EP2151562A2 - Ignition control device of engine, internal combustion engine and motorcycle including the same - Google Patents

Ignition control device of engine, internal combustion engine and motorcycle including the same Download PDF

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Publication number
EP2151562A2
EP2151562A2 EP20090009292 EP09009292A EP2151562A2 EP 2151562 A2 EP2151562 A2 EP 2151562A2 EP 20090009292 EP20090009292 EP 20090009292 EP 09009292 A EP09009292 A EP 09009292A EP 2151562 A2 EP2151562 A2 EP 2151562A2
Authority
EP
European Patent Office
Prior art keywords
engine
revolution
ignition
speed
speed reduction
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.)
Withdrawn
Application number
EP20090009292
Other languages
German (de)
English (en)
French (fr)
Inventor
Shigeo Morisugi
Hiroyuki Kidera
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha 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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP2151562A2 publication Critical patent/EP2151562A2/en
Withdrawn legal-status Critical Current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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/06—Reverse rotation of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • F02P11/02—Preventing damage to engines or engine-driven gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • F02P3/0807—Closing the discharge circuit of the storage capacitor with electronic switching means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1508—Digital data processing using one central computing unit with particular means during idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1558—Analogue data processing with special measures for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil

Definitions

  • the present invention relates to an ignition control device, an internal combustion engine and a motorcycle including the same.
  • a crank shaft of a motorcycle engine revolves in a reverse direction (note a reverse revolution of the engine crank shaft will be hereinafter simply referred to as "a reverse revolution of the engine”). Because of this, a variety of components of the motorcycle receive considerable shock. Specifically, the reverse revolution of the engine occurs by the following mechanism.
  • a reverse revolution of the engine occurs by the following mechanism.
  • the piston is pushed back by an explosion of the ignition before reaching the top dead center. Accordingly, the engine is about to revolve in the reverse direction and suddenly stops revolving.
  • the engine start devices are mainly configured to prevent an operation of an ignition device until a revolution speed of the engine reaches a predetermined speed. Additionally, the engine start devices are configured to control whether or not an ignition should be executed simply using a revolution speed of the engine as a threshold. In this case, an ignition is always prevented when the revolution speed of the engine is equal to or less than the threshold regardless of the amount of speed reduction of engine revolution. Accordingly, an ignition may be prevented even in a normal driving operation that the engine does not revolve in the reverse direction. In this case, a continuous normal driving operation will be blocked. On the other hand, when the threshold is set for preventing the useless blockage of the continuous normal driving operation, the reverse revolution of the engine may not be effectively prevented.
  • Patent Document 1 JP-A-2006-274998 proposes an internal combustion engine for inhibiting shock caused by the reverse revolution of the engine not only at the starting of the engine but also at all speed levels of the engine. According to the Patent Document 1, it is determined whether or not the aforementioned phenomenon occurs based on a computation of the amount of speed reduction of engine revolution. Depending on the determination, either a so-called hard ignition (i.e., a type of ignition not controlled by a program) or a retard ignition whose ignition timing is set to be later than the hard ignition is configured to be executed.
  • a so-called hard ignition i.e., a type of ignition not controlled by a program
  • a retard ignition whose ignition timing is set to be later than the hard ignition is configured to be executed.
  • Patent Document 1
  • the internal combustion engine disclosed in the Patent Document 1 is configured to compute the amount of speed reduction of engine revolution, determine whether or not the engine revolve in the reverse direction, and execute an ignition control.
  • a pulser is configured to generate a plurality of pulse signals in an engine revolution for computing the amount of speed reduction of engine revolution.
  • 12 protrusions are provided on the outer periphery of a rotor of an outer-rotor magneto-generator.
  • the pulser is configured to detect passage of the protrusions and generate a plurality of pulse signals immediately before the ignition is executed. Based on the pulse signals, the amount of speed reduction of engine revolution is computed.
  • the protrusions are required to be accurately disposed on the rotor. This will be a cause of cost increase in manufacturing.
  • a plurality of pulse signals are obtained in a revolution of the engine. It is therefore possible to highly-accurately detect the amount of speed reduction of engine revolution immediately before the ignition.
  • high-speed control processing will be required because a period of a signal is short. As a result, expensive components will be required for the control processing.
  • An ignition control device includes revolution speed detection means, revolution speed reduction detection means and ignition prevention means.
  • the revolution speed detection means is configured to detect a revolution speed at a given timing in an engine revolution.
  • the revolution speed reduction detection means is configured to detect the amount of speed reduction from a previous engine revolution to a present engine revolution based on the detection by the revolution speed detection means.
  • the present engine revolution is defined as an engine revolution in which an ignition is executed (i.e., an engine revolution performed in a present engine stroke-cycle).
  • the previous engine revolution is defined as an immediately previous engine revolution from the present engine revolution (i.e., an engine revolution performed in an engine stroke-cycle immediately before the present engine stroke-cycle).
  • the ignition prevention means is configured to prevent the ignition in the present engine revolution when the amount of speed reduction detected by the revolution speed reduction detection means is greater than a predetermined amount.
  • a revolution speed of the engine is detected at a given timing in a revolution of the engine. Based on the detection, the amount of speed reduction of engine revolution is detected for both of the present engine revolution in which the ignition is executed and the immediately previous engine revolution from the present engine revolution. When the amount of speed reduction is greater than a predetermined amount, the ignition in the present engine revolution is prevented. With the prevention of the ignition, it is possible to inhibit shock on a variety of components due to the reverse revolution of the engine.
  • the ignition control device is not required to generate a plurality of pulse signals in a revolution of the engine and detect the amount of speed reduction of engine revolution immediately before an ignition timing.
  • the present invention is different from the conventional arts. Therefore, a rotation member, provided in the ignition control device, is not required to have a plurality of protrusions. For example, it is possible to detect the amount of speed reduction of engine revolution using a rotor member including only one protrusion. Moreover, high-speed control processing is not required for the present invention. Accordingly, the control processing will be simple.
  • the present invention it is possible to determine whether or not the amount of speed reduction of engine revolution is equal to or greater than a predetermined amount with a simple structure. Additionally, it is possible to inhibit shock on a variety of members due to the reverse revolution of the engine with a cheap structure.
  • the present invention is based on the following technical idea: whether or not an engine revolves in the reverse direction is predictable based on the amount of speed reduction of engine revolution.
  • the technical idea will be hereinafter explained in detail.
  • the inventors compared and examined the speed reduction of engine revolution in a normal driving operation and that in the reverse revolution of the engine. As a result, they found that the latter speed reduction was greater than the former speed reduction. The difference is based on whether or not a cylinder piston of the engine in a combustion stroke of the previous stroke-cycle has a crank revolution force enough to allow the piston to reach the top dead center (TDC) in a compression stroke of the next stroke-cycle.
  • TDC top dead center
  • the engine easily revolves in the reverse direction in the following driving condition: a throttle is roughly half opened rapidly in an idling state.
  • the inventors examined whether or not the engine revolves in the reverse direction in this driving condition. As a result, they confirmed that the cylinder piston could not reach the top dead center (TDC) in the compression stroke mainly in the following two cases.
  • TDC top dead center
  • Figure 1(a) illustrates one of the cases.
  • the force of the cylinder piston i.e., the revolution force of the crank shaft
  • the cylinder piston is pushed back before reaching an ignition position (IT).
  • an onset of the reverse revolution of the engine comes before the cylinder piston reaches the ignition position (IT), and only the pressure, generated in the compression stroke, pushes down the piston. Therefore, the crank shaft revolves slightly less than once in the reverse direction, and stops revolving.
  • Fig. 1(b) illustrates the other case.
  • the piston is pushed back before reaching the ignition position (IT) because the force of the piston is less than the pressure generated in the combustion stroke.
  • the onset of the reverse revolution of the engine corresponds to when the cylinder piston is positioned between the ignition position (IT) and the top dead center (TDC) in the compression stroke.
  • the onset of the reverse revolution of the engine comes after the cylinder piston reaches the ignition position (IT) and before the cylinder piston reaches the top dead center (TDC) in the compression stroke. Consequently, an ignition is herein executed.
  • the speed reduction of engine revolution in the normal driving condition is classified as a case that the cylinder piston is capable of reaching the top dead center (TDC). Therefore, the engine often continues revolving.
  • the inventors reached the following conclusion. It is possible to discriminate the following two cases using the amount of speed reduction of engine revolution as a criterion: (1) a case that the piston is capable of reaching the top dead center (TDC) in the compression stroke; and (2) a case that the piston is incapable of reaching the top dead center (TDC) in the compression stroke.
  • the case (1) means that the engine is capable of continuing revolting
  • the case (2) means that the engine simply stops revolving or stops revolving after revolving in the reverse direction.
  • the aforementioned patent document 1 also discloses a similar mechanism for predicting the reverse revolution of the engine using the amount of speed reduction of engine revolution.
  • a plurality of pulse signals are generated while the engine (i.e., the crank shaft) revolves once.
  • the amount of speed reduction of engine revolution, immediately before the ignition of the engine is then computed based on the plurality of pulse signals. More specifically, according to the patent document 1, the amount of speed reduction of engine revolution, in a period from the intake stroke to the compression stroke, is computed based on the plurality of pulse signals generated in the meantime. Based on the computation result, it is determined whether or not the engine revolves in the reverse direction. Moreover, based on the determination result, the ignition timing is controlled.
  • the inventors found that the reverse revolution of the engine is predictable without detailed detection of the revolution speed of the engine in the present engine revolution in which an ignition is executed. In other words, they found that the reverse revolution of the engine is predictable with high probability by detecting the amount of speed reduction of engine revolution from a predetermined crank timing of the previous engine revolution and that of the present engine revolution, and by categorizing the amount of speed reduction of engine revolution into two groups using a predetermined threshold.
  • the term "the present engine revolution” hereinafter means an engine revolution in which an ignition is executed.
  • the term “the previous engine revolution” hereinafter means an immediately previous engine revolution from the present engine revolution. The above fact was derived by the following conclusion that the inventors finally reached.
  • the amount of speed reduction of engine revolution is mainly based on:
  • Figures 2(a) and 2(b) illustrate data for supporting the aforementioned technical idea.
  • Figure 2(a) illustrates the revolution speed of the engine in the present engine revolution t n and that in the previous engine revolution t n-1 , measured in a plurality of experiments.
  • the vertical axis is the revolution speed of the engine.
  • the revolution speed of the engine in the previous engine revolution t n-1 and that in the present engine revolution t n in a predetermined experiment are connected with a line. Accordingly, it is possible to clearly show a difference between the revolution speed of the engine in the previous engine revolution t n-1 and that in the present engine revolution t n in a predetermined experiment.
  • FIG. 2(a) indicate changes of the revolution speed of the engine and whether or not the engine revolves in the reverse direction.
  • the data were obtained under conditions that a throttle of a single-cylinder 4-stroke gasoline engine was roughly half opened rapidly from an idling state.
  • a time period T1 corresponds to the revolution speed of the engine in the present engine revolution
  • a time period T2 corresponds to the revolution speed of the engine in the previous engine revolution.
  • solid lines indicate the amount of speed reduction of engine revolution when the engine revolved in the forward direction (i.e., the engine did not revolve in the reverse direction).
  • dashed lines indicate the amount of speed reduction of engine revolution when the engine revolved in the reverse direction.
  • a protrusion 26 is provided in a rotor 25 of an outer-rotor magneto-generator.
  • the rotor 25 is herein configured to rotate in conjunction with a crank shaft 23.
  • a pulser 27 is configured to detect passage of the protrusion 26.
  • a passage time T of the protrusion 26 is thus detected by the pulser 27, and the revolution speed of the engine is computed based on the detected passage time T.
  • the protrusion 26 has a predetermined length along a circumferential direction of the rotor 25.
  • the circumferential length of the protrusion 26 corresponds to a length of an arc of the rotor 25 having a central angle of 60 degrees.
  • Note Fig. 7 similarly illustrates the structure.
  • the crank shaft 23 is configured to revolve in the clockwise direction (i.e., a revolution direction R).
  • the pulser 27 is configured to output a signal "u" of Fig. 3(c) at a timing when the protrusion 26 starts passing through the pulser 27.
  • the pulser 27 is configured to output a signal "d” of Fig. 3(c) at a timing when the protrusion 26 finishes passing through the pulser 27.
  • the signals "u” and "d” are inputted into a CDI unit 28 illustrate in Fig. 7 .
  • the waveforms of the signals "u” and “d” are shaped by the CDI unit 28, and a new pulse signal is subsequently produced as illustrated in Fig. 3(d).
  • signals, outputted at timings T1u and T2u of Fig. 2(b) correspond to the signal "u" of Fig. 3(c).
  • signals, outputted at timings T1d and T2d of Fig. 2(c) correspond to the signal "d" of Fig. 3(c).
  • Figure 4 is a chart created based on the data of Fig. 2(b) .
  • Figure 4 illustrates a relation between the time period T2, corresponding to the revolution speed of the engine in the previous engine revolution, and a time period T1-T2 (see square dots of Fig. 4 ), corresponding to the revolution speed of the engine when the engine revolved in the reverse direction.
  • Fig. 4 illustrates a relation between the time period T2 and a time period T1-T2 (see circle dots of Fig. 4 ), corresponding to the amount of speed reduction of engine revolution when the engine revolved in the forward direction (i.e., the engine did not revolve in the reverse direction).
  • T2 corresponding to the revolution speed of the engine in the previous engine revolution
  • T1-T2 see square dots of Fig. 4
  • Fig. 4 illustrates a relation between the time period T2 and a time period T1-T2 (see circle dots of Fig. 4 ), corresponding to the amount of speed reduction of engine revolution when the engine revolved in
  • the horizontal axis is the time period T2
  • the vertical axis is the time period T1-T2 corresponding to the amount of speed reduction of engine revolution.
  • the engine easily revolves in the reverse direction when the value of T2 is large (i.e., when the-revolution speed of the engine in the previous engine revolution is low).
  • unnecessary ignition control will be executed. Accordingly, a period of continuous engine revolution will be shortened.
  • Figure 5 illustrates experimental results of execution and prevention of an ignition under the condition of Fig. 1(b) .
  • Fig. 5 illustrates a relation between whether or not the ignition control was executed and a crank revolution angle Dr of a continuous reverse revolution of the engine when the engine revolved in the reverse direction (hereinafter referred to as "a continuous reverse revolution angle Dr").
  • a continuous reverse revolution angle Dr a crank revolution angle of a continuous reverse revolution of the engine when the engine revolved in the reverse direction
  • the horizontal axis is data numbers
  • the vertical axis is the continuous reverse revolution angle Dr.
  • the data of an area A corresponds to the case that the ignition was executed
  • the data of an area B corresponds to the case that the ignition was not executed.
  • the data of the area A indicates that the engine continues revolving roughly twice (i.e., angle of 600 to 700 degrees) in the reverse direction.
  • the data of the area B indicates that the engine revolved slightly less than once in the reverse direction. Therefore, the engine revolves slightly less than once in the reverse direction if the ignition is prevented under the condition that occurrence of the reverse revolution of the engine is predicted. As a result, it is possible to inhibit shock on a variety of components due to reverse revolution of the engine and further inhibit damage of the components.
  • Figure 6 comprehensively illustrates the above content.
  • the horizontal axis is a time
  • the vertical axis is the revolution speed of the engine.
  • the throttle is roughly half opened rapidly at a time t while the engine revolves at an idling revolution speed (IDL).
  • IDL idling revolution speed
  • a property S indicates a condition that the engine continued revolving in the forward direction without revolving in the reverse direction even when the throttle was rapidly opened.
  • properties P and Q indicate conditions that the engine revolved in the reverse direction.
  • the property P indicates a condition that the ignition was prevented when the throttle is rapidly opened under the condition that the amount of speed reduction of engine revolution is large.
  • the property Q indicates a condition that the ignition was executed when throttle was rapidly opened under the condition that the speed reduction of engine revolution was large.
  • the reverse revolution speed of the engine is low in the property P.
  • the continuous reverse revolution angle is small in the property P. Specifically, the engine continued revolving slightly less than once in the reverse direction as a result of an experiment.
  • the reverse revolution speed of the engine is high in the property Q.
  • the continuous reverse revolution angle is large in the property Q. Specifically, the engine continued revolving roughly twice in the reverse direction as a result of an experiment.
  • Figure 7 illustrates a motorcycle that an ignition control device of the engine according to an embodiment of the present invention is adopted. Specifically, Fig. 7 is composed of a left side view of the motorcycle and a schematic diagram of components of an ignition system.
  • a motorcycle 1 is of a so-called motorized bicycle type.
  • the motorcycle 1 mainly includes a man body frame 2, a pair of front and rear wheels 3 and 4, a seat 5, a power unit 6 and a cover member 7.
  • the main body frame 2 is mainly composed of a head pipe 10, a main frame 11, a pair of right and left side frames (not illustrated in the figure).
  • a steering shaft 12 is rotatably supported by the head pipe 10.
  • a steering handle 13 is fixed to an upper end of the steering shaft 12, whereas a front fork 14 is attached to a lower end of the steering shaft 12.
  • the front wheel 3 is supported by a lower end of the front fork 14.
  • the main body frame 2 is mostly covered with cover members.
  • the power unit 6 mainly includes a driving unit 16 and a transmission device 17.
  • the driving unit 16 includes a single-cylinder 4-stroke gasoline engine 15.
  • the engine 15 is supported by brackets of the main frame 11 etc.
  • the transmission device 17 is configured to transmit a driving force of the driving unit 16 to the rear wheel 4.
  • the transmission device 17 is supported by the pair of right and left side frames through a rear shock unit 18.
  • the motorcycle 1 is assumed to be a type of motorcycle that an intake system of the engine 15 is provided with a carburetor (not illustrated in ,the figure).
  • the present invention is similarly applicable to another type of motorcycle that an intake system is provided with a fuel injection (FI) device.
  • FI fuel injection
  • the driving unit 16 includes a starter motor 20 and a speed reduction gear 21.
  • the starter motor 20 is configured to start the engine 15.
  • the speed reduction gear 21 is configured to reduce a revolution speed of the starter motor 20.
  • An output side of the speed reduction gear 21 is coupled to a crank shaft 23 of the engine 15 through a one-way clutch 22.
  • the rotor 25, forming a part of the outer-rotor magneto-generator, is fixed to the crank shaft 23 of the engine 15.
  • the rotor 25 is configured to rotate in synchronization with the crank shaft 23.
  • a protrusion 26 is provided on the outer periphery of the rotor 25.
  • the protrusion 26 extends along a circumferential direction of the outer periphery of the rotor 25.
  • the circumferential length of the protrusion 26 corresponds to a length of an arc of the rotor 25 having a central angle of 60 degrees.
  • a pulser 27 is disposed in proximity to the protrusion 26.
  • the pulser 27 is configured to detect passage of the protrusion 26 (i.e., a rotation-directional start edge and a rotation-directional end edge of the protrusion 26) and generate a pulse signal of Figs. 2(b) and 3 .
  • An output signal of the pulser 27 is inputted into a CDI unit 28.
  • the CDI unit 28 is connected to a battery 30 through a main switch 29.
  • an ignition coil 31 is connected to the CDI unit 28.
  • An ignition plug 32 is connected to the ignition coil 31. In this case, an ignition is set to be executed at a timing when the rotation-directional end edge of the protrusion 26 is detected.
  • FIG. 8 illustrates a schematic block diagram of the CDI unit 28.
  • the CDI unit 28 mainly includes a voltage increase circuit 40, a power source circuit 41, an ignition circuit 42, a waveform shaping circuit 43 and a control unit 44. These components are connected to the battery 30 through the main switch 29.
  • the voltage increase circuit 40 is configured to increase a voltage supplied by the battery 30 up to a primary voltage suitable for executing an ignition.
  • the power source circuit 41 is configured to generate a power source voltage suitable for a control circuit.
  • the ignition circuit 42 mainly includes a condenser and a thylister.
  • the ignition circuit 42 is configured to output the voltage from the voltage increase circuit 40 to the ignition coil 31 in accordance with a control by the control unit 43.
  • the waveform shaping circuit 43 is configured to shape a waveform of a signal from the pulser 27 illustrated in Fig. 3(c) and newly output a signal illustrated in Fig. 3(d).
  • the control unit 44 has a function of receiving the shaped signal from the waveform shaping circuit 43 and detecting a passage time of the protrusion 26 (T1, T2... of Fig. 2(b) ) corresponding to the revolution speed of the engine. Additionally, the control unit 44 has a function of detecting a difference between the time period T1 and the time period T2 as the amount of speed reduction of engine revolution. In this case, the time period T1 corresponds to the revolution speed of the engine in the present engine revolution, whereas the time period T2 corresponds to the revolution speed of the engine in the previous engine revolution (i.e., an immediately previous revolution from the present engine revolution). In other words, the control unit 44 has functions of detecting the revolution speed of the engine and detecting the amount of speed reduction of engine revolution.
  • the rotor 25 provided with the protrusion 26, the pulser 27, and the control unit of the CDI unit 28 form revolution speed detection means.
  • the control unit 44 forms revolution speed reduction amount detection means.
  • the revolution speed detection means and the revolution speed reduction amount detection means form an ignition control device.
  • the engine 15 including the ignition plug 32, the ignition control device, and the ignition coil 31 form an internal combustion.
  • a signal i.e., a pick-up signal
  • the pick-up signal is used for detecting the revolution speed of the engine 15.
  • Step S1 of the pick-up signal acquisition processing it is determined whether or not rising of a signal was detected.
  • the rising of a pick-up signal herein means rising of a pick-up signal in the previous engine revolution. Also, the rising of a pick-up signal herein corresponds to the timing T2u in Fig. 2(b) .
  • the processing proceeds to Step S2.
  • Step S2 a value of a free-running counter (FRC) is acquired as a counter value (C rn-1 ) in an immediately previous engine revolution (more specifically, a counter value counted when rising of a pick-up signal is detected in the previous engine revolution).
  • FRC free-running counter
  • the FRC is a type of counter configured to always increment a smallest unit and repeat counting from zero when the counted value reaches a maximum digit value.
  • the FRC is normally used for counting time.
  • Step S3 it is determined whether or not falling of a pick-up signal was detected.
  • the falling of a pick-up signal herein means falling of a pick-up signal in the previous engine revolution. Also, the falling of a pick-up signal herein corresponds to the timing T2d in Fig. 2(b) .
  • Step S4 a value of the FRC is acquired as a counter value (C sn-1 ) counted when the falling of a pick-up signal was detected in the previous engine revolution.
  • Step S5 it is determined whether or not the next rising of a pick-up signal was detected.
  • the next rising of a pick-up signal herein means rising of a pick-up signal in the present engine revolution. Also, the next rising of a pick-up signal corresponds to the timing T1u in Fig. 2(b) .
  • Step S6 a value of the FRC is acquired as a counter value (C rn ) in the present engine revolution (more specifically, a counter value counted when rising of a pick-up signal was detected in the present engine revolution).
  • Step S7 it is determined whether or not falling of a pick-up signal was detected.
  • the falling of a pick-up signal herein means falling of a pick-up signal in the present engine revolution. Also, the falling of a pick-up signal herein corresponds to the timing T1d in Fig. 2(b) .
  • the processing proceeds to Step S8.
  • Step S8 a counter value of the FRC is acquired as a counter value (C sn ) counted when falling of a pick-up signal was detected in the present engine revolution.
  • FIG. 9(b) illustrates a series of steps of the ignition control processing.
  • Step S10 the counter value (C rn-1 ), counted when the rising of a pick-up signal was detected in the previous engine revolution, is subtracted from the counter value (C rn ), counted when the rising of a pick-up signal was detected in the present engine revolution. Subsequently, it is determined whether or not the obtained value is equal to or greater than a control start setting value (Te). In other words, it is determined whether or not the following relation is satisfied: Te ⁇ C rn - C rn - 1
  • the value "C rn - C rn-i " corresponds to the revolution speed of the engine.
  • the revolution speed of the engine is low.
  • the revolution speed of the engine is high.
  • the control start setting value (Te) is set for restricting the ignition control processing.
  • the engine does not revolve in the reverse direction when the revolution speed of the engine is higher than a predetermined speed. Based on this, in the present embodiment, useless ignition processing is prevented in the revolution speed zone at which the engine normally does not revolve in the reverse direction.
  • the control start setting value (Te) corresponding to the revolution speed at which the ignition control is started, is thus set.
  • the ignition control processing is configured to be executed only when the value "C rn - C rn-1 " is equal to or greater than the control start setting value Te.
  • the ignition control processing is configured to be executed only when the revolution speed of the engine is lower than the revolution speed corresponding to the control start setting value Te.
  • the control start setting value Te corresponds to the revolution speed of the engine of 600 rpm.
  • Step S11 it is determined whether not the amount of speed reduction of engine revolution is equal to or greater than a predetermined value. Specifically, the counter value (C rn ), counted when the rising of a pick-up signal was detected in the present engine revolution, is subtracted from the counter value (C sn ), counted when the falling of a pick-up signal was detected in the present engine revolution. The obtained result corresponds to the revolution speed of the engine at the time period T1 of Fig.
  • the revolution speed of the engine in a predetermined crank timing i.e., when the protrusion 26 passes through the pulser 27
  • the counter value (C rn-1 ) counted when the rising of a pick-up signal was detected in the previous engine revolution
  • the counter value (C sn-1 ) is subtracted from the counter value (C sn-1 ), counted when the falling of a pick-up signal was detected in the previous engine revolution.
  • the obtained value corresponds to the revolution speed of the engine at the time period T2 of Fig. 2(b) , that is, the revolution speed of the engine in a predetermined crank timing (i.e., when the protrusion 26 passes through the pulser 27) of the previous engine revolution.
  • T1 C sn - C rn
  • D N a reverse revolution detection setting value
  • Step S11 the amount of speed reduction from the revolution speed of the engine in the previous engine revolution to that in the present engine revolution is computed. Then, it is determined whether or not the amount of speed reduction of engine revolution is equal to or greater than a predetermined value.
  • the reverse revolution detection setting value (D N ) corresponds to a threshold of the amount of speed reduction of engine revolution for determining whether or not the engine revolves in the reverse revolution.
  • the reverse revolution detection setting value (D N ) corresponds to a threshold illustrated with the dashed-dotted line of Fig. 4 .
  • the reverse revolution detection setting value (D N ) is preliminarily set as a unique value depending on engine types.
  • the ignition is prevented when the amount of speed reduction of engine revolution is equal to or greater than a predetermined value. Therefore, as illustrated in Figs. 5 and 6 , the engine revolves slightly less than once in the reverse direction (i.e., a continuous reverse revolution angle is slightly less than 360 degrees). Accordingly, shock on a variety of components will be inhibited in the reverse revolution of the engine.
  • Step S13 the counter value (C rn-1 ), counted when the rising of a pick-up signal was detected in the previous engine revolution, is subtracted from the counter value (C rn ), counted when the rising of a pick-up signal was detected in the present engine revolution. Then, it is determined whether or not the obtained result is equal to or greater than a control reset setting value (Tr).
  • Step S13 The determination in Step S13 is executed for restarting normal ignition processing when the revolution speed of the engine exceeds a predetermined speed (i.e., the setting value Tr or greater) under the condition that the engine once stops revolving in Steps S 11 and S12 and then starts revolving again.
  • a predetermined speed i.e., the setting value Tr or greater
  • the processing proceeds to Step S14. Then, the ignition is allowed to be executed at a preliminarily-set timing.
  • the reverse revolution of the engine is predicted based on the amount of speed reduction of engine revolution from the previous revolution to the present engine revolution.
  • the ignition is prevented in the present engine revolution.
  • the revolution speed of the engine in the present engine revolution i.e., the present stroke-cycle
  • that in the previous engine revolution i.e., the immediately previous stroke-cycle from the present stroke-cycle
  • the revolution speed of the engine is detected using only one protrusion for detecting the amount of speed reduction of engine revolution. Accordingly, components, used for detecting the revolution speed of the engine, will be simple. Simultaneously, high-speed control processing is not herein required. In other words, it is possible to adopt simple control processing.
  • the ignition control is restricted in the revolution speed zone at which the engine normally does not revolve in the reverse direction. Therefore, it is possible to reliably execute a necessary ignition without executing a useless control processing.
  • a protrusion is provided in the rotor of the outer-rotor magneto-generator.
  • the revolution speed of the engine is configured to be obtained by detecting the protrusion.
  • a rotor, provided with a plurality of protrusions may be used. In this case, it is possible to achieve similar advantageous effects to the present invention, i.e., simplicity of the control processing, by obtaining the revolution speed of the engine through detection of passage of any one of the plurality of protrusions.
  • the free-running counter is configured to detect the revolution speed of the engine.
  • any suitable components may be used as a component for detecting the revolution speed of the engine.
  • the ignition is set to be executed at a timing when the revolution-directional end-edge of the protrusion of the rotor is detected.
  • the ignition timing is not limited to this.
  • the ignition may be set to be executed when a predetermined period of time elapses after the revolution-directional end-edge of the protrusion is detected.
  • the ignition may be set to be executed when the crank shaft revolves at a predetermined angle after the revolution-directional end-edge of the protrusion is detected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP20090009292 2008-08-08 2009-07-16 Ignition control device of engine, internal combustion engine and motorcycle including the same Withdrawn EP2151562A2 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008205650 2008-08-08

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EP (1) EP2151562A2 (zh)
JP (1) JP2010059959A (zh)
CN (1) CN101644221B (zh)
BR (1) BRPI0902795A2 (zh)
TW (1) TWI468585B (zh)

Cited By (1)

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WO2021001131A1 (fr) * 2019-07-01 2021-01-07 Vitesco Technologies GmbH Procede de controle moteur pour la protection d'un moteur a combustion interne lors de la rotation en sens inverse

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Publication number Priority date Publication date Assignee Title
JP2014077405A (ja) * 2012-10-11 2014-05-01 Yamaha Motor Co Ltd エンジンシステムおよび鞍乗り型車両
TWI624586B (zh) * 2014-09-30 2018-05-21 光陽工業股份有限公司 雙缸引擎進氣偵測裝置及偵測方法
CN111287875B (zh) * 2020-02-25 2021-08-03 江门市大长江集团有限公司 发动机反转点火抑制方法及装置、计算机设备及存储介质

Citations (1)

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JP2006274998A (ja) 2005-03-30 2006-10-12 Yamaha Motor Co Ltd 内燃機関およびそれを備えた車両

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JP3729328B2 (ja) * 2000-08-28 2005-12-21 本田技研工業株式会社 車両用エンジン始動装置
JP3928839B2 (ja) * 2001-01-25 2007-06-13 本田技研工業株式会社 車両用エンジン始動装置
JP3945645B2 (ja) * 2002-11-26 2007-07-18 ヤマハモーターエレクトロニクス株式会社 エンジンのケッチン防止回路
KR100534919B1 (ko) * 2003-06-20 2005-12-08 현대자동차주식회사 엔진 역회전에 따른 역화현상 방지방법
JP4014580B2 (ja) * 2004-04-02 2007-11-28 株式会社ケーヒン 内燃エンジンの点火時期制御装置
JP4520923B2 (ja) * 2005-09-28 2010-08-11 本田技研工業株式会社 エンジン始動装置

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JP2006274998A (ja) 2005-03-30 2006-10-12 Yamaha Motor Co Ltd 内燃機関およびそれを備えた車両

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021001131A1 (fr) * 2019-07-01 2021-01-07 Vitesco Technologies GmbH Procede de controle moteur pour la protection d'un moteur a combustion interne lors de la rotation en sens inverse
FR3098251A1 (fr) * 2019-07-01 2021-01-08 Continental Automotive Procédé de contrôle moteur pour la protection d’un moteur à combustion interne lors de la rotation en sens inverse
US11566571B2 (en) 2019-07-01 2023-01-31 Vitesco Technologies GmbH Engine control method for protecting an internal combustion engine during reverse rotation

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TW201016957A (en) 2010-05-01
TWI468585B (zh) 2015-01-11
BRPI0902795A2 (pt) 2010-05-25
CN101644221B (zh) 2012-01-25
JP2010059959A (ja) 2010-03-18

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