected not to apply voltage, and a slow passage is closed to stop supply of fuel to an engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine start/stop device for reducing fuel consumption of a vehicle.

Conventional engine start/stop devices automatically energize the engine's ignition circuit and starter circuit to start the engine in response to the operation of a start operation mechanism such as a clutch switch or accelerator switch when the vehicle is started. It detects when the vehicle rotates and cuts off the power to the starter circuit, detects that the vehicle is running after starting and keeps the ignition circuit energized, and detects the stopped state when the vehicle is stopped. There is a device that automatically stops the engine by cutting off power to the ignition circuit (see Japanese Patent Publication No. 51-38968).

However, if the engine is stopped by detecting the stop of the vehicle in this way, fuel is wasted during the deceleration state until the vehicle stops, reducing fuel efficiency. Complex electronic circuits etc. 75-
As a result, the configuration becomes complicated and the cost becomes high.

This invention has been made in view of the above points, and it simplifies the configuration of an engine start/stop device and makes it efficient (
The purpose is to reduce fuel consumption.

Therefore, the engine start/stop device according to the present invention has the following features:
The fuel supply to the engine is stopped only when the transmission gear is in the neutral position and the throttle is closed, and the I"-starter motor is activated when the engine is stopped and the throttle is opened. .

Embodiments of the present invention will be described below with reference to the accompanying drawings.

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

In the figure, an ignition switch 1 has a battery terminal B connected to a battery 2, and an ignition terminal I.
1° having GN and star terminals ST.

When the engine is initially started, power is supplied from the battery 2 to the circuits connected to the ignition terminal IGN and the starter terminal ST of the ignition switch 1, and after the initial start, power is supplied from the battery 2 to the circuits connected to the ignition terminal IGN of the ignition switch 1. Powered only.

The ignition coil 6 is described later') I, 1-10
Power is supplied to the primary coil through the normally closed contact 10b of the secondary coil 6, and a high voltage for ignition of the secondary coil 6 is generated by opening and closing the contact point 4 when voltage is applied.

The slow cut solenoid pulp 5 is connected to a relay 8 which will be described later.
When voltage is applied, the slow passage is opened to supply fuel to the engine, and when no voltage is applied, the slow passage is closed to cut off the supply of fuel to the engine.

Note that this slow-cut solenoid pulp 5 is installed in a general carburetor specification vehicle, and when this invention is implemented in a vehicle equipped with an electronically controlled fuel injection device,
A fuel injection device may be connected instead of the slow cut solenoid pulp 5.

The throttle switch 6 switches to the contact a side when the accelerator pedal is not depressed and the throttle is closed (throttle closed state), and when the accelerator pedal is depressed and the throttle is open (throttle open state). Switches to the contact side.

The delay circuit 7 includes a time constant circuit consisting of a resistor R1 and a capacitor C1, a protection diode D1 of the coil 8C of the relay 8, and a 5CR1 to which the charging voltage of the capacitor C1 is input.

Then, in this delay circuit 7, the throttle switch 6 switches to the contact a side, and the normally closed contact 16 of the relay 16, which will be described later,
After a certain period of time has elapsed since power was supplied through contacts a and b of the throttle switch 6, the thyristor 5CR1 becomes conductive, forming a power supply path for the coil 8C of the relay 8, and energizing it.

In this relay 8, while the coil 8C is not energized, the normally open contact 8a opens and the normally closed contact 8b closes to form a power supply path to the slow cut solenoid pulp 5.
When energized, the normally open contact 8a closes and the normally closed contact 8b
opens, cutting off the power supply path to the slow cut solenoid pulp 5.

These throttle switch 6, delay circuit 7, and relay 8 constitute a fuel supply stop means that stops the supply of fuel to the two engines when the throttle is in the closed state.

The delay circuit 9 is configured exactly the same as the delay circuit 7,
After a certain period of time has elapsed since the normally open contact 8a of the relay 8 was closed and power was supplied, a power supply path for the coil 10C of the relay 10 is formed and energized.

In this relay 10, while the coil 10C is not energized, the normally closed contact 10b is closed to form a power supply path to the ignition coil 3, and when the coil 10C is energized, the normally closed contact 10b is opened and the ignition coil 6 is connected to the ignition coil 6. Disconnect the power supply path to the

The starter motor 11 is powered directly from the battery 2 via the normally open contact 12a of the relay 12.

This relay 12 is supplied with power to a coil 12C via a normally open contact 16a or a normally closed contact 16b of the relay 16 and a normally closed contact 13b of the relay 16, and a normally closed contact 13b of the relay 16. Normally open contact 12
a opens to cut off the power supply path to the starter motor 11, and when the coil 12C is energized, the normally open contact A12a closes to form a power supply path to the starter motor 11.

The relay 16 is connected to a power supply path to the coil 12C of the relay 12 by closing the normally closed contact while the alternator (not shown) is not energizing the relay 16. When the engine rotates (two voltages are output), the regulating pressure is supplied to the coil 13C, and while the coil 16C is not energized, the normally closed contact is closed. When the coil 16C is energized, the normally closed contact 13b opens and connects the power supply path to the coil 12C of the relay 12 to iMtI!
f.

These relays 12, 13 and the aforementioned throttle switch 6 constitute a starting control means that operates the starter motor 11 when the engine is stopped and the throttle ratio is reached.

The starter control circuit 14 is a circuit for operating the starter motor 11 at the initial start of the engine and when the coolant temperature is below a set temperature. A normally open contact 16a is connected between the ignition terminal IGN of the ignition switch 1, the coil 13b of the relay 13, and the contact C of the throttle switch 6.
and a relay 16 with a normally closed contact 16b inserted, a transistor Q and a protective diode D3 for forming a power supply path for the coil 16C of this relay 16, a Zener diode ZD that determines the slice level of the cooling water temperature, and an ignition switch. It consists of a resistor R3 inserted between the starter terminal 8T of No. 1 and the zero point.

Next, the operation of the embodiment configured as described above will be explained.

First, when the engine is initially started (2) the ignition switch 1 is rotated to the starter terminal ST position (2) power supply voltage is supplied from the battery 2 to the 0 point via the resistor R3 of the starter control circuit 14; Transistor Q turns on (-), energizes coil 16C of relay 16, and closes its normally open contact 16a.

As a result, the coil 12C of the relay 12 is energized and its normally open contact 1'2a is closed, and the starter motor 11
(Since two power supplies are supplied, the starter motor 11 operates and the engine starts.

Thereafter, when the engine is started, the alternator is activated and the coil 13C of the relay 16 is energized and its normally closed contact 13b is opened, so the energization to the coil 12C of the relay 12 is cut off and its normally open contact 12a is opened. The power supply to the starter motor 11 is cut off, and the starter motor 11 stops.

In this way, after the initial start of the engine is completed, by returning the ignition switch 1 to the ignition terminal ING position, the relay 16 returns to the state where the normally open contact 16a is opened and the normally closed contact 16b is closed, as shown in the figure. .

At this time, since the accelerator pedal is being depressed, the throttle is in an open state and the throttle switch 6 is switched to the contact side.

Then, when the vehicle is in a steady running state and the vehicle is stopped (- when the accelerator pedal is released and the vehicle is decelerated), the throttle switch 6 switches from the contact side to the contact a side when the throttle is closed.

As a result, after a certain period of time determined by the delay circuit 7 has elapsed since the throttle is closed, the coil 8C of the relay 8 is energized and its normally open contact 8a is closed.
opens.

Therefore, the power supply path of the slow cut solenoid pulp 5 is cut off and no voltage is applied, so the slow passage is closed and the supply of fuel to the engine is stopped.

This allows fuel to be saved during deceleration, and by stopping the supply of fuel to the engine after a certain period of time from when the throttle is closed, it prevents deterioration in drivability when changing gears. can.

Then, after a certain period of time determined by the delay circuit 9 has passed after stopping the supply of fuel to the engine, the coil 10C of the relay 10 is energized and its normally closed contact 10b opens.
The power supply to the ignition coil 6 is cut off, and ignition is stopped.

In this way, by continuing the ignition for a certain period of time even after the fuel supply is stopped, it is possible to prevent the air-fuel mixture from being exhausted unburned.

Then, just before the vehicle stops, the engine is stopped by pressing the clutch pedal. When stopping temporarily at an intersection, etc., normally the transmission gear is placed in the neutral position, the clutch pedal is released, and the vehicle waits.

Next, when restarting from this state (second step, first step on the clutch pedal, shift into gear, and step on the accelerator pedal.

As a result, the throttle switch 6 is switched from the contact a side to the contact side due to the throttle opening state, and the power to the coils 8c and 10C of the relays 8 and 10 is cut off, and the normally closed contacts 8b and 10b are closed. Closed, the fuel supply to the engine and the suspension of the ignition system are released.

At this time, as the engine stops, the alternator also stops generating power, and the coil 13c of the relay 13 is not energized and its normally closed contact 13b is closed, so at the same time the throttle switch 6 switches to the contact side, the relay 13 - The normally open contacts of 12 are closed and the starter motor 6 is supplied with power, and the starter motor 6 is activated to start the engine.

Then, as described above, the normally closed contact 13b of the relay 13 opens when the engine starts, so the starter motor 6 stops.

Furthermore, when the engine cooling water temperature is below the set temperature,
Since the relay 16 of the starter control circuit 14 is activated and its normally open contact 16a is closed and its normally closed contact 16b is open, the fuel supply to the engine and ignition are not stopped and the engine does not stop temporarily.

Also, between the contact side of the throttle switch 6 and the contact 13C of the relay 16, there is a clutch switch that is turned on when the clutch pedal is depressed or a gear that is turned on when the transmission gear is in the neutral position. It is also possible to insert a switch or a series circuit of a clutch switch and a gear switch to prohibit the operation of the starter motor 11 when the engine is connected to the driven side.

FIG. 2 is a circuit diagram similar to FIG. 1 showing a second embodiment of the invention.

This embodiment is different from the first embodiment in that a DC brushless motor 17, which is a starter and alternator, is used as a starter monitor, and a drive control circuit 1
8 and a rectifier 19 are provided, and the relay 13 in FIG. 1 is omitted.

That is, as shown in FIG. 6, for example, the planless motor 17 includes an armature iron core 17C fixed to a bracket 17b bolted to a rear plate 17a attached to a cylinder block 20 of the engine, and this armature iron core. 17, an electronic coil 17d wound around C, a rotating field pole 17f as a rotor firmly fixed to the crankshaft 20a of the engine by a port 17e, and a field iron core 17g fixed to the rear plate 17a. A field coil 17h that is rotated to indirectly magnetize the rotating field pole 17f through an air gap, and three coils that are attached on the same circumference of the rear plate 17a and detect the rotational position (angle) of the rotating field pole 17f. Electromagnetic position detector (only one is shown in the figure)
171 etc.

The armature iron core 17C and the armature coil 17d constitute a stator, and the clutch device 21 attached to the rotating field pole 17f prevents the clutch shaft 20a and the main drive shaft 22 on the transmission side from coming into contact with each other. It is meant to be done.

Returning to FIG. 2, the drive control circuit 18 controls, for example, a thyristor inverter section corresponding to a commutator of a DC motor, and the gates of each thyristor of this thyristor inverter section by a rotational position signal from a position detector 171. and switch the direction and phase of the current flowing through the armature coil 17d+-,
It is composed of a gate control section and the like that thereby rotates the rotating field pole 17f twice in a fixed direction C.

The rectifier 19 rectifies the AC electromotive force generated in the armature coil 17d when the brushless motor 17 is working as an alternator, and charges the battery 2.

Note that power is supplied to the coil 12c of the relay 12 via the normally closed contact 16b of the relay 16 and the contact of the throttle switch 6, or via the normally open contact 16a of the relay 16.

Next, the operation of this embodiment differs from that of the first embodiment in that whenever the throttle switch 6 is switched to the contact side, the coil 12c of the relay 12 is energized and its normally open contact 1 is energized.
2a is closed, and if the engine is stopped for a long time, the brushless motor 7 will work as a starter motor, and if the engine is running, the brushless motor 7 will work as an alternator.

In this way, since the starter motor also serves as an alternator, a special relay such as relay 13 in Fig. 1 is used to determine whether the engine is stopped or not and cut off the power supply to the starter motor while the engine is running. No configuration required.

Furthermore, by using a brushless motor as a starter motor, durability is improved even when the engine is frequently started and stopped.

FIG. 4 is a circuit diagram similar to FIG. 1 showing a third embodiment of the present invention.

This embodiment differs from the first embodiment in that a gear is provided between contact a of the throttle switch 6 and the delay circuit 7, which is turned on only when the transmission gear is in the neutral position (no gear is engaged). Interposing the switch 26 constitutes a fuel supply stop means, and stops the supply of fuel to the engine when the throttle is in the closed state only when the transmission gear is in the neutral position;
In a position other than the neutral position, that is, when the gear is engaged (= only means that the fuel supply is not stopped.

As a result, it is possible, for example, to release the accelerator pedal and drive the vehicle at a speed of about 30 cm/h in top gear, thereby improving drivability compared to the first embodiment.

FIG. 5 is a circuit diagram similar to FIG. 1 showing a fourth embodiment of the invention.

This embodiment is different from the first embodiment in that the delay circuit 7 shown in FIG. a gear switch 24 that is turned on when it is in the position (gear is engaged);
A fuel supply stop means is constructed by connecting and inserting a vehicle speed switch 25 installed in the speedometer in parallel that turns on when the vehicle speed reaches approximately zero, and when a gear is engaged or the vehicle speed reaches approximately zero. The only difference is that the fuel supply to the engine is stopped only when the throttle is closed.

In this embodiment, since the delay circuit 7 shown in FIG. 1 is omitted, when the supply of fuel to the engine is stopped, the supply is immediately stopped.

In this way, the first-moment transferability when transitioning from deceleration to acceleration is improved.

As described above, according to the present invention, the configuration of the engine start/stop device is simplified, unnecessary fuel consumption during deceleration can be saved, and fuel consumption can be efficiently reduced.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing a first embodiment of the invention, FIG. 2 is a circuit diagram showing a second embodiment of the invention, and FIG. 6 shows the configuration of the brushless motor 17 of FIG. 2. 4 is a circuit diagram showing a third embodiment of the invention, and FIG. 5 is a circuit diagram showing a fourth embodiment of the invention. 1...Ignition switch 2...Battery 6
...Ignition coil 4...Contact point 5...Slow cut solenoid valve 6...Throttle switch 7.9...Delay circuit 8.10, 12. t 3, 16...Relay 11...
starter motor

Claims (1)

[Claims] 1. When the transmission gear is in the neutral position and the throttle is in the closed state;
1. An engine start/stop device comprising: start control means for operating a starter motor when the throttle is in an open state. 2. Claim No. 2, wherein the fuel supply stop means stops the supply of fuel to the engine only when the transmission gear is in a position other than the neutral position or when the vehicle speed is less than or equal to a set vehicle speed and the throttle is closed. The engine starting/stopping device according to item 1.