EP1046813A1 - Anlasser für Verbrennungsmotor - Google Patents

Anlasser für Verbrennungsmotor Download PDF

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Publication number
EP1046813A1
EP1046813A1 EP20000108397 EP00108397A EP1046813A1 EP 1046813 A1 EP1046813 A1 EP 1046813A1 EP 20000108397 EP20000108397 EP 20000108397 EP 00108397 A EP00108397 A EP 00108397A EP 1046813 A1 EP1046813 A1 EP 1046813A1
Authority
EP
European Patent Office
Prior art keywords
engine
reverse
crank shaft
relay
time
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP20000108397
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English (en)
French (fr)
Other versions
EP1046813B1 (de
Inventor
Takashi Yanagisawa
Ryuji Akiba
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP1046813A1 publication Critical patent/EP1046813A1/de
Application granted granted Critical
Publication of EP1046813B1 publication Critical patent/EP1046813B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear

Definitions

  • the present invention relates to an engine starter, and particularly to an engine starter suitable for improving the startability by reducing the effect of a load torque upon start-up of the engine.
  • An engine stoppage/start-up control unit intended to suppress occurrence of exhaust gas and fuel consumption particularly upon idling from the viewpoint of environmental protection and energy saving has been disclosed, for example, in Japanese Patent Laid-open No. Sho 63-75323.
  • the control unit is operated such that when a vehicle is stopped, an engine is automatically stopped, and when a throttle grip is operated to indicate the start-up of the vehicle in the vehicle stoppage state, the engine is automatically restarted to start the vehicle.
  • an engine starter has been disclosed, for example, in Japanese Patent Laid-open No. Hei 7-71350, wherein a starter motor (cell motor) is reversely rotated once and then rotated in the normal-rotation direction of the engine in order to reduce the effect of a load torque upon start-up of the engine.
  • a starter motor cell motor
  • the frictional resistance is reduced by reversely rotating the cell motor by a specific rotational angle or for a specific time and the rotational speed is increased in a region in which the friction resistance is reduced, to reduce the effect of the load torque at the compression stroke, thereby enhancing the startability.
  • the reverse-rotation time is set to value suitable for the cool state of the engine for solving the above inconvenience, there occurs a problem that when the engine is warmed, the crank shaft is reversely rotated for an excessive long time, with a result that it takes a lot of time to start the engine.
  • an object of the present invention is to provide an engine starter capable of certainly starting the engine and shortening a time required for starting the vehicle.
  • the above object can be achieved by providing engine starters, each being configured to start an engine by reversely rotating a crank shaft for a predetermined reverse-rotation time and then normally rotating the crank shaft, characterized in that
  • the crank shaft in the case of starting the engine by reversely rotating the crank shaft once and then normally rotating it, the crank shaft is reversely rotated for a reverse-rotation time previously determined on the basis of the rotational friction of the engine. Accordingly, the reverse-rotation time can be set such that the crank angle position of the crank shaft having been reversely rotated and stopped, that is, the normal-rotation starting position becomes a position allowing the crank shaft to be normally rotated to overshoot the compression top dead center with a small torque.
  • the crank shaft Since it is generally considered that the crank shaft is not stopped in the vicinity of the compression top dead center at which a load torque is large, as described in the feature (3), the crank shaft can be stopped in a region between the exhaust top dead center and the compression top dead center in advance of the exhaust top dead center by setting the reverse-rotation time to be equal to or more than a time required for the crank shaft to be rotated between both the top dead centers .
  • the torque required for the crank shaft to overshoot the compression top dead center is small in such a region, so that the engine can be certainly started by normally rotating the crank shaft from a normal-rotation starting position located in the region.
  • the engine can be started for a short time by shortening the reverse-rotation time upon the restart-up of the engine than that upon the initial start-up of the engine. Further, it may be considered that if the rotational friction is small, the rotated amount of the crankshaft having been reversely rotated for a reverse-rotation time does not differ between in the initial start-up of the engine not warmed and in the restart-up of the engine warmed. In this case, as described in the feature (5), the difference in reverse-rotation time between in the initial start-up and restart-up can be made small.
  • Fig. 2 is a side view of the entire configuration of a motorcycle on which an engine starter according to one embodiment of the present invention is mounted.
  • a body front 2 is connected to a body rear 3 via a low floor 4.
  • a body frame which constitutes the skeletal structure of a vehicular body, basically includes a down tube 6 and a main pipe 7.
  • a fuel tank and a luggage box (both not shown) are supported by the main pipe 7, and a seat 8 is disnosed over both the fuel tank and the luggage box.
  • the seat 8 serves as a lid of the luggage box provided on the underside of the seat 8, and is turnably supported by a hinge mechanism (not shown) provided on a front portion FR of the seat 8 for opening/closing the luggage box.
  • a steering head 5 is provided on the down tube 6, and a front fork 12A is rotatably supported by the steering head 5.
  • a handlebar 11A is mounted on a portion upwardly extending from the front fork 12A, and a front wheel 13A is rotatably supported by the downwardly extending leading ends of the front fork 12A.
  • An upper portion of the handlebar 11A is covered with a handle cover 33 serving as an instrument panel.
  • a link member (hanger) 37 is turnably supported by an intermediate portion of the main pipe 7, and a swing unit 17 is swingably connected to and supported by the main pipe 7 via the hanger 37.
  • a single-cylinder/four-cycle engine 200 is mounted on a front portion of the swing unit 17.
  • a belt type continuously variable transmission 35 is provided in such a manner as to extend rearwardly from the engine 200.
  • a reduction mechanism 38 is connected to the continuously variable transmission 35 via a centrifugal clutch mechanism to be described later, and a rear wheel 21 is rotatably supported by the reduction mechanism 38.
  • a rear cushion 22 is interposed between the upper end of the reduction mechanism 38 and an upper bend portion of the main pipe 7.
  • An intake pipe 23 extending from a cylinder head 32 of the engine 200 is connected a front portion of the swing unit 17, and a carburetor 24 is connected to the intake pipe 23.
  • An air cleaner 25 is connected to the carburetor 24.
  • a kick arm 28 is fixed to a kick shaft 27 projecting from a transmission case cover 36 of the belt type continuously variable transmission 35.
  • a pivot 18 is provided at a lower portion of a swing unit case 31, and a main stand 26 is pivotably mounted to the pivot 18. Upon parking of the motorcycle, the main stand 26 is raised as shown by a chain line in Fig. 2.
  • Fig. 3 is a plan view showing an instrument panel and its neighborhood of the motorcycle.
  • a speed meter 193, a stand-by indicator 256, and a battery indicator 276 are provided in an instrument panel 192 of the handle cover 33.
  • the stand-by indicator 256 flashes to warn the driver that the engine is immediately started and the vehicle can be started, if a throttle valve is opened. If the battery voltage is reduced, the battery indicator 276 flashes to warn the driver that the charged amount of power in the battery is deficient.
  • the handle cover 33 is provided with an idle switch 253 for permitting or restricting idling, and a starter switch 258 for starting a starter motor (cell motor).
  • the right end portion of the handlebar 11 has a throttle grip 194 and a brake lever 195.
  • root portions of the right and left throttle grips include a horn switch, a winker switch, and the like as in the conventional motorcycle; however, such components are not shown in Fig. 2.
  • FIG. 4 is a schematic view showing the structure of the hinge portion for opening/closing the seat 8.
  • the seat 8 serving as a lid of the luggage box 9a is provided in such a manner as to be openable/closable in the direction shown by an arrow A relative to the luggage box 9a.
  • the luggage box 9a is provided with a hinge shaft 102 and a link member 100 swingable around the hinge shaft 102.
  • the other end, opposed to the end connected to the hinge shaft 102, of the link member 100 is turnably connected to a second hinge shaft 110 provided on a frame 8a of the seat 8.
  • the seat 8 can be swung around the hinge shaft 102 in the direction shown by the arrow A and can be also swung around the second hinge shaft 110 in the direction shown by an arrow B.
  • a spring 103 is interposed between the link member 100 and the frame 8a for biasing the seat 8 clockwise around the second hinge shaft 110.
  • a seating switch 254 is also provided between the link member 100 and the frame 8a. When the driver sits on the seat 8 and the frame 8a is turned by a specific amount counterclockwise around the second hinge shaft 110, the seating switch 156 is turned on for detecting the seating state.
  • Fig. 5 is a sectional view of a starter/generator connected to a crank shaft of the engine, which is equivalent to a sectional view taken on line A-A of Fig. 2.
  • a crank shaft 12 is rotatably supported via main bearings 10 and 11 by the swing unit case 31 having the hanger 37 supported by the main pipe 7, and a connecting rod 14 is connected to the crank shaft 12 via crank pin 13.
  • An inner rotor 15 of a starter/generator is provided on one end portion of the crank shaft 12 projecting from a crank chamber 9.
  • the inner rotor 15 has a rotor boss 16 and permanent magnets 19 fitted around the outer peripheral surface of the rotor boss 16.
  • six pieces of the permanent magnets 19 made from neodymium-iron-boron based alloy are spaced at equal angular intervals around the crank shaft 12.
  • the center hole of the rotor boss 16 is fitted around a tip taper portion of the crank shaft 12.
  • a flange member 39 is disposed at one end (on the side opposed to the crank shaft 12) of the rotor boss 16.
  • the rotor boss 16 is fixed, together with the flange member 39, to the crank shaft 12 with a bolt 20.
  • the rotor boss 16 has a small-diameter cylindrical portion 40 projecting on the flange member 39 side, and a bush holder 41 is slidably provided on the outer periphery of the cylindrical portion 40.
  • the bush holder 41 is biased in the direction of the flange member 39 by a compression coil spring 42.
  • Brushes 44 biased by the compression coil spring 42 are provided on the bush holder 41.
  • a connecting pin 45 extending in parallel to the center axis of the crank shaft 12 passes through the rotor boss 16. One end of the connecting shaft 45 is fixed to the brush holder 41 and the other end thereof is connected to a plate 46 of a governor to be described in detail later.
  • a stator core 48 of an outer stator 47 disposed around the outer periphery of the inner rotor 15 is fixed to the swing unit case 31 with a bolt 49.
  • a power generation coil 50 and a starting coil 51 are wound around a yoke 48a of the stator core 48.
  • a cylindrical portion 48b extends from the stator core 48 in such a manner as to cover the bush holder 41.
  • a commutator holder 52 is connected to the end portion of the cylindrical portion 48b, and commutator pieces 53 are fixed to the commutator holder 52 in such a manner as to be brought into slide-contact with the brushes 44.
  • the commutator pieces 53 are disposed at positions facing to the brushes 44 biased by the compression coil spring 42.
  • a governor 54 for automatically switching an engine-starting mode and a power generation mode from each other is provided at the end portion, fitted to the crank shaft 12, of the rotor boss 16.
  • the governor 54 includes the above-described plate 46 and a roller 55 as a governor weight for offsetting the plate 46 toward the center of the crank shaft 12 in the longitudinal direction.
  • the roller 55 is preferably configured as a metal core covered with a resin cover; however, it may be configured as only a metal core or a resin made core.
  • the rotor boss 16 has a pocket 56 for housing the roller 55.
  • the pocket 56 has a taper in cross-section made narrower on the outer stator 47 side.
  • the plate 46 and the connecting pin 45 connected thereto are offset as shown by chain lines in Fig. 5. Since the other end of the connecting pin 45 is engaged with the brush holder 41, the brush holder 41 is also offset.
  • the stroke of the brushes 44 is limited as described above, and therefore, when the brush holder 41 is offset by a distance larger than the critical stroke, the contact between the brushes 44 and the commutator pieces 53 is released. After the brushes 44 are separated from the commutator pieces 53, the crank shaft 12 is rotated by the engine, so that an electric power is generated by the power generation coil 51, to supply a current to the battery.
  • Fig. 6 is a sectional side view of the head and its neighborhood of the engine.
  • a piston 63 disposed in a cylinder 62 is connected to a small-end side of the connecting rod 14 via a piston pin 64.
  • An ignition plug 65 is screwed in the cylinder head 32 in such a manner that an electrode portion thereof faces to a combustion chamber formed between the head of the piston 63 and the cylinder head 32.
  • the cylinder 62 is surrounded by a water jacket 66.
  • a cam shaft 69 rotatably supported by bearings 67 and 68 is provided in the cylinder head 32 at a position over the cylinder 62.
  • An attachment 70 is fitted to the cam shaft 69.
  • a cam sprocket 72 is fixed to the attachment 70 with a bolt 71.
  • the chain 60 is wound around the cam sprocket 72. The rotation of the above-described sprocket 59 (see Fig. 5), that is, the rotation of the crank shaft 12 is transmitted to the cam shaft 69 via the chain 60.
  • Rocker arms 73 which are provided over the cam shaft 69, are rocked in accordance with the cam shape of the cam shaft 69 when the cam shaft 69 is rotated.
  • the cam shape of the cam shaft 69 is determined such that an intake valve 95 and an exhaust valve 96 are opened/closed in accordance with a specific stroke of the four-cycle engine.
  • the intake pipe 23 is opened/closed by the intake valve 95, and an exhaust pipe 97 is opened/closed by the exhaust valve 96.
  • An exhaust cam and an intake cam are integrally formed on the cam shaft 69, and a decompression cam 98 engaged with the cam shaft 69 only in the reverse rotation direction is provided adjacently to these exhaust and intake cams.
  • the decompression cam 98 is turned while following the rotation of the cam shaft 69 in such a manner as to project from the outer peripheral shape of the exhaust cam.
  • the exhaust valve 96 can be in the state being slightly lifted upon normal rotation of the cam shaft 69, so that the load at the compression stroke of the engine can be reduced.
  • This makes it possible to make small a torque upon starting the rotation of the crank shaft, and hence to reduce the size of the starter of the four-cycle engine.
  • it is possible to make compact the crank and its neighborhood and hence to make large the bank angle.
  • the outer shape of the decompression cam 98 is returned within the outer peripheral shape of the exhaust cam.
  • a pump chamber 76 surrounded by a water pump base 74 and a water pump housing 75 is formed in the cylinder head 32.
  • a pump shaft 78 having an impeller 77 is disposed in the pump chamber 76.
  • the pump shaft 78 is fitted to the end portion of the cam shaft 69, and is rotatably supported by a bearing 79.
  • a drive force of the pump shaft 78 is obtained by a pin 80 engaged with the center portion of the cam sprocket 72.
  • An air reed valve 94 which sucks air when a negative pressure occurs in the exhaust pipe 97 to thereby improve the emission, is provided in a head cover 81. While seal members are provided at locations around the pump chamber 76, the description thereof is omitted.
  • Figs. 7 and 8 are sectional views showing a drive side portion and a driven side portion of the automatic transmission of the engine, respectively.
  • a pulley 83 around which a V-belt 82 is wounded is provided at the end portion, on the side opposed to the side on which the inner rotor 15 of the starter/generator is provided, of the crank shaft 12.
  • the pulley 83 is composed of a fixed pulley piece 83a and a movable pulley piece 83b.
  • the fixed pulley piece 83a is fixed in its movement relative to the crank shaft 12 in both the rotational and axial directions.
  • the movable pulley piece 83b is slidable relative to the crank shaft 12 in the axial direction.
  • a holder plate 84 is mounted on the back surface, which is not in contact with the V-belt 82, of the movable pulley piece 83b.
  • the holder plate 84 is restricted in its movement relative to the crank shaft 12 in both the rotational and axial directions, that is, rotated together with the crank shaft 12.
  • the space surrounded by the holder plate 84 and the movable pulley piece 83b forms the pocket for housing the roller 85 as the governor weight.
  • a clutch mechanism for transmitting a power to the rear wheel 21 is configured as follows. Referring to Fig. 8, a main shaft 125 of the clutch is supported by a bearing 127 fitted in a case 126 and a bearing 129 fitted in a gear box 128. A fixed pulley piece 132a of a pulley 132 is supported by the main shaft 125 via bearings 130 and 131. A cup-shaped clutch plate 134 is fixed to an end portion of the main shaft 125 by means of a nut 133.
  • a movable pulley piece 132b of the pulley 132 is provided on a sleeve 135 of the fixed pulley piece 132a in such a manner as to slidable in the longitudinal direction of the main shaft 125.
  • the movable pulley piece 132b is engaged with a disk 136 in such a manner as to be movable around the main shaft 125 integrally with the disk 136.
  • a compression coil spring 137 is provided between the disk 136 and the movable pulley piece 132b for imparting a repulsive force thereto in the direction where a distance therebetween is extended.
  • a shoe 139 swingably supported by a pin 138 is provided on the disk 136.
  • the shoe 139 When the rotational speed of the disk 136 is increased, the shoe 139 is swingably moved in the outer peripheral direction by the centrifugal force applied thereto, and is brought into contact with the inner periphery of the clutch plate 134.
  • a spring 140 is provided in order that when the rotational speed of the disk 136 reaches a specific value, the shoe 139 is brought into contact with the clutch plate 134.
  • a pinion 141 which is fixed on the main shaft 125, is meshed with a gear 143 fixed to an idle shaft 142.
  • a pinion 144 fixed to the idle shaft 142 is meshed with a gear 146 of an output shaft 145.
  • the rear wheel 21 is composed of a rim 21a and a tire 21b fitted around the periphery of the rim 21a, and the rim 21a is fixed to the output shaft 145.
  • the roller 85 is located at a position shown by a solid line in Fig. 7, so that the V-belt 82 is wound around the minimum diameter portion of the pulley 83.
  • the movable pulley piece 132b of the pulley 132 is biased by the compression coil spring 137 to be offset to a position shown by a solid line in Fig. 8, so that the V-belt 82 is wound around the maximum diameter portion of the pulley 132.
  • the roller 85 is offset in the outer peripheral direction by the centrifugal force applied thereto.
  • the offset position of the roller 85 is shown by the chain line in Fig. 7.
  • the movable pulley piece 83b is pushed to the fixed pulley piece 83a side, so that the V-belt 82 is moved to the maximum diameter side of the pulley 83.
  • the movable pulley piece 132b which overcomes the biasing force of the compression coil spring 137, is offset in the direction where it is separated from the fixed pulley piece 132a, so that the V-belt 82 is moved to the minimum diameter side of the pulley 132.
  • the shoe 139 overcomes the biasing force of the spring 140 and projects outwardly, to be thus brought into contact with the clutch plate 134.
  • the engine speed is transmitted to the main shaft 125, and the power is transmitted to the axle 21 via a gear train.
  • the winding diameter of the V-belt 82 around the pulley 83 on the crank shaft 12 side and the pulley 132 on the centrifugal clutch side is changed in accordance with the engine speed, with a result that the speed change action is thus achieved.
  • the engine can be started by applying a current to the starting coil 51; however, in this embodiment, a kick starter for starting the engine 200 by depressing the kick pedal is additionally provided.
  • the kick starter will be described with reference to Fig. 7.
  • a driven dog gear 86 for kick starting is fixed on the back surface of the fixed pulley piece 83a.
  • a supporting shaft 88 having a helical gear 87 is rotatably supported on the cover 36 side.
  • a cap 89 is fixed to an end portion of the supporting shaft 88, and a drive dog gear 90 meshed with the driven dog gear 86 is formed on an end surface of the can 89.
  • the kick shaft 27 is turnably supported on the cover 36, and a sector helical gear 91 to be meshed with the helical gear 87 is welded to the kick shaft 27.
  • the kick arm 28 (see Fig. 8) is spline-connected to an end portion, projecting outwardly from the cover 36, of the kick shaft 27.
  • reference numeral 92 and 93 designate return springs.
  • the kick shaft 27 and the sector helical gear 91 which overcome the biasing force of the return spring 93, are turned.
  • the mutual twisting direction of the helical gear 87 and the sector helical gear 91 is set such that when the sector helical gear 91 is turned by depressing the kick pedal, the helical gears 87 and 91 generate a force for biasing the supporting shaft 87 on the pulley 83 side. Accordingly, when the kick pedal 29 is depressed, the supporting shaft 87 is offset to the pulley 83 side, so that the drive dog gear 90 formed on the end surface of the cap 89 is meshed with the driven dog gear 86.
  • An oil feeding portion is provided under the crank chamber 9.
  • a pipe line 148 for introducing oil is formed in an oil pan 147, and oil is sucked from the pipe line 148 into a trochoid pump 149 as shown by an arrow D1.
  • the oil thus sucked in the trochoid pump 149 is compressed and discharged into a pipe line 150, passing through the pipe line 150 as shown by arrows D2 and D3, and is discharged into the crank chamber.
  • a gear 152 is connected to a pump shaft 151 of the trochoid pump 149, and the gear 61 connected to the crank shaft 12 is meshed with the gear 152. That is to say, the trochoid pump 149 is driven by rotation of the crank shaft 12, to circulate the lubricating oil.
  • the sprocket 59 for driving the cam shaft 69 and the gear 61 for driving the oil pump are mounted on the crank shaft 12 adjacently to the bearing 11 for supporting the crank shaft 12.
  • the inner rotor 15 containing the permanent magnet 19 is disposed at a position near the sprocket 59 and the gear 61, that is, at a position being not apart from the bearing 11.
  • the governor weight 55 of the governor mechanism for automatically switching the starting and power generating operations from each other is disposed in the vicinity of the bearing 11.
  • the system includes an idling restricting mode and an idling permitting mode.
  • the idling restricting mode when the vehicle is stopped, the engine is automatically stopped, and when the accelerator is operated in the stoppage state, the engine is automatically restarted to start the vehicle (hereinafter, referred also to as "engine-stopping/vehicle-starting mode").
  • the idling permitting mode includes two modes.
  • engine-starting mode One mode is configured to temporarily permit idling after the initial start-up of the engine for performing, typically, warming operation upon start-up of the engine
  • other mode is configured to usually permit idling in accordance with the intention of the driver, that is, by turning on the switch (hereinafter, referred to as “idle switch mode").
  • Fig. 12 is a block diagram showing the entire configuration of a start-up/stoppage control system of the engine 200.
  • a starter/generator 250 provided coaxially with the crank shaft 12 includes a starter motor 171 and an AC generator (ACG) 172.
  • the power generated by the ACG 172 is charged in a battery 168 via a regulator rectifier 167.
  • the regulator rectifier 167 controls the voltage outputted from the starter/generator 250 at a value ranging from 12 V to 14.5 V.
  • the battery 168 is used to supply, when a starter relay 162 is conducted, a drive current to the starter motor 171, and to supply a load current to various kinds of general electrical equipment 174, a main control unit 160, and the like via a main switch 173.
  • the main control unit 160 is connected to an Ne sensor (crank pulser) 153, an idle switch 253, a seating switch 254, a vehicular speed sensor 255, a stand-by indicator 256, a throttle sensor 257, a starter switch 258, a stop switch 259, a battery indicator 276, and a water temperature sensor 155.
  • the Ne sensor 153 detects an engine speed Ne.
  • the idle switch 253 manually permits or restricts idling of the engine 200.
  • the seating switch 254 closes the contact and outputs a signal of the "H" level when the driver sits on the seat.
  • the vehicular speed sensor 255 detects the vehicular speed.
  • the stand-by indicator 256 flashes in the engine-stopping/vehicle-starting mode.
  • the throttle sensor 257 detects the throttle opening degree ⁇ .
  • the starter switch 258 drives the starter motor 171 to start the engine 200.
  • the stop switch 259 outputs a signal of the "H" level in response to braking operation.
  • the battery indicator 276 lights up when the voltage of the battery 168 is reduced to a predetermined value (for example, 10 V) or less and warns the driver of the shortage of the charged amount of power in the battery 168.
  • the water temperature sensor 155 detects the temperature of cooling water for the engine, and on the basis of detected result, the warming state of the engine is decided.
  • the main control unit 160 is also connected to an ignition controller (including an ignition coil) 161, a control terminal of the starter relay 162, a control terminal of a head lamp relay 163, a control terminal of a by-starter relay 164, and a buzzer 175.
  • the ignition controller 161 ignites the ignition plug 65 in synchronization with rotation of the crank shaft 12.
  • the starter relay 162 supplies a power to the starter motor 171.
  • the head lamp relay 163 supplies a power to the head lamp 169.
  • the by-starter relay 164 supplies a power to a by-starter 165 mounted to a carburetor 166.
  • the buzzer 175 generates a buzzer sound under a specific condition for giving a warning to the driver.
  • a signal indicating the state of the idle switch 253 is inputted in an operation switching signal output unit 301 of the operation switching unit 300. If the operational state is in the OFF state (idling restricting state), the signal indicating the state of the idle switch 253 exhibits an "L" level; while if the operational state is in the ON state (idling permitting state), the signal indicating the state of the idle switch 253 exhibits the "H” level.
  • a vehicular speed continuation deciding unit 303 includes a timer 303a. If the vehicular speed sensor 255 detects a predetermined vehicular speed or more for a predetermined time or more, the vehicular speed continuation deciding unit 303 outputs a signal of the "H" level.
  • the operation switching signal output unit 301 outputs signals S 301a , S 301b and S 301c for switching the operational mode and the operational pattern of the main control unit 160, in response to the signals outputted from the idle switch 253 and the vehicular speed continuation deciding unit 303 and further to an ignition off signal S 8021 which becomes the "H" level if the ignition off state of the engine is continued for a specific time (3 min in this embodiment) or more.
  • the operational mode is changed from the "engine-starting mode” into the "engine-stopping/vehicle-starting mode” by the operational mode switching unit 301a.
  • the "L" level of the operational mode signal S 301a outputted from the operational mode switching unit 301a is changed into the "H” level.
  • the "first pattern” is raised by an operational pattern switching unit 301b.
  • the operational pattern switching unit 301b outputs the operational pattern signal S 301b of the "L" level.
  • the operational pattern is changed from the “second pattern” into the "first pattern” by the operational pattern switching unit 301b.
  • the "H" level of the operational pattern signal S 301b outputted from the operational pattern switching unit 301b is changed into the "L" level.
  • the stoppage of the vehicle for a time over the above waiting time is possibly caused by restriction for one-way traffic due to highway work, traffic jam or the like. Accordingly, in this embodiment, if the vehicle is stopped, that is, the engine is forcibly stopped for a long period of time (3 min or more in this embodiment) while the head lamp is left turned on during operation under the "engine-stopping/vehicle-starting mode", the operational pattern is changed from the "first pattern" into the "second pattern” in which idling is permitted. Accordingly, the engine can be restarted by manually turning on the starter switch 258, to enable the stoppage of the vehicle in the idling state, thereby preventing the battery exhaustion due to lighting of the head lamp 169 continued for a long period of time.
  • a signal outputted from the Ne sensor 153 is inputted into an Ne deciding unit 306. If the Ne deciding unit 306 decides that the engine speed is more than the predetermined value, it outputs a signal of the "H" level to a head lamp control unit 305. If the engine speed once exceeds the predetermined value, the Ne deciding unit 306 continuously outputs a signal of the "H" level until the main switch 173 is turned off.
  • the head lamp control unit 305 outputs a control signal of the "H" level or "L” level to the control terminal of the head lamp relay 163 on the basis of the operational mode (pattern) signals S 301a , S 301b and S 301c , the output signal from the Ne deciding unit 306, and the output signal from a running deciding unit 701. If the head lamp relay 163 receives the signal of the "H" level, it allows the head lamp 169 to light up.
  • the head lamp control unit 305 outputs a pulse signal having a specific cycle and a specific duty ratio in place of outputting the control signal of the "L" level, to chopping-control the power feed to the head lamp 169.
  • the head lamp control unit 305 usually outputs the ON signal in any operational mode other than the "engine-starting mode".
  • the ON signal is outputted if the Ne deciding unit 306 detects that the engine speed is more than the specific value (1500 rpm in this embodiment) or the running deciding unit 701 decides that the vehicular speed is more than 0 km.
  • the opening/closing of the switching elements is chopping-controlled in accordance with the ignition control to be described in detail later, to thereby minimize the discharge of the battery.
  • the head lamp control unit 305 chopping-controls the switching elements with a specific cycle and a specific duty ratio in such a manner that the voltage applied to the head lamp 169 is substantially reduced from a voltage (for example, 13.1 V) in the usual ON state to a specific voltage (for example, 8.6 V) for reduction in light quantity, to thereby reduce the light quantity of the head lamp 169.
  • a voltage for example, 13.1 V
  • a specific voltage for example, 8.6 V
  • the discharge of the battery can be suppressed not by switching off the head lamp 169 but reducing the light quantity of the head lamp 169 when the engine is automatically stopped. Accordingly, upon the subsequent vehicle-starting operation, the amount of charges supplied from the generator to the battery can be reduced, so that the electric load of the generator is reduced. As a result, it is possible to improve the acceleration performance upon vehicle-starting operation.
  • the ignition control unit 700 permits or prohibits the ignition operation by the ignition controller 161 under a specific condition for each operational mode or each operational pattern.
  • the running deciding unit 701 decides, on the basis of the detection signal inputted from the vehicular speed sensor 255, whether or not the vehicle is in the running state. If the vehicle is in the running state, the running deciding unit 701 outputs a signal of the "H" level.
  • An OR circuit 702 outputs a logic sum of the signal outputted from the running deciding unit 701 and the signal indicating the state of the throttle sensor 257.
  • An OR circuit 704 outputs a logic sum of a reversed signal of the operational mode signal S 301a , the operational pattern signal S 301b and the operational mode signal S 301c .
  • An OR circuit 703 outputs a logic sum of signals outputted from the OR circuits 702 and 704 to the ignition controller 161. If the signal inputted in the ignition controller 161 is at the "H" level, the ignition controller 161 executes the ignition operation for each specific timing, and if at the "L" level, the ignition controller 161 interrupts the ignition operation.
  • the ignition control unit 700 As shown in Fig. 15, if the operational mode is either the "engine-starting mode", the "second pattern" of the "engine-stopping/vehicle-starting mode” or the “idle switch mode", the signal outputted from the OR circuit 704 becomes the "H” level, and thereby the signal of the "H” level is usually outputted from the OR circuit 703. That is to say, in the "engine-starting mode", the "second pattern" of the "engine-stopping/vehicle-starting mode” or the "idle switch mode", the ignition controller 161 is usually operated.
  • the ignition operation is executed under the condition that the running deciding unit 701 decides that the vehicle is in the running state, or the throttle is opened and the output from the OR circuit 702 becomes the "H" level. If the vehicle is in the stoppage state or the throttle is closed, the ignition operation is interrupted.
  • the warning buzzer control unit 800 generates a warning, for example, a buzzer for giving a necessary caution to the driver in accordance with the running state of the vehicle and the seating state of the driver for each operational mode or operational pattern.
  • a non-seating state continuation deciding unit 801 receives a signal indicating the state of the seating switch 54.
  • the non-seating state continuation deciding unit 801 includes a timer 8012 for counting a non-seating time of the driver. If the timer 8012 times out, the non-seating state continuation deciding unit 801 outputs a non-seating continuation signal S 8012 of the "H" level.
  • the timer 8012 in this embodiment is previously set such that it times out after an elapse of 1 sec.
  • a buzzer control unit 805 determines the ON/OFF state of the buzzer 175 on the basis of the operational mode (pattern) signals S 301a , S 301b and S 301c , the non-seating continuation signal S 8012 , the ignition off continuation signal S 8021 , the ignition off signal S 8023 , the signal outputted from the running deciding unit 701 and the signal outputted from the throttle sensor 257. If the buzzer control unit 805 decides that the buzzer 175 is to be turned on, it outputs a signal of the "H" level to a buzzer drive unit 814.
  • the buzzer control unit 805 in the "engine-starting mode", the buzzer control unit 805 usually turns off the buzzer 175.
  • the buzzer control unit 805 in the "first pattern" of the "engine-stopping/vehicle-starting mode", if non-seating in the ignition off state is continued for the time (1 sec in this embodiment) required for time-out of the timer 8012 or more or the ignition off state is continued for the time (3 min in this embodiment) required for time-out of the timer 8021 or more, the buzzer control unit 805 turns on the buzzer 175.
  • the buzzer control unit 805 turns on the buzzer 175.
  • the buzzer control unit 805 turns on the buzzer 175.
  • the buzzer control unit 814 If the signal outputted from the buzzer control unit 805 becomes the "H" level, the buzzer control unit 814 outputs, to the buzzer 175, a buzzer drive signal for alternately repeating the buzzer ON time of 0.2 sec and the buzzer OFF time of 1.5 sec.
  • the buzzer control of this embodiment during operation under the "engine-stopping/vehicle-starting mode", if the vehicle is stopped and the engine is stopped for a long period of time (3 min or more in this embodiment) with the head lamp left turned on due to restriction for one-way traffic for road construction or the like, the operational pattern of the "engine-stopping/vehicle-starting mode" is changed from the "first pattern” into the "second pattern” and simultaneously a buzzer is generated for informing the driver of permission of idling. Accordingly, only by turning on the starter switch 258 in response to the buzzer, it is possible to prevent battery exhaustion due to continuation of switch-on of the head lamp 169 for a long period of time.
  • An accelerating operation detecting unit 502 in the charging control unit 500 detects the vehicular speed and the time elapsed until the throttle is full-opened after it is full-closed on the basis of the input signal from the throttle sensor 257 and the input signal from the vehicular speed sensor 255. If the accelerating operation detecting unit 502 detects that the vehicular speed is more than 0 km and the time elapsed until the throttle is full-opened after it is full-closed is within a specific value, for example, 0.3 sec, it decides that the accelerating operation has been performed, and generates one shot of accelerating operation detecting pulse.
  • a vehicle starting operation detecting unit 503 decides that the vehicle starting operation has been performed and outputs one shot of vehicle starting operation detecting pulse.
  • a charging restricting unit 504 receives the above accelerating operation detecting pulse signal, it starts a 6 sec timer 504a.
  • the charging restricting unit 504 controls the regulator rectifier 167 to reduce the voltage charged in the battery 168 from the usual value, that is, 14.5 V to 12.0 V until the 6 sec timer 504a times out.
  • the charging restricting unit 504 stops the charging control and returns the charging voltage to the usual value, that is, 14.5 V.
  • An AND circuit 404 outputs a logic product of the signal outputted from the idling speed-or-less deciding unit 401, the detection signal from the throttle sensor 257 and the signal indicating the state of the seating switch 254.
  • An OR circuit 408 outputs a logic sum of the signals outputted from the AND circuits 402 and 404.
  • An OR circuit 409 outputs a logic sum of the reversed signals of the operational mode signals S 301c and S 301a .
  • An AND circuit 403 outputs a logic product of the signal outputted from the AND circuit 402 and the signal outputted from the OR circuit 409.
  • An AND circuit 405 outputs a logic product of the signal outputted from the AND circuit 404, the operational mode signal S 301a , and the reversed signal of the operational pattern signal S 301b .
  • An AND circuit 407 outputs a logic product of the operational mode signal S 301a , the operational pattern signal S 301b , and the signal outputted from the OR circuit 408.
  • An OR circuit 406 outputs a logic sum of the signals outputted from the AND circuits 403, 405 and 407 to the starter relay 162.
  • the AND circuit 405 becomes the enable state.
  • the signal outputted from the AND circuit 404 becomes the "H" level, so that the starter relay 162 is conducted to start the starter motor 171.
  • the AND circuit 407 becomes the enable state.
  • the starter relay 162 is conducted to start the starter motor 171.
  • a stoppage deciding timer 1001 monitors the Ne sensor 153, and outputs a time-out signal of the "H" level when the state in which no signal is outputted from the Ne sensor 153 is continued for a predetermined time Tx.
  • the time-out signal expresses the stoppage of the engine.
  • the time-out signal from the stoppage deciding timer 1001 is inputted in an AND circuit 1002, an AND circuit 1007, and reverserotation permitting timer 1004.
  • the reverse-rotation permitting timer 1004 keeps the "H" level of its output signal in response to the time-out signal from the stoppage deciding timer 1001 until an elapse of a predetermined time Ty.
  • the time Ty is determined on the basis of a detection signal from the water temperature sensor 155 for detecting the temperature of cooling water for the engine. To be more specific, the time Ty becomes shorter as the water temperature becomes higher. The relationship between the time Ty and the water temperature will be described later with reference to Fig. 18.
  • a comparison unit 1003 compares the engine speed Ne based on the output from the Ne sensor 153 with a reference speed Nref set to be larger than a cranking speed and lower than the idling speed. If the engine speed Ne is the reference speed Nref or more, the comparison unit 1003 outputs a signal of the "L" level indicating that the engine is in the ON state. If the engine speed Ne is less than the reference speed Nref, the comparison unit 1003 outputs a signal of the "H" level indicating that the engine is in the OFF state. The signal from the comparison unit 1003 is inputted in the AND circuit 1002.
  • the signals outputted from the AND circuit 1002 and the reverse rotation permitting timer 1004, and detection signal from the cam sensor 155 are inputted in an AND circuit 1005.
  • the AND circuit 1005 outputs a logic sum of these signals.
  • the log sum is inverted by an inverter 1006 and is supplied to the reverse rotation relay 162a.
  • the signal outputted from the Ne sensor 153 is inputted in an Ne deciding unit 901. If the engine speed is a specific value or more, the Ne deciding unit 901 outputs a signal of the "H" level to close the by-starter relay 164. With this configuration, even in any operational mode, the fuel can be made rich when the engine speed is the specific value or more.
  • the signal outputted from the Ne sensor 153 is inputted in an Ne deciding unit 601. If the engine speed is the specific value or less, the Ne deciding unit 601 outputs a signal of the "H" level.
  • An AND circuit 602 outputs a logic product of the signal indicating the state of the seating switch 254 and the signal outputted from the Ne deciding unit 601.
  • An AND circuit 603 outputs a logic product of the signal outputted from the AND circuit 602, and the reversed signals of the operational mode signal S 301a and the operational pattern signal S 301b to the stand-by indicator 256. If the signal inputted in the stand-by indicator 256 exhibits the "L" level, the stand-by indicator 256 is switched off, and if the inputted signal exhibits the "H" level, the stand-by indicator 256 flashes.
  • the driver can recognize that if the stand-by indicator 256 flashes, the vehicle can be immediately moved by actuating the accelerator even if the engine is stopped.
  • the engine in this embodiment is started by reversely driving the starter motor for reversely rotating the crank shaft once to a position at which a load torque of the crank shaft upon normal-rotation becomes small, and then normally driving the starter motor to start the engine.
  • the reverse-rotation of the crank shaft is dependent on the rotational friction of the engine, even if the starter motor is reversely driven for a specific time, the crank shaft cannot be necessary stopped at a desired crank angle position, that is, a desired normal-rotation starting position. To cope with such an inconvenience, as described with reference to Fig.
  • the starter motor 171 upon stoppage of the vehicle, the starter motor 171 is reversely rotated for a reverse-rotation time determined depending on the output from the water temperature sensor 155.
  • the drive time of the starter motor 171 in the reverse-rotation direction of the crank shaft 12 is determined such that the crank shaft 12 is stopped in the above low load region.
  • the crank shaft When the engine is stopped, the crank shaft is often not stopped at a position in the vicinity of the compression top dead center C/T (in the hatching region of about 140° or less in advance of the compression top dead center C/T in the reverse-rotation direction).
  • the starter motor 171 is driven in the reverse-rotation direction for a time required to change the crank angle position from a position of about 140° in advance of the compression top dead center C/T to the front end of the above low load region, that is, to a position of about 90° in advance of the exhaust top dead center O/T.
  • Fig. 18 is a graph showing a relationship between the reverse-rotation time of the starter motor 171 and the temperature of cooling water for the engine.
  • the ordinate designates a reverse-rotation time Ty (second) and the abscissa designates the water temperature.
  • a solid line designates a first time Ty1 used for start-up by the starter switch 258, and a dotted line designates a second time Ty2 used for restart-up of the engine in response to vehicle-starting operation based on the output from the throttle sensor 257.
  • These first and second times Ty1 and Ty2 are determined by measuring a time required for the crank shaft to be reversely rotated by 360° for each temperature of cooling water for the engine, that is, for each rotational friction.
  • the rotational speed and the rotational torque of the starter motor 171 upon reverse-rotation are set to be smaller than the overshoot torque against the compression top dead center C/T.
  • the reason why the first time Ty1 and the second time Ty2 are different from each other is that the degree of warming differs between in the initial start-up of the engine and in the restart-up of the engine, and even if the temperature of cooling water of the engine is kept constant, the rotational friction differs depending on the degree of the warming.
  • the degree of warming is smaller (the rotational friction is larger) than that upon restart-up of the engine in response to vehicle-starting operation based on the output from the throttle sensor 257, and thereby, the reverse-rotation time is set at a larger value (Ty1>Ty2).
  • the ratio of the first time Ty1 to the second time Ty2 is set to become smaller as the temperature of cooling water for the engine becomes higher, that is, the rotational friction becomes smaller.
  • the reason for this is that when the water temperature becomes higher and thereby the rotational friction becomes smaller, a difference in rotated amount of the crank shaft having been reversely rotated for a reverse-rotation time becomes smaller between in the initial start-up of the engine not warmed and in the restart-up of the engine sufficiently warmed.
  • Fig. 1 is a circuit for normally/reversely rotating the starter motor 171.
  • the crank angle control means 1000 turns on the starter relay 162 (hereinafter, referred to as "relay RyA”) and turns off the reverse-rotation relay 162a (hereinafter, referred to as "relay RyB").
  • the relay switching state is kept for the time Ty1 or Ty2 determined on the basis of the detection result of the water temperature sensor 155 as the friction detecting means as described with reference to Fig. 14.
  • the ON/OFF signals from the starter switch 258 and the stop switch 259 are inputted in the starter relay control unit 400, and if the starting condition is satisfied, the relay RyA is turned on.
  • the starter motor 171 is connected to a contact Rya of the relay RyA via a first contact Ryb1 of the relay RyB, and is also connected to a contact Rya of the relay RyA via a second contact Ryb2 of the relay RyB and a resistance R.
  • the other terminal of the contact Rya of the relay RyA is connected to a plus terminal of the battery 168, and a minus terminal of the battery 168 is connected to the normally closed (NC) side of the first contact Ryb1 and the normally opened (NO) side of the second contact Ryb2.
  • the crank shaft 12 is reversely rotated after an elapse of the time Ty1 or Ty2 corresponding to the temperature of cooling water for the engine. If the relay RyA is turned on and the relay RyB is turned on, the first and second contacts Ryb1 and the Ryb2 are each switched on the side opposed to the side shown in the figure, so that a current flows in the starter motor 171 in the direction shown by an arrow RF and thereby the starter motor 171 is normally rotated. If the relay RyA is turned off, since any current does not flow in the starter motor 171, the crank shaft 12 is not rotated.
  • the starter motor 171 is configured as a low torque motor, and upon normal-rotation, the phase of the starter motor 171 is advanced to increase the torque. Accordingly, upon reverse-rotation, the phase of the starter motor 171 becomes lag, so that the torque becomes about 1/2 to 1/3 of the torque upon normal-rotation. Further, upon reverse-rotation, since a current flows via the resistance R for protecting the relay contact, the current amount is limited as compared with the normal-rotation, so that the rotational speed becomes significantly lower than that upon normal-rotation.
  • the above control will be described with reference to a flow chart shown in Fig. 19.
  • the process shown in the flow chart is executed when the main switch 173 is turned on.
  • the engine starting control begins when the starter switch 258 is turned on and the stop switch 259 is turned on.
  • Step S1 the temperature of cooling water for the engine is detected on the basis of the output from the water temperature sensor 155.
  • Step S2 the reverse-rotation time Ty1 corresponding to the water temperature thus detected is read from the above-described table (see Fig. 18).
  • the relay RyA is turned on, and a timer T1 for keeping the ON state for the time Ty1 is started.
  • the crank shaft 12 is reversely rotated.
  • Step S4 it is decided whether or not the timer T1 counts the time Ty1. If YES, the process goes on to Step 35 at which the relay RyB is turned on, to start the normal-rotation of the crank shaft. At the same time, the timer T1 is made clear. At Step S6, it is decided whether or not the starter switch 258 is turned off. If the driver releases the starter switch 258, it is decided that the starter switch 258 is turned off, and the process goes on to Step S7.
  • Step S7 the relay RyA is turned off.
  • Step S8 the timer Tp is started.
  • Step S9 it is decided whether or not the timer Tp counts the time t1 for protecting the contact of the relay RyB. If YES, the process goes on to Step S10 at which the relay RyB is turned off.
  • Step S11 the timer Tp is reset.
  • the engine stopping control will be described with reference to the flow chart shown in Fig. 20.
  • the temperature of cooling water for the engine is detected on the basis of the output from the water temperature sensor 155.
  • the reverse-rotation time Ty2 corresponding to the water temperature thus detected is read from the above-described table (see Fig. 18).
  • the relay RyA is turned on, and a timer T2 for keeping the ON state for the time Ty2 is started. At this time, since the relay RyB is turned off, the crank shaft 12 is reversely rotated.
  • Step S24 it is decided whether or not the timer T2 counts the time Ty2. If YES, the process goes on to Step S25 at which the timer T2 is made clear. At Step S26, the relay RyA is turned off, to stop the starter motor 171.
  • Step S27 it is decided that the engine starting condition is established. If the starter switch 258 is turned on and the stop switch 259 is turned on, the engine starting condition is established. If the engine starting condition is established, the process goes on to Step S28 at which the relay RyB is turned on. By the turn-on of the relay RyB, the starter motor 171 is ready for normal-rotation.
  • Step S29 the timer Tp is started.
  • Step S30 it is decided whether or not the timer Tp counts the time T1 for protecting the contact of the relay RyB. If YES, the process goes on to Step S31 at which the timer Tp is reset.
  • Step S32 the relay RyA is turned on, to start the rotation of the crank shaft 12. At this time, since the relay RyB is turned on at Step S28, the crank shaft 12 is normally rotated.
  • Step S33 it is decided whether or not the engine is started. If YES, the process goes on to Step S7 (see Fig. 19).
  • Step S33 If NO at Step S33, that is, if the engine is not started by the normal-rotation although the crank shaft 12 has been reversely rotated, the process goes on to Step S34 at which the relay RyA is turned off to temporarily stop the starter motor 171 and at Step S35, the relay RyB is turned off for permitting the reverse-rotation.
  • Step S36 the relay RyA is turned on, and the timer T1 for keeping the ON state for the time Ty1 is started. The crank shaft 12 is reversely rotated for the time Ty1.
  • Step S37 it is decided whether or not the timer T1 counts the time Ty1. If YES, the process goes on to Step S38 at which the relay RyB is turned on, to start the normal-rotation of the crank shaft. At the same time, the timer T1 is made clear. At Step S39, it is decided whether or not the engine is started. If the engine is started, the process goes on to Step S7.
  • crank shaft 12 is immediately, reversely rotated and is normally rotated again irrespective of the crank angle position.
  • the temperature of cooling water is adopted as a parameter representing the friction, that is, the load of the crank shaft 12; however, the parameter for determining the reverserotation time is not limited thereto.
  • the reverse-rotation time may be determined on the basis of the temperature of engine oil detected by an engine oil temperature detecting means additionally provided.
  • the crank angle position of the crank shaft having been reversely rotated and stopped can be controlled to be located at a position where the crank shaft can be started to be normally rotated with a small load torque irrespective of the value of the rotational friction.
  • the above control can be performed without deciding whether the crank angle is located at an easy-to-start position or a difficult-to-start position, it is not required to provide a member for detecting a crank angle position such as a cam pulser, and therefore, it is possible to reduce the weight and size of the engine and also lower the cost of the engine.
  • the reverse-rotation time can be set depending on the degree of warming of the engine, it is possible to shorten the reverse-rotation time upon warming operation, and hence to achieve the sharp startability.
  • a control unit 1000 turns on a relay RyA.
  • a starter switch When a starter switch is operated, a starter relay control unit 400 turns on a relay RyA.
  • the OFF state of the relay RyB is kept for a time set on the basis of the water temperature of the engine.
  • the starter motor 171 When the relay RyA is turned on, the starter motor 171 is driven in such a manner as to be reversely rotated when the relay RyB is turned off and to be normally rotated when the relay RyB is turned on.
  • the degree of the warming is decided depending on the water temperature, and when the degree of warming is large, the reverse-rotation time of the crank shaft is made short and when the degree of warming is small, the reverse-rotation time of the crank shaft is made long.
  • the crank shaft is reversely rotated for the reverse-rotation time thus set, to be located at a position in a low load region, and is then normally rotated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00108397A 1999-04-23 2000-04-17 Anlasser für Verbrennungsmotor Expired - Lifetime EP1046813B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP11710799 1999-04-23
JP11710799A JP4076108B2 (ja) 1999-04-23 1999-04-23 エンジン始動装置

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EP1046813B1 EP1046813B1 (de) 2002-10-23

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KR (1) KR100385850B1 (de)
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JP5929342B2 (ja) * 2012-03-12 2016-06-01 株式会社デンソー 車両の始動制御装置
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EP1321667A1 (de) * 2000-09-28 2003-06-25 Mitsuba Corporation Brennkraftmaschinenanlasser
EP1321667A4 (de) * 2000-09-28 2006-12-27 Mitsuba Corp Brennkraftmaschinenanlasser
EP1447530A1 (de) * 2001-03-26 2004-08-18 Honda Giken Kogyo Kabushiki Kaisha Dekompressor für viertakt-verbrennungsmotoren
EP1447530A4 (de) * 2001-03-26 2008-04-09 Honda Motor Co Ltd Dekompressor für viertakt-verbrennungsmotoren
EP1357286A3 (de) * 2002-04-23 2006-08-30 Honda Giken Kogyo Kabushiki Kaisha Motorsteuereinheit
EP1365145A3 (de) * 2002-05-22 2006-08-30 Honda Giken Kogyo Kabushiki Kaisha Anlasser für eine Verbrennungsmaschine
WO2008131983A1 (de) * 2007-04-27 2008-11-06 Robert Bosch Gmbh Verfahren zum positionieren einer kurbelwelle einer abgeschalteten brennkraftmaschine eines kraftfahrzeugs
WO2016016812A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Permanent magnet electric motor for an internal combustion engine and related starting control system
WO2016016835A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Process for starting an internal combustion engine
US10066591B2 (en) 2014-08-01 2018-09-04 Piaggio & C. S.P.A. Process for starting an internal combustion engine
US10233887B2 (en) 2014-08-01 2019-03-19 Piaggio & C. S.P.A. Permanent magnet electric motor for an internal combustion engine and related starting control system
WO2017021315A1 (en) 2015-08-03 2017-02-09 Piaggio & C. S.P.A. Process for managing the re-start of an internal combustion engine in a start and stop system
US10100799B2 (en) 2015-08-03 2018-10-16 Piaggio & C. S.P.A. Process for managing the re-start of an internal combustion engine in a start and stop system
US20220195972A1 (en) * 2020-12-21 2022-06-23 Delta Electronics, Inc. Generator control apparatus suitable for integrated starter generator and method of starting the same
US11536238B2 (en) * 2020-12-21 2022-12-27 Delta Electronics, Inc. Generator control apparatus suitable for integrated starter generator and method of starting the same

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CN1271813A (zh) 2000-11-01
DE60000633D1 (de) 2002-11-28
DE60000633T2 (de) 2003-08-14
CN1131940C (zh) 2003-12-24
JP2000303938A (ja) 2000-10-31
KR20000071762A (ko) 2000-11-25
KR100385850B1 (ko) 2003-06-02
JP4076108B2 (ja) 2008-04-16
TW476841B (en) 2002-02-21
EP1046813B1 (de) 2002-10-23

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