CN106536909A - Starting control device for engine - Google Patents

Abstract

In order to be able to determine the target ignition timing after measuring the ON period of the crank angle signal, the reluctance distribution head protrusion (7a) on the flywheel (7) is set to the advance angle side, on this basis, the initial ignition timing at the beginning of the crank rotation For the first ignition, the target ignition timing (=ignition target time Ttgt) is determined based on the measured value of the crank angle signal during ON period Ton _(n‑2) (1st start mode), and the second and subsequent ignitions are based on the time before 2 revolutions The off-period Toff _(n-2) and the on-period Ton _(n-2) in the rotation cycle of the rotation cycle and the measured value of the off-period Toff _(n) in this rotation cycle are calculated to calculate the connection time in this rotation cycle The on-period Ton _(n) and based on the on-period Ton _(n) determine the target ignition timing (second start mode).

Description

engine start control

technical field

The present invention relates to an engine start control device, and more particularly to an engine start control device that determines a target crank angle based on a crank angle signal output synchronously with the rotation of the engine when starting the engine, And based on the determined target crank angle, control devices such as spark plugs and injectors are operated.

Background technique

In order to improve the fuel consumption efficiency and exhaust gas characteristics of the engine, it is required to optimize various controls of the engine. For example, it is necessary to perform ignition of the spark plug according to the ignition timing control or inject fuel from the injector according to the fuel injection control at the optimal timing. Therefore, according to the technique of Patent Document 1, for example, a crank angle signal that fluctuates in synchronization with the rotation of the crankshaft of the engine is generated, and based on the crank angle signal, a target ignition timing is determined as a target crank angle of the engine to perform ignition timing control.

In more detail, according to the technique of Patent Document 1, a reluctor protrusion is formed on the outer periphery of an engine flywheel over a specific angle region, and a crank angle sensor is arranged to face the flywheel. The crank angle signal output from the crank angle sensor is in the form of a rectangular wave, and one cycle is defined as one revolution of the engine. The advanced angle side of the compression top dead center is set to the on period corresponding to the specific angle area, and the other angle areas are set to off. During the break, the two switch alternately. On the other hand, the target ignition timing is calculated based on, for example, the engine rotational speed and the throttle opening degree, and specifically, the crank angle from the start time (reference position) of the ON period of the crank angle signal to the target ignition timing is calculated.

During the rotation of the engine, the on-period in the current revolution is estimated from the off-period and the subsequent on-period in the revolution two revolutions before the engine, and the off-period in the current revolution. Then, based on the estimated ON period, the crank angle up to the target ignition timing is converted into time, and the target ignition timing in this rotation cycle is determined as time (the time required from the reference position to the target ignition timing), and based on The obtained target ignition period makes the spark plug work.

The reason for estimating the on-period of this rotation cycle is that the engine will reach the target ignition timing during the on-period, so if the target ignition timing is determined after the on-period is measured, the spark plug will not operate in time. In addition, the reason for referring to the ON period and the OFF period before 2 revolutions is that the four-stroke engine repeatedly performs the combustion cycle at 720°C, and the rotation fluctuation of the engine before 2 revolutions is reproduced in this revolution cycle. Therefore, the current on-period can be estimated from the ratio of these on-period to off-period and the current off-period.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2002-317741

Contents of the invention

The technical problem to be solved by the invention

According to the technology of the above-mentioned Patent Document 1, in order to specify the target ignition timing, information on the ON period and the OFF period before two revolutions is required. This is no problem during normal engine operation, but when the engine is started, if it is not after 2 revolutions of the crank, the information during the on period and the off period cannot be obtained, and naturally the ignition period control cannot be started. Delay in the control of the ignition start period can lead to a delay in starting the engine and delaying the departure of the vehicle. Therefore, a fundamental countermeasure that can start the engine quickly has long been desired.

The present invention is completed in order to solve the above-mentioned problems, and its object is to provide a kind of starting control device of engine, when starting engine, just can synchronously with the rotation of engine from the beginning of crank rotation, makes control equipment such as spark plug and injector work, Thus, a quick start of the engine can be realized.

Technical solutions adopted to solve technical problems

In order to achieve the above object, the start control device of the engine of the present invention is characterized in that it is provided with: a signal output unit, which outputs a crank angle signal, and the crank angle signal takes one revolution of the engine as one cycle, so that it is preset at the compression top stop The first output level period corresponding to the specific angle area on the advance angle side of the point and the second output level period corresponding to other angle areas are alternately switched; the target crank angle setting unit uses the first output of the crank angle signal The edge corresponding to the start point or end point of the level period is the reference position, and the target crank angle used to make the control equipment of the engine work synchronously with the rotation of the engine is set as the angle between the reference position; the first target time is determined unit, which measures the first output level period in the current rotation cycle of the engine, based on the measured value during the first output level period, performs time conversion on the target crank angle set by the target crank angle setting unit, and determines this The target time in the second rotation cycle as the time from the reference position; the second target time determination unit, which measures the second output level period and the subsequent first output level period in the rotation cycle before the engine rotates 2 times And the second output level period in this rotation cycle, based on the measured values of these output level periods, estimate the first output level period in this rotation cycle, and based on the estimated first output level period, for The target crank angle set by the target crank angle setting unit is converted into time to determine the target time in this rotation cycle as the time starting from the reference position; and the engine control unit, when starting the engine, starts cranking During the period until the engine rotates 2 times, the control device of the engine is operated based on the target time determined by the first target time determination unit, and during the period after 2 rotations, based on the target time determined by the second target time determination unit Target time to enable engine control equipment to operate.

According to the control device of the engine constituted as above, during the period from the start of the cranking to the 2 revolutions of the engine, based on the target time determined by the first target time determination unit, the control device of the engine is operated, and the engine control device is operated after 2 revolutions. During the period, the control device of the engine is operated based on the target time determined by the second target time determination unit. Therefore, when starting the engine, the control device can be operated at an appropriate timing synchronously with the rotation of the engine from the beginning of cranking.

Regarding other forms, it is preferable that the target crank angle setting unit sets the target ignition timing of the spark plug of the engine as the target crank angle, and the first and second target time determination units respectively perform time conversion on the target ignition timing to determine the target ignition timing of this rotation cycle. The engine control unit operates the spark plug based on the target time determined by the first and second target time determination units when starting the engine.

According to the above configuration, the ignition timing control of the spark plug can be started from the beginning of cranking.

Regarding other forms, it is preferable that the target crank angle setting unit sets the target injection timing of the injector of the engine as the target crank angle, and the first and second target time determination units respectively perform time conversion on the target injection timing to determine the time of the current rotation cycle. The target time, the engine control unit operates the injector based on the target time determined by the first and second target time determination units when starting the engine.

According to the above configuration, the fuel injection control of the injector can be started from the beginning of cranking.

Invention effect

According to the present invention, when the engine is started, control devices such as spark plugs and injectors can be operated synchronously with the rotation of the engine from the beginning of the cranking, so that the engine can be quickly started.

Description of drawings

FIG. 1 is a system configuration diagram showing an engine startup control device according to an embodiment.

2 is a timing chart showing a process of generating a crank angle signal corresponding to a protrusion of a reluctance distributor and a process of determining a target ignition timing based on the crank angle signal.

Fig. 3 is a flowchart showing an activation mode selection routine executed by the ECU.

detailed description

Hereinafter, an embodiment in which the present invention is embodied as an engine start control device mounted on a motorcycle will be described.

FIG. 1 is a system configuration diagram showing an engine startup control device according to the present embodiment.

The engine 1 of the present embodiment is configured as a four-stroke single-cylinder gasoline engine with a displacement of 50 cc, and is mounted on a motorcycle as a driving power source. However, the specification of the engine 1 is not limited thereto, and may be changed arbitrarily.

In the cylinder 3 formed in the cylinder block 2 of the engine 1 , a piston 4 is slidably arranged, and the piston 4 is connected to a crank 6 via a connecting rod 5 , and the crank 6 rotates in conjunction with the reciprocating motion of the piston 4 . A flywheel 7 is installed at the rear end (not shown in the transmission side) of the crank 6, and a reluctance distribution head protrusion 7a is formed in a predetermined angle region on the outer periphery of the flywheel 7, and the reluctance distribution head protrusion 7a is made of a magnet. Used to detect crank angle.

An intake port 9 a and an exhaust port 9 b are formed in a cylinder head 9 fixed to the cylinder block 2 , and a spark plug 10 is disposed with its front end facing into the cylinder. In the intake passage 11 connected to the intake port 9a, an air cleaner 12, a throttle valve 13 that opens and closes according to the driver's throttle operation, and an ISCV (idle speed control valve) are provided in order from the upstream side. A bypass passage 15 of 14, and an injector 16 that injects fuel toward the intake port 9a. In addition, a three-way catalyst 18 for purifying exhaust gas and a muffler not shown are provided on the exhaust passage 17 connected to the exhaust port 9b.

An intake valve 20 is disposed on the intake port 9a, and an exhaust valve 21 is disposed on the exhaust port 9b. These intake and exhaust valves 20 and 21 are urged toward the closed side by the valve spring 22, and the intake camshaft 23 and the exhaust camshaft 24, which are rotationally driven on the cylinder head 9 in synchronization with the crankshaft 6, These intake and exhaust valves 20, 21 are opened. Thus, the intake valve 20 and the exhaust valve 21 are opened and closed at a predetermined timing synchronized with the reciprocating motion of the piston 4, and the combustion cycle of the engine 1 composed of four strokes of intake, compression, expansion, and exhaust is 720 °CA's crank angle works repeatedly.

The fuel (gasoline) stored in the fuel tank 25 is supplied to the injector 16 by a fuel pump 26 . The fuel pump 26 and the injector 16 are integrally formed, and are respectively connected to the fuel tank 25 via a supply hose 27 and a return hose 28 .

If the fuel pump 26 works, the fuel in the fuel tank 25 will be guided into the fuel pump 26 through the supply hose 27, pressurized to a specified pressure, and the pressurized fuel will be supplied to the injector 16, The pipe 28 recovers the remaining fuel into the fuel tank 25 . Accordingly, fuel at a predetermined pressure can always be supplied to the injector 16, and fuel can be injected into the intake port 9a at a predetermined injection timing and injection amount in accordance with the opening of the injector 16.

During the operation of the engine 1, the negative pressure generated with the descent of the piston 4 during the intake stroke is used to suck the external air into the intake passage 11 through the air filter 12, and adjust according to the opening degree of the throttle valve 13. The flow of intake air is then mixed with fuel injected from the injector 16 while flowing into the cylinders of the engine 1 while the intake valve 20 is open. Compression is performed in the subsequent compression stroke, and the air-fuel mixture is ignited by the spark plug 10 near the compression top dead center, combustion is performed in the expansion stroke, and a rotational force is applied to the crankshaft 6 via the piston 4 . In the next exhaust stroke, when the exhaust valve 21 is open, the exhaust gas after combustion is discharged from the cylinder, flows through the exhaust passage 17 and passes through the three-way catalyst 18 and the muffler, and is discharged to the outside.

Based on the control of the ECU 31 (Engine Control Unit), the above combustion cycle of the engine 1 is executed. Therefore, various sensors such as an electromagnetic pickup (pick-up) 32 (signal output unit), a throttle opening sensor 33, an O sensor ₃₄ , and a water temperature sensor 35 are connected to the input side of the ECU 31. The electromagnetic pickup 32 and the above-mentioned flywheel 7 opposite to each other, and output a detection signal synchronized with the protrusion 7a of the reluctance distribution head. The throttle opening sensor 33 is used to detect the opening of the throttle valve 13. The _O2 sensor 34 is arranged in the exhaust passage 17. According to the following Fluctuations in the exhaust air-fuel ratio centered on stoichiometry (theoretical air-fuel ratio) cause the output to fluctuate in a stepwise manner, and the water temperature sensor 35 is used to detect the cooling water temperature Tw of the engine 1 . Further, various devices such as the above-mentioned ISCV 14 , injector 16 (control device), fuel pump 26 , and igniter 36 for driving spark plug 10 (control device) are connected to the output side of ECU 31 .

Based on these sensor information, the ECU 31 executes various controls such as fuel injection control for driving the injector 16 , ignition timing control for driving the spark plug 10 , and operates the engine 1 .

For example, as the fuel injection control, the ECU 31 determines the target fuel injection amount based on the engine rotation speed Ne calculated from the detection signal of the electromagnetic pickup 32 and the throttle opening θth detected by the throttle sensor 33, and determines the target fuel injection amount during the intake stroke. The injector 16 is driven at a predetermined timing to perform fuel injection.

In addition, as the ignition timing control, the ECU 31 determines the target ignition timing based on the engine rotation speed Ne and the throttle opening θth, etc., and determines the ignition timing corresponding to the target ignition timing based on the rectangular wave crank angle signal generated from the detection signal of the electromagnetic pickup 32. At this moment, the igniter 36 is driven to ignite the spark plug 10 (engine control unit).

Hereinafter, the processing executed by the ECU 31 from the generation of the crank angle signal to the control of the ignition timing of the spark plug 10 will be described in detail.

FIG. 2 is a timing chart showing a process of generating a crank angle signal corresponding to the reluctance distribution head protrusion 7 a and a process of determining a target ignition timing based on the crank angle signal.

On the flywheel 7, the reluctance distribution head protrusion 7a of this embodiment is formed over a specific angle region of 60° CA. If the end portion of the reluctance distribution head protrusion 7a on the rotation direction of the flywheel 7 is set as the starting point, and the end portion of the reluctance distribution head protrusion 7a in the reverse rotation direction is set as the end point, then the starting point is less than the engine 1. The crank angle on the side 80°CA ahead of the top dead center corresponds to the electromagnetic pickup 32 , and the crank angle on the side 20°CA ahead of the top dead center corresponds to the electromagnetic pickup 32 .

The electromagnetic pickup 32 has a characteristic that the magnetic flux changes due to the contact and separation with the magnet, and the output fluctuates. Therefore, the detection signal output from the electromagnetic pickup 32 fluctuates in a spike shape every time it corresponds to the start point and the end point of the magnetoresistive distribution head protrusion 7a. More specifically, the detection signals fluctuate at BTDC (Before Top Dead Center) 80°CA corresponding to the starting point of the magnetoresistive distribution head protrusion 7a, and BTDC 20°CA corresponding to the subsequent end point, and these The fluctuation of the detection signal was repeated every 360° CA.

As described above, the detection signal output from the electromagnetic pickup 32 is input to the ECU 31, and the ECU 31 generates a crank angle signal using the built-in latch circuit 31a (signal output means). That is to say, the latch circuit 31a raises the crank angle signal and maintains it in the ON state (the period of the first output level of the present invention, hereinafter referred to simply as the period of the first output level in the present invention) at the fluctuation timing of the detection signal corresponding to the starting point of the reluctance distribution head protrusion 7a. During the connection period), at the change moment corresponding to the end point of the subsequent reluctance distribution head protrusion 7a, the crank angle signal is decreased and kept in the off state (the second output level period of the present invention, hereinafter referred to as off for short) period). This process is repeatedly executed by the latch circuit 31a to generate a rectangular wave crank angle signal that fluctuates in synchronization with the crank angle of the engine 1 with 360°CA as one cycle (off period+on period).

Then, the ignition timing control is performed based on the crank angle signal. Like the technique of Patent Document 1, if the on-period and the off-period two revolutions ago are referred to in order to estimate the on-period of the current rotation cycle, a delay in starting the engine will occur. The problem.

In view of this problem, the inventor found that if compared with the conventional situation (such as Patent Document 1), the reluctance distribution head protrusion 7a on the flywheel 7 is arranged on the side closer to the advance angle, so that the connection of the crank angle signal By shifting the period to the advance angle side, it is possible to ensure that there is sufficient time for determining the target ignition period after the measurement of the on-period. The above-mentioned specific angular area of the reluctance distribution head protrusion 7a is obtained based on this knowledge. However, this method only performs time conversion on the target ignition timing based on the measurement results during the turn-on period. Therefore, when the ignition is retarded (the measurement end part is separated from the ignition-on-off phase), it is different from the conventional reflection before turning 2 turns. Compared with the methods of on-period and off-period, it is difficult to perform accurate ignition timing control.

Therefore, the ignition timing control (the first target time determination unit of the present invention, hereinafter referred to simply as the first start-up mode) is only executed during the period from the beginning of the cranking to the 2 revolutions of the engine 1 (corresponding to the first ignition), After that, the ignition timing control is performed based on the conventional method (the second target timing determining means of the present invention, hereinafter referred to simply as the second activation mode).

In addition, the optimum specific angle region of the reluctance distribution head protrusion 7a is from the above-mentioned BTDC 80°Ca to BTDC 20°Ca, but it is not limited thereto, as long as the starting point of the reluctance distribution head protrusion 7a is set at BTDC 90°C to Within the range of 60°CA, the end point of the magnetoresistive distribution head protrusion 7a may be set within the range of BTDC 20-15°CA.

Hereinafter, based on the above findings, the control performed by the ECU 31 at the time of starting the engine will be described.

FIG. 3 is a flowchart showing an activation mode selection routine executed by the ECU 31. The ECU 31 starts this routine at predetermined control intervals when the ignition switch of the vehicle is turned on.

First, in step S2, it is judged whether the cranking of the engine 1 has started, and if it is No (No), the routine is temporarily terminated. If the cranking starts, so that it is judged as Yes in step S2, then it goes to step S4, and it is judged whether the engine 1 has rotated twice. If the engine 1 has not rotated 2 circles, it is judged as No, and in step S6, the first starting mode is selected, and then the program is ended; if the engine 1 has rotated 2 circles, the judgment of step S4 is Yes, then enter step S8, and select the 2nd starting mode mode, and then end the program.

The execution status of the above selection of the starting mode by the ECU 31 and execution of the ignition timing control at the time of starting the engine will be further described with reference to the timing chart of FIG. 2 .

FIG. 2 shows the case where the cranking of the engine 1 starts between the expansion stroke and the exhaust stroke. At the start of the cranking, the first start mode is selected according to the routine shown in FIG. 3 .

As described above, the crank angle signal fluctuates in a cycle of 360°CA. First, the measurement is performed from the start of the off period before the exhaust top dead center to the end of the off period in the compression stroke (=start of the on period ), as the off-period Toff _(n-2) in the rotation cycle of this rotation. Then, the on-period from the start to the end of the on-period just before the compression top dead center is measured as the on-period Ton _(n-2) in the rotation cycle of this rotation. In addition, these measured values indicate the duration of the off-period Toff _(n-2) and the on-period Ton _(n-2) (the off-period Ton _(n) and on-period Ton _(n) of this period will be described later. same).

At the same time, when the on-period Ton _(n-2) starts, the igniter 36 starts to energize the ignition coil, and based on the preset starting target ignition timing and on-period Ton _(n-2) , determine The target ignition timing, based on which the ignition coil energization ends, and the spark plug 10 is ignited. At the specified timing of the intake stroke prior to the ignition, fuel is injected from the injector 16, and the injected fuel and the sucked air are compressed in the cylinder together in the subsequent compression stroke. combustion.

At this time, the process of determining the target ignition timing using the first activation mode is executed in the following procedure. First, with regard to the target ignition timing, the crank angle from the reference position to the target ignition timing ₍ the target crank angle in the present invention, hereinafter referred to as ignition target crank angle Dtgt) (target crank angle setting unit). In addition, in the present embodiment, the ignition target crank angle Dtgt at the time of engine startup is stored in advance in the ECU 31 as a fixed value, but it is not limited to this, and may be variable based on, for example, the cooling water temperature Tw of the engine 1 or the battery voltage. The ignition target crank angle Dtgt is set (target crank angle setting means).

The on-period Ton _(n-2) measured in the above-mentioned manner corresponds to the crank angle of the angular region (60° CA) of the reluctance distribution head protrusion 7a, and the on-period Ton ( _n -2) is required to rotate the crank 6 by the crank angle. ₎ . Therefore, using the relationship between the specific angle area of these reluctance distribution head protrusions 7a and the on-period Ton _(n-2) as an index, the ignition target crank angle Dtgt is converted into time, and the time required from the reference position to the target ignition timing can be calculated. The required time (the target time of the present invention, hereinafter simply referred to as the ignition target time Ttgt). Then, at the time of the target ignition timing after the ignition target time Ttgt has elapsed from the reference position, the energization of the ignition coil is terminated to perform ignition.

In addition, the reference position does not have to be the start time of the ON period, and the end time (falling edge) of the ON period may be used as the reference position.

As described above, the first ignition is performed at the beginning of cranking, and the second ignition is performed before the compression top dead center in the rotation cycle after the engine 1 makes two revolutions (after 720° CA).

At this time, the second activation mode is selected according to the program in FIG. 3 , and the process of determining the target ignition timing using the second activation mode is executed in the following steps.

First, in addition to the off-period Toff _(n-2) and on-period Ton _(n-2) that have been measured in the rotation cycle before 2 revolutions, the off-period Toff _{(n )} . Based on these measured values (Toff _(n-2) , Ton _(n-2) , Toff _(n) ), the on-period Ton _{(n) in this rotation cycle is calculated according to the following formula (1)} .

Ton _(n) = Toff _(n) Ton _(n-2) /Toff _(n-2) ... (1)

Then, as in the above-mentioned first starting mode, using the relationship between the specific angle area of the reluctance distribution head protrusion 7a and the on-period Ton _(n) as an index, the ignition target crank angle Dtgt is time-converted, and the ignition target crank angle Dtgt can be calculated from the reference position. The time required to reach the target ignition timing (ignition target time Ttgt). At this time, the ignition target crank angle Dtgt does not necessarily need to adopt the same value as the first starting mode, and other preset fixed values or values calculated based on the cooling water temperature Tw of the engine 1 or the battery voltage can also be used as the ignition target. Crank angle Dtgt (target crank angle setting unit). In addition, please refer to Patent Document 1 for the detailed processing of calculating the ignition target time Ttgt based on the above-mentioned second activation mode.

Thereafter, as the cranking of the engine 1 continues, injecting fuel from the injector 16 and igniting the spark plug 10 based on the target ignition timing (=ignition target time Ttgt) determined based on the second start mode are repeated at intervals of 720° CA.

Then, if the engine rotation speed Ne exceeds the preset complete explosion judgment value, it is considered that the engine 1 has been started, and the ECU 31 switches to the running mode in order to continue running. In this operation mode, unlike the case when the engine is started, the ignition target crank angle Dtgt is calculated as the target ignition timing based on the operation state of the engine 1 (e.g., engine rotation speed Ne, throttle opening θth), however, regarding the The ignition target crank angle Dtgt is time-converted into the ignition target time Ttgt, and is executed in the same procedure as in the above-mentioned second start mode.

As described above, according to the starting control device of the engine 1 of the present embodiment, in order to determine the target ignition timing after measuring the ON period of the crank angle signal, the reluctance distribution head protrusion 7a on the flywheel 7 is set to the advance angle side. , on this basis, the first ignition at the beginning of the crank rotation is based on the measured value of the crank angle signal during the ON period Ton _(n-2) to determine the target ignition period (the first start mode), and the second and subsequent ignitions are Based on the measured values of the off-period Toff _(n-2) and on-period Ton _(n-2) in the rotation cycle before 2 revolutions and the off-period Toff _(n) in the current rotation cycle, this is estimated. The on-period Ton _(n) in the second rotation cycle, and based on the estimated on-period Ton _(n) , the target ignition timing is determined (second start mode).

Therefore, when starting the engine 1, the ignition timing control of the spark plug 10 can be started at an appropriate timing synchronously with the rotation of the engine 1 from the beginning of the cranking, and a quick start of the engine can be realized.

In addition, in the present embodiment, the process for determining the target ignition timing when starting the engine is embodied, but the application object is not limited to ignition timing control, and may be applied to fuel injection control, for example. Also, in the first fuel injection (intake stroke) at the start of cranking, the target injection timing (=injection target time Ttgt) can also be determined based on the measured value of the ON period Ton _(n-2) of the crank angle signal ( The first target time determination unit), and then based on the target injection period, the injector 16 can be used to inject fuel (engine control unit) for the first time, which will not be repeated here. Like the embodiment, the fuel injection control can be started quickly, and the fuel injection control can be started as soon as possible. Start engine 1.

The description of the embodiment ends here, but the aspect of the present invention is not limited to this embodiment. For example, the above-mentioned embodiment is embodied as a starting control device of the engine 1 mounted on a motorcycle, but the mounting target of the engine 1 is not limited thereto. For example, it may be embodied as a start control device for the engine 1 mounted on a tricycle or a generator. In addition, the above-mentioned embodiment was applied to the single-cylinder engine 1, but it may also be applied to a multi-cylinder engine.

In addition, the above embodiment uses the latch circuit 31a and the electromagnetic pickup 32 of the ECU 31 as the signal output unit, but it is not limited thereto and can be changed arbitrarily. For example, a well-known photo interrupter (photo interrupter) can also be used.

Label description

1 engine

10 spark plug (control device)

16 injector 16 (control device)

31 ECU (target crank angle setting unit, first target time determination unit, second target time determination unit, engine control unit)

31a Latch circuit (signal output unit)

32 Electromagnetic pickup (signal output unit)

Claims (3)

1. the startup control device of a kind of engine, it is characterised in that possess：

Signal output unit, its output crank angle signal, the crank angle signal are enclosed as 1 cycle with engine rotation 1 so that pre- During the 1st output level corresponding to the special angle region of the advance side for being first set in compression top center and correspondence other Alternately switch during 2nd output level of angular regions；

Beginning or end institute during target crank angle setup unit, its described 1st output level with the crank angle signal Position on the basis of corresponding edge, will work for making the control device of the engine be synchronized with the rotation of the engine Target crank angle is set as the angle between the reference position；

1st object time determining unit, the 1st output level phase in this swing circle of its measurement engine Between, based on the measured value during the 1st output level, the target crank angle set by the setup unit of the target crank angle is entered Row time conversion, determines the object time in this swing circle, used as the time started from the reference position；

2nd object time determining unit, the 2nd output electricity in swing circle before its measurement circle of engine rotation 2 During the 2nd output level during flat and during the 1st subsequent output level and in this swing circle, based on these outputs Measured value during level, during calculating the 1st output level in this swing circle, and based on the 1st output electricity for calculating During flat, time conversion is carried out to the target crank angle set by the setup unit of the target crank angle, this revolution is determined The interim object time, used as the time started from the reference position；And

Control unit of engine, which is being turned to till the engine rotation 2 encloses from starting crank when the engine is started In a period of, the object time based on determined by the 1st object time determining unit, make the control device work of the engine Make, in a period of rotating after 2 circles, the object time based on determined by the 2nd object time determining unit, make described starting The control device work of machine.

2. the startup control device of engine as claimed in claim 1, it is characterised in that target crank angle setup unit The target ignition period of spark plug of the engine is set as the target crank angle,

When the 1st object time determining unit and the 2nd object time determining unit are carried out to the target ignition period respectively Between convert, determine the object time of this swing circle,

When the control unit of engine is based on the 1st object time determining unit described in when starting the engine and 2 target Between the object time determined by determining unit, make spark plug work.

3. the startup control device of engine as claimed in claim 1 or 2, it is characterised in that the target crank angle setting Unit sets the target injection timing of the injector of the engine as the target crank angle,

When the 1st object time determining unit and the 2nd object time determining unit are carried out to the target injection timing respectively Between convert, determine the object time of this swing circle,

When the control unit of engine is based on the 1st object time determining unit described in when starting the engine and 2 target Between the object time determined by determining unit, make injector work.