EP3002450B1 - Verbrennungsmotorsystem und grätschsitzfahrzeug - Google Patents
Verbrennungsmotorsystem und grätschsitzfahrzeug Download PDFInfo
- Publication number
- EP3002450B1 EP3002450B1 EP15185919.6A EP15185919A EP3002450B1 EP 3002450 B1 EP3002450 B1 EP 3002450B1 EP 15185919 A EP15185919 A EP 15185919A EP 3002450 B1 EP3002450 B1 EP 3002450B1
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- EP
- European Patent Office
- Prior art keywords
- engine
- angle
- fuel
- crankshaft
- ignition
- 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.)
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- 239000000203 mixture Substances 0.000 claims description 65
- 238000002485 combustion reaction Methods 0.000 claims description 61
- 239000000446 fuel Substances 0.000 claims description 16
- 238000002347 injection Methods 0.000 claims description 7
- 239000007924 injection Substances 0.000 claims description 7
- 239000007858 starting material Substances 0.000 description 31
- 238000010586 diagram Methods 0.000 description 18
- 230000006835 compression Effects 0.000 description 13
- 238000007906 compression Methods 0.000 description 13
- 238000001514 detection method Methods 0.000 description 6
- 230000006870 function Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 239000000470 constituent Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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- 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
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- 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
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- 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
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
-
- 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
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/021—Engine crank angle
-
- 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
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/023—Engine temperature
-
- 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
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
- F02N2200/044—Starter current
Definitions
- the present invention relates to an engine system and a straddled vehicle including the engine system.
- a fuel-air mixture is introduced into a combustion chamber while a crankshaft is rotated in a reverse direction. With the fuel-air mixture being compressed in the combustion chamber, an ignition operation by an ignition device is performed. Thus, the fuel-air mixture is combusted, so that rotation of the crankshaft is driven in a forward direction by energy of the combustion.
- the inventors of the present invention have discovered by performing a variety of experiments and analysis that variations are generated in pressure in the combustion chamber during the above-mentioned ignition operation. In a case in which the pressure in the combustion chamber at a time of ignition is not appropriate, even when the fuel-air mixture is combusted, sufficient energy is not acquired. Therefore, the engine cannot be appropriately started.
- An object of the present invention is to provide an engine system and a straddled vehicle capable of appropriately starting an engine.
- Fig. 1 is a schematic side view showing a schematic configuration of the motorcycle according to one embodiment of the present invention.
- a front fork 2 is provided at the front of a vehicle body 1 to be swingable in leftward and rightward directions.
- a handle 4 is attached to an upper end of the front fork 2, and a front wheel 3 is rotatably attached to a lower end of the front fork 2.
- a seat 5 is provided at a substantially center of an upper portion of the vehicle body 1.
- An ECU (Engine Control Unit) 6 and an engine unit EU are provided below the seat 5.
- the engine unit EU includes a single-cylinder engine 10, for example.
- An engine system 200 is constituted by the ECU 6 and the engine unit EU.
- a rear wheel 7 is rotatably attached to a rear end of a lower portion of the vehicle body 1. The rotation of the rear wheel 7 is driven by motive power generated by the engine 10.
- Fig. 2 is a schematic diagram for explaining a configuration of the engine system 200.
- the engine unit EU includes the engine 10 and an integrated starter generator 14.
- the engine 10 includes a piston 11, a connecting rod 12, a crankshaft 13, an intake valve 15, an exhaust valve 16, a valve driver 17, an ignition plug 18 and an injector 19.
- the piston 11 is provided to be reciprocatable in a cylinder 31 and connected to the crankshaft 13 via the connecting rod 12.
- the reciprocating motion of the piston 11 is transformed into the rotational motion of the crankshaft 13.
- the integrated starter generator 14 is provided at the crankshaft 13.
- the integrated starter generator 14 is a generator having a function of a starter motor, drives the rotation of the crankshaft 13 in forward and reverse directions and generates electric power by the rotation of the crankshaft 13.
- the forward direction is a rotation direction of the crankshaft 13 during a normal operation of the engine 10, and the reverse direction is the opposite direction.
- the integrated starter generator 14 directly transmits a torque to the crankshaft 13 without a reduction gear therebetween.
- the rotation of the crankshaft 13 in the forward direction (forward rotation) is transmitted to the rear wheel 7, so that the rotation of the rear wheel 7 is driven.
- the starter motor and the generator may be individually provided instead of the integrated starter generator 14.
- a combustion chamber 31a is formed on the piston 11.
- the combustion chamber 31a communicates with an intake passage 22 through an intake port 21 and communicates with an exhaust passage 24 through an exhaust port 23.
- An intake valve 15 is provided to open and close the intake port 21, and an exhaust valve 16 is provided to open and close the exhaust port 23.
- the intake valve 15 and the exhaust valve 16 are driven by the valve driver 17.
- a throttle valve TV for adjusting a flow rate of air from the outside is provided at the intake passage 22.
- the ignition plug 18 is configured to ignite a fuel-air mixture in the combustion chamber 31a.
- the injector 19 is configured to inject fuel into the intake passage 22.
- the ECU 6 includes a CPU (Central Processing Unit) and a memory, for example.
- a microcomputer may be used instead of the CPU and the memory.
- a main switch 40, a starter switch 41, an intake pressure sensor 42, a crank angle sensor 43, a current sensor 44 and a temperature sensor 45 are electrically connected to the ECU 6.
- the main switch 40 is provided below the handle 4 of Fig. 1 , for example, and the starter switch 41 is provided at the handle 4 of Fig. 1 , for example.
- the main switch 40 and the starter switch 41 are operated by a driver.
- the intake pressure sensor 42 detects pressure in the intake passage 22.
- the crank angle sensor 43 detects a rotation position of the crankshaft 13 (hereinafter referred to as a crank angle).
- the current sensor 44 detects an electric current flowing in the integrated starter generator 14 (hereinafter referred to as a motor current).
- the temperature sensor 45 detects a water temperature, an oil temperature or a machine temperature in the engine 10, for example, as a value corresponding to the temperature of the engine 10 (hereinafter referred to as an engine temperature).
- the operations of the main switch 40 and the starter switch 41 are supplied to the ECU 6 as operation signals, and the detection results by the intake pressure sensor 42, the crank angle sensor 43, the current sensor 44 and the temperature sensor 45 are supplied to the ECU 6 as detection signals.
- the ECU 6 controls the integrated starter generator 14, the ignition plug 18 and the injector 19 based on the supplied operation signals and detection signals.
- the engine 10 is started when the main switch 40 and the starter switch 41 of Fig. 2 are turned on, and the engine 10 is stopped when the main switch 40 of Fig. 2 is turned off. Further, the engine 10 may be automatically stopped when a predetermined idle stop condition is satisfied, and the engine 10 may be automatically restarted when a predetermined idle stop release condition is thereafter satisfied.
- the idle stop condition includes a condition that relates to at least one of a throttle opening (a degree of opening of the throttle valve TV), a vehicle speed and a rotation speed of the engine 10, for example.
- the idle stop release condition is that the throttle opening is larger than 0 when an accelerator grip is operated, for example.
- an idle stop state a state in which the engine 10 is automatically stopped when the idle stop condition is satisfied.
- the engine unit EU performs a reverse rotation start-up operation during start-up of the engine 10. Thereafter, the engine unit EU performs the normal operation.
- Fig. 3 is a diagram for explaining the normal operation of the engine unit EU.
- Fig. 4 is a diagram for explaining the reverse rotation start-up operation of the engine unit EU.
- a top dead center through which the piston 11 passes at the time of switching from a compression stroke to an expansion stroke is referred to as a compression top dead center
- a top dead center through which the piston 11 passes at the time of switching from an exhaust stroke to an intake stroke is referred to as an exhaust top dead center
- a bottom dead center through which the piston 11 passes at the time of switching from the intake stroke to the compression stroke is referred to as an intake bottom dead center
- a bottom dead center through which the piston 11 passes at the time of switching from the expansion stroke to the exhaust stroke is referred to as an expansion bottom dead center.
- a rotation angle in a range of two rotations (720 degrees) of the crankshaft 13 is indicated by one circle.
- the two rotations of the crankshaft 13 are equivalent to one cycle of the engine 10.
- the crank angle sensor 43 of Fig. 2 detects the rotation position in a range of one rotation (360 degrees) of the crankshaft 13.
- the ECU 6 determines which one of the two rotations of the crankshaft 13 equivalent to the one cycle of the engine 10 the rotation position detected by the crank angle sensor 43 corresponds to based on the pressure in the intake passage 22 detected by the intake pressure sensor 42.
- the ECU 6 can acquire the rotation position in the range of the two rotations (720 degrees) of the crankshaft 13.
- an angle A0 is the crank angle when the piston 11 ( Fig. 2 ) is positioned at the exhaust top dead center
- an angle A2 is the crank angle when the piston 11 is positioned at the compression top dead center
- an angle A1 is the crank angle when the piston 11 is positioned at the intake bottom dead center
- an angle A3 is the crank angle when the piston 11 is positioned at the expansion bottom dead center.
- the arrow R1 indicates a direction in which the crank angle changes during the forward rotation of the crankshaft 13
- the arrow R2 indicates a direction in which the crank angle changes during the reverse rotation of the crankshaft 13.
- the arrows P1 to P4 indicate moving directions of the piston 11 during the forward rotation of the crankshaft 13
- the arrows P5 to P8 indicate the moving directions of the piston 11 during the reverse rotation of the crankshaft 13.
- the fuel is injected into the intake passage 22 ( Fig. 2 ) by the injector 19 ( Fig. 2 ).
- the angle A11 is positioned at a further advanced angle than the angle A0.
- the intake port 21 is opened by the intake valve 15 ( Fig. 2 ).
- the angle A12 is positioned at a further retarded angle than the angle A11 and a further advanced angle than the angle A0
- the angle A13 is positioned at a further retarded angle than the angle A1.
- the range from the angle A12 to the angle A13 is an example of a normal intake range.
- the fuel-air mixture including air and the fuel is introduced into the combustion chamber 31a ( Fig. 2 ) through the intake port 21.
- the fuel-air mixture in the combustion chamber 31a ( Fig. 2 ) is ignited by the ignition plug 18 ( Fig. 2 ).
- the angle A14 is positioned at a further advanced angle than the angle A2.
- the fuel-air mixture is ignited, so that an explosion (combustion of the fuel-air mixture) occurs in the combustion chamber 31a.
- Energy of the combustion of the fuel-air mixture is turned into the driving force for the piston 11.
- the exhaust port 23 Fig. 2
- the exhaust valve 16 ( Fig. 2 ).
- the angle A15 is positioned at a further advanced angle than the angle A3, and the angle A16 is positioned at a further retarded angle than the angle A0.
- the range from the angle A15 to the angle A16 is an example of a normal exhaust range. This causes the combusted gas to be exhausted from the combustion chamber 31a through the exhaust port 23.
- the reverse rotation start-up operation of the engine unit EU will be described with reference to Fig. 4 .
- the crank angle is adjusted in a predetermined reverse rotation starting range before the reverse rotation start-up operation is performed.
- the reverse rotation starting range is in a range from the angle A0 to the angle A2 in the forward direction, for example, and is preferably in a range from the angle A13 to the angle A2.
- the reverse rotation starting range is an angle A30.
- the angle A30 is in the range from the angle A13 to the angle A2.
- the crankshaft 13 is rotated in the reverse rotation with the crank angle being in the reverse rotation starting range.
- the crank angle changes in the direction of the arrow R2.
- the piston 11 falls in a range from the angle A2 to the angle A1
- the piston 11 rises in a range from the angle A1 to the angle A0
- the piston 11 falls in a range from the angle A0 to the angle A3
- the piston 11 rises in a range from the angle A3 to the angle A2.
- the moving direction of the piston 11 during the reverse rotation of the crankshaft 13 is opposite to the moving direction of the piston 11 during the forward direction of the crankshaft 13.
- the intake port 21 is opened in a range from the angle A13 to the angle A12, and the exhaust port 23 is opened in a range from the angle A16 to the angle A15, similarly to during the forward rotation of the crankshaft 13.
- the intake port 21 does not have to be opened in the range from the angle A13 to the angle A12, and further, the exhaust port 23 does not have to be opened in the range from the angle A16 to the angle A15.
- the fuel is injected into the intake passage 22 ( Fig. 2 ) by the injector 19 ( Fig. 2 ).
- the angle A23 is positioned at a further advanced angle than the angle A0.
- the intake port 21 ( Fig. 2 ) is opened by the intake valve 15 ( Fig. 2 ).
- the range from the angle A21 to the angle A22 is an example of a start-up intake range.
- the angles A21, A22 are in the range from the angle A0 to the angle A3.
- the piston 11 rises in a range from the angle A1 to the angle A0, even when the intake port 21 is opened in the range from the angle A13 to the angle A12, air and the fuel are hardly introduced into the combustion chamber 31a.
- the piston 11 falls in the range from the angle A0 to the angle A3
- the intake port 21 is opened in the range from the angle A21 to the angle A22, whereby a fuel-air mixture including air and the fuel is introduced into the combustion chamber 31a through the intake port 21 from the intake passage 22.
- energization to an ignition coil connected to the ignition plug 18 is started at an angle A31a, and the fuel-air mixture in the combustion chamber 31a is ignited by the ignition plug 18 ( Fig. 2 ) at an angle A31.
- the angle A31a is positioned at a further advanced angle than the angle A31, and the angle A31 is positioned at a further advanced angle than the angle A2.
- the angle A31 is an example of a start-up ignition range.
- the fuel-air mixture is ignited by the ignition plug 18. Details of ignition control will be described below.
- the rotation direction of the crankshaft 13 is switched from the reverse direction to the forward direction.
- a torque of the crankshaft 13 in the forward direction is increased by the combustion of the fuel-air mixture.
- the engine 10 is shifted to the normal operation of Fig. 3 .
- the fuel-air mixture in the combustion chamber 31a is ignited by the ignition plug 18 simultaneously with the stop of the reverse rotation of the crankshaft 13.
- the crankshaft 13 can be driven in the forward direction, the stop of the reverse rotation of the crankshaft 13 and the ignition by the ignition plug 18 do not have to be performed simultaneously.
- the fuel-air mixture is led to the combustion chamber 31a while the crankshaft 13 is rotated in the reverse rotation by the integrated starter generator 14, and with the piston 11 being close to the compression top dead center, the fuel-air mixture in the combustion chamber 31a is thereafter ignited, during the start-up of the engine 10.
- the piston 11 is driven such that the crankshaft 13 is rotated in the forward direction.
- the friction of the engine 10 fluctuates depending on the state of the engine 10. For example, the lower the engine temperature is, the larger the friction of the engine 10 is.
- a threshold value hereinafter referred to as an ignition threshold value
- the fuel-air mixture in the combustion chamber 31a is ignited.
- the ignition threshold value is constant
- the engine 10 is not appropriately started sometimes in the above-mentioned reverse rotation start-up operation due to the fluctuation of the friction of the engine 10.
- Figs. 5(a) to 5(c) are diagrams for explaining a case in which the engine 10 is appropriately started in the reverse rotation start-up operation.
- Figs. 6(a) to 6(c) are diagrams for explaining a case in which the engine 10 is not appropriately started in the reverse rotation start-up operation.
- the reverse rotation start-up operation is performed with the engine temperature being relatively high during re-start of the engine 10 from the idle stop state, for example. In this case, the friction of the engine 10 is relatively small.
- the reverse rotation start-up operation is performed with the engine temperature being relatively low during cold start-up, for example. In this case, the friction of the engine 10 is relatively large.
- the abscissa indicates the crank angle, and the ordinate indicates a rotational load of the crankshaft 13.
- the abscissa indicates the crank angle
- the ordinate indicates the motor current.
- the abscissa indicates the crank angle
- the ordinate indicates the pressure in the combustion chamber 31a (hereinafter referred to as cylinder inner pressure).
- the rotational load of the crankshaft 13 changes in a range of not less than a value V1 and not more than a value V2.
- the rotational load of the crankshaft 13 becomes the maximum value V2.
- the rotational load of the crankshaft 13 is increased in order to drive the intake valve 15.
- the rotational load of the crankshaft 13 is increased in order to drive the exhaust valve 16.
- the crank angle is an angle A31s.
- the angle A31s is positioned at a further advance angle than the angle A31 in the reverse direction.
- the cylinder inner pressure depends on the crank angle. As shown in Fig. 6(c) , when the crank angle reaches the angle A31s, the cylinder inner pressure becomes a value Psa. The value Psa is smaller than the value Ps. In this state, the fuel-air mixture in the combustion chamber 31a is ignited, so that the fuel-air mixture is combusted. The lower the cylinder inner pressure of when the fuel-air mixture is ignited is, the smaller the energy acquired by the combustion of the fuel-air mixture is. In the present example, sufficient energy is not acquired by the combustion of the fuel-air mixture. Therefore, as shown in Fig. 6(a) , the crankshaft 13 cannot exceed the angle A2 corresponding to the first compression top dead center.
- the ignition threshold value is suitably set in order to correspond to the friction of the engine 10.
- a map indicating a relationship between the engine temperature and the ignition threshold value (hereinafter referred to as a threshold value setting map) is stored in the memory of the ECU 6 of Fig. 2 .
- the threshold value setting map is acquired by an experiment, simulation or the like.
- Fig. 7 is a diagram indicating one example of the threshold value setting map. In Fig. 7 , the abscissa indicates the engine temperature, and the ordinate indicates the ignition threshold value.
- the relationship between the engine temperature and the ignition threshold value is determined such that the higher the engine temperature is, the smaller the ignition threshold value is.
- the ECU 6 sets the ignition threshold value corresponding to the engine temperature based on the threshold value setting map.
- the friction of the engine 10 is, the larger the set ignition threshold value is.
- the ignition threshold value is adjusted such that the crank angle of when the fuel-air mixture is ignited is constant.
- a target value of the crank angle at which the fuel-air mixture is to be ignited is referred to as a target angle.
- the target angle is the angle A31.
- Figs. 8(a) to 8(c) are schematic diagrams for explaining the setting of the ignition threshold value. Similarly to Figs. 5(a) to 5(c) and Figs. 6(a) to 6(c) , in Figs. 8(a) to 8(c) , the abscissa indicates the crank angle, and the ordinate respectively indicates the rotational load, the motor current and the cylinder inner pressure.
- Figs. 8(a) to 8(c) the friction of the engine 10 is the same as the example of Figs. 6(a) to 6(c) . Therefore, as shown in Fig. 8(a) , the rotational load of the crankshaft 13 changes in the range of not less than the value V3 and not more than the value V4.
- the example of Figs. 8(a) to 8(c) is different from the example of Figs. 6(a) to 6(c) in the following points.
- the ignition threshold value is set to a value Vta.
- the value Vta is higher than the value Vt.
- the crank angle is the angle A31.
- a torque generated by the integrated starter generator 14 depends on a duty ratio of the current supplied to the integrated starter generator 14 (hereinafter referred to as a driving duty ratio).
- a driving duty ratio a duty ratio of the current supplied to the integrated starter generator 14
- the crank angle may not be able to reach the target angle.
- the reverse rotation of the crankshaft 13 may be stopped due to the rotational load of the crankshaft 13 before the crank angle reaches the target angle.
- the driving duty ratio may be adjusted to correspond to the friction of the engine 10.
- a map indicating a relationship between the engine temperature and the driving duty ratio (hereinafter referred to as a driving duty ratio setting map) is stored in the memory of the ECU 6 of Fig. 2 .
- the driving duty ratio setting map is acquired by an experiment, simulation or the like.
- Fig. 9 is a diagram showing one example of the driving duty ratio setting map. In Fig. 9 , the abscissa indicates the engine temperature, and the ordinate indicates the driving duty ratio.
- the relationship between the engine temperature and the driving duty ratio is determined such that the higher the engine temperature is, the lower the driving duty ratio is.
- the ECU 6 sets the driving duty ratio corresponding to the engine temperature based on the driving duty ratio map. In this case, the larger the friction of the engine 10 is, the higher the set driving duty ratio is.
- the driving duty ratio is adjusted to correspond to the friction of the engine 10, whereby the crank angle can be adjusted to the target angle while the electric power is prevented from being excessively consumed.
- the torque of the crankshaft 13 in the forward direction acquired by the reverse rotation start-up operation depends on the cylinder inner pressure of when the fuel-air mixture is ignited, and the cylinder inner pressure depends on the crank angle. Therefore, the target angle may be adjusted to correspond to the friction of the engine 10.
- the crank angle of when the fuel-air mixture is ignited by adjusting the ignition threshold value is adjusted by adjusting the ignition threshold value.
- the relationship between the engine temperature and the ignition threshold value is determined such that the target angle is constant.
- the relationship between the engine temperature and the ignition threshold value may be set such that the smaller the friction of the engine 10 is, the farther the target angle is from the angle A2.
- Figs. 10(a) to 10(c) are schematic diagrams for explaining the adjustment of the target angle. Similarly to Figs. 5(a) to 5(c) and Figs. 6(a) to 6(c) , in Figs. 10(a) to 10(c) , the abscissa indicates the crank angle, and the ordinate respectively indicates the rotational load, the motor current and the cylinder inner pressure.
- the motor current is smaller than the example of Fig. 5(b) .
- the ignition threshold value is set to a value Vtb.
- the value Vtb is lower than the value Vt.
- the crank angle is an angle A31t.
- the angle A31t is the target angle and is positioned at a further advanced angle than the angle A31 in the reverse direction.
- the target angle is adjusted to correspond to the friction of the engine 10, so that the necessary torque of the crankshaft 13 in the forward direction can be acquired while the electric power consumed by the integrated starter generator 14 is reduced in the reverse rotation start-up operation.
- the ignition control may be performed based on the crank angle instead of the motor current. Specifically, when the crank angle acquired from the detection results of the intake pressure sensor 42 ( Fig. 2 ) and the crank angle sensor 43 ( Fig. 2 ) reaches the target angle, the fuel-air mixture in the combustion chamber 31a may be ignited.
- the ignition control based on the motor current and the ignition control based on the crank angle may be combined.
- the ignition threshold value and the target angle may be respectively set to correspond to the friction of the engine 10, and the fuel-air mixture in the combustion chamber 31a may be ignited at a point of time at which any one of a condition in which the motor current detected by the current sensor 44 reaches the ignition threshold value and a condition in which the crank angle detected by the intake pressure sensor 42 and the crank angle sensor 43 reaches the target angle is satisfied.
- the ECU 6 performs the engine start-up processing based on the control program stored in the memory in advance.
- Fig. 11 is a flow chart of the engine start-up processing. The engine start-up processing is performed when the main switch 40 of Fig. 2 is turned on or when the engine 10 is switched to the idle stop state, for example.
- the ECU 6 determines whether a predetermined start-up condition is satisfied (step S1).
- the start-up condition is that the starter switch 41 ( Fig. 2 ) is turned on, for example.
- the start-up condition is that the idle stop release condition is satisfied.
- step S2 the ECU 6 repeats the processing of step S1 until the start-up condition is satisfied.
- step S2 the ECU 6 performs parameter setting processing (step S2).
- the ignition threshold value and the driving duty ratio are set by the parameter setting processing. Details of the parameter setting processing will be described below.
- step S3 the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the reverse direction (step S3). In this case, the integrated starter generator 14 is controlled using the driving duty ratio set by the parameter setting processing.
- the crank angle when the crank angle is not in the reverse rotation starting range (the angle A30), the crank angle may be adjusted in the reverse rotation starting range before the crankshaft 13 is rotated in the reverse direction as described above.
- the ECU 6 determines whether a fuel injection condition is satisfied (step S4).
- the fuel injection condition is that the crank angle acquired from the detection results of the intake pressure sensor 42 ( Fig. 2 ) and the crank angle sensor 43 ( Fig. 2 ) reaches the angle A23 of Fig. 4 .
- the ECU 6 repeats the processing of step S3.
- the ECU 6 controls the injector 19 ( Fig. 2 ) such that the fuel is injected into the intake passage 22 ( Fig. 2 ) (step S5).
- the ECU 6 may control the injector 19 in response to a pulse signal from the crank angle sensor 43.
- the ECU 6 determines whether an energization starting condition is satisfied (step S6).
- the energization starting condition is that the crank angle acquired from the detection results of the intake pressure sensor 42 ( Fig. 2 ) and the crank angle sensor 43 ( Fig. 2 ) reaches the angle A31a of Fig. 4 .
- the ECU 6 repeats the processing of step S6.
- the ECU 6 starts the energization to the ignition coil (step S7). In this case, the ECU 6 may control the ignition coil in response to the pulse signal from the crank angle sensor 43.
- the ECU 6 determines whether an ignition condition is satisfied (step S8).
- the ignition condition is that the motor current detected by the current sensor 44 ( Fig. 2 ) reaches the ignition threshold value set in the parameter setting processing of step S2.
- step S8 the ECU 6 repeats the processing of step S8.
- the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction (step S9), and controls the ignition plug 18 such that the fuel-air mixture in the combustion chamber 31a is ignited (step S10).
- step S9 the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction
- step S10 controls the ignition plug 18 such that the fuel-air mixture in the combustion chamber 31a is ignited
- Fig. 12 is a flow chart of the parameter setting processing. As shown in Fig. 12 , the ECU 6 acquires the engine temperature detected by the temperature sensor 45 (step S11).
- the ECU 6 sets the ignition threshold value based on the acquired engine temperature (step S12).
- the ignition threshold value corresponding to the acquired engine temperature is acquired from the threshold value setting map of Fig. 7 , for example.
- the ignition threshold value may be set such that the target angle is constant, or as in the example of Figs. 10(a) to 10(c) , the ignition threshold value may be set such that the target angle is different each time.
- the ECU 6 sets the driving duty ratio based on the acquired engine temperature (step S13). For example, the driving duty ratio corresponding to the acquired engine temperature is acquired from the driving duty ratio setting map of Fig. 9 . In this manner, the ignition threshold value and the driving duty ratio are set, so that the parameter setting processing is finished.
- the fuel-air mixture is introduced into the combustion chamber 31a while the crankshaft 13 is rotated in the reverse direction, and the fuel-air mixture in the combustion chamber 31a is ignited when the motor current reaches the ignition threshold value.
- the ignition threshold value is set based on the engine temperature corresponding to the friction of the engine 10
- the fuel-air mixture in the combustion chamber 31a is ignited when the cylinder inner pressure is an appropriate value corresponding to the friction of the engine 10. Therefore, sufficient energy for driving the crankshaft 13 in the forward direction is acquired by the combustion of the fuel-air mixture. As a result, the engine 10 can be appropriately started.
- ignition control is performed using the engine temperature detected by the temperature sensor 45 and the motor current detected by the current sensor 44, appropriate control corresponding to the friction of the engine 10 can be performed while the configuration is inhibited from being complicated.
- the present invention is not limited to this.
- Another parameter corresponding to the friction of the engine 10 may be used.
- the rotational load of the crankshaft 13 is detected, and the detected value may be used as the parameter corresponding to the friction of the engine 10.
- the present invention is not limited to such.
- the present invention may be applied to another straddled vehicle or saddle-straddling type motor vehicle such as a motor tricycle, an All-Terrain Vehicle (ATV) or the like.
- ATV All-Terrain Vehicle
- the engine system 200 is an example of an engine system
- the engine unit EU is an example of an engine unit
- the engine 10 is an example of an engine
- an integrated starter generator 14 is an example of a rotation driver
- the temperature sensor 45 is an example of a friction detector
- the current sensor 44 is an example of a pressure detector
- the ECU 6 is an example of a controller
- the injector 19 is an example of a fuel injection device
- the ignition plug 18 is an example of an ignition device
- the valve driver 17 is an example of a valve driver.
- the motorcycle 100 is an example of a straddled vehicle
- the vehicle body 1 is an example of a main body
- the rear wheel 7 is an example of a drive wheel.
- the present invention can be effectively utilized for various types of engine systems and straddled vehicles.
Landscapes
- 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)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Electrical Control Of Ignition Timing (AREA)
Claims (4)
- Ein Motorsystem (200), das folgende Merkmale aufweist:eine Motoreinheit (EU), die einen Motor (10) und einen Drehtreiber (14) umfasst;einen Reibungsdetektor (45), der konfiguriert ist, um einen ersten Parameter zu erfassen, der einer Reibung des Motors (10) entspricht;einen Druckdetektor (44), der konfiguriert ist, um einen Strom, der in dem Drehtreiber (14) fließt, als einen zweiten Parameter zu erfassen, der dem Druck in einer Verbrennungskammer (31a) des Motors (10) entspricht; undeine Steuerung (ECU), die konfiguriert ist, um die Motoreinheit (EU) basierend auf dem ersten Parameter, der durch den Reibungsdetektor (45) erfasst wird, und dem zweiten Parameter, der durch den Druckdetektor (44) erfasst wird, zu steuern, wobeider Motor (10) folgende Merkmale umfasst:eine Kraftstoffeinspritzvorrichtung (19), die angeordnet ist, um Kraftstoff in einen Ansaugdurchgang (22) zu injizieren, zum Zuführen von Luft zu der Verbrennungskammer (31a),eine Zündungsvorrichtung (18), die konfiguriert ist, um eine Kraftstoff-Luft-Mischung in der Verbrennungskammer (31a) zu zünden, undeinen Ventiltreiber (17), der konfiguriert ist, um ein Ansaugventil (15), das konfiguriert ist, um eine Ansaugöffnung (21) zu öffnen und zu schließen, beziehungsweise ein Auslassventil (16), das konfiguriert ist, um eine Auslassöffnung (23) zu öffnen und zu schließen, anzutreiben,wobei der Drehtreiber (14) konfiguriert ist, um die Drehung einer Kurbelwelle (13) in Vorwärts- und Rückwärtsrichtung anzutreiben,die Steuerung (ECU) konfiguriert ist, um die Motoreinheit (EU) zu steuern, so dass dieselbe während des Startens des Motors (10) eine Rückwärtsdrehung-Startoperation durchführt,wobei die Kraftstoff-Luft-Mischung in die Verbrennungskammer (31a) eingeführt wird, während die Kurbelwelle (13) in der Rückwärtsrichtung gedreht wird, und die Kraftstoff-Luft-Mischung gezündet wird, so dass die Kurbelwelle (13) in der Vorwärtsrichtung gedreht wird, bei der Rückwärtsrichtung-Startoperation,wobei die Steuerung (ECU) konfiguriert ist, um einen Zündungsschwellenwert einzustellen basierend auf dem ersten Parameter, der durch den Reibungsdetektor (45) erfasst wird, so dass, je größer die Reibung des Motors (10) ist, der Zündungsschwellenwert umso größer ist, und um die Zündungsvorrichtung (18) zu steuern, so dass die Zündung durchgeführt wird, wenn der durch den Druckdetektor (44) erfasste Strom den eingestellten Zündungsschwellenwert erreicht, bei der Rückwärtsdrehung-Startoperation, undeine Beziehung zwischen dem ersten Parameter und dem Zündungsschwellenwert bestimmt wird, so dass ein Kurbelwinkel zu dem Zeitpunkt, zu dem die Luftstoffkraftmischung gezündet wird, konstant ist.
- Das Motorsystem (200) gemäß Anspruch 1, bei dem der erste Parameter ein Wert ist, der einer Temperatur des Motors (10) entspricht.
- Das Motorsystem (200) gemäß Anspruch 1 oder 2, bei dem die Steuerung (ECU) konfiguriert ist, um ein Drehmoment einzustellen, das durch den Drehtreiber (14) erzeugt wird, basierend auf dem ersten Parameter, der durch den Reibungsdetektor (45) bei der Rückwärtsrichtung-Startoperation erfasst wird.
- Ein Grätschsitzfahrzeug (100), das folgende Merkmale aufweist:einen Hauptkörper (1) mit einem Antriebsrad (7); undein Motorsystem (200) gemäß einem der Ansprüche 1 bis 3, das konfiguriert ist, um eine Antriebskraft zum Drehen des Antriebsrads (7) zu erzeugen.
Applications Claiming Priority (1)
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JP2014203734A JP2016070259A (ja) | 2014-10-02 | 2014-10-02 | エンジンシステムおよび鞍乗り型車両 |
Publications (2)
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EP3002450A1 EP3002450A1 (de) | 2016-04-06 |
EP3002450B1 true EP3002450B1 (de) | 2018-02-28 |
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EP15185919.6A Not-in-force EP3002450B1 (de) | 2014-10-02 | 2015-09-18 | Verbrennungsmotorsystem und grätschsitzfahrzeug |
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EP (1) | EP3002450B1 (de) |
JP (1) | JP2016070259A (de) |
TW (1) | TWI596274B (de) |
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WO2017188144A1 (ja) * | 2016-04-25 | 2017-11-02 | ヤマハ発動機株式会社 | エンジン制御装置 |
JP2018053775A (ja) * | 2016-09-28 | 2018-04-05 | ヤマハ発動機株式会社 | 鞍乗型車両 |
WO2020059233A1 (ja) * | 2018-09-21 | 2020-03-26 | 本田技研工業株式会社 | エンジン再始動装置 |
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JP4273838B2 (ja) * | 2002-09-30 | 2009-06-03 | トヨタ自動車株式会社 | 内燃機関の始動制御装置 |
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 |
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 |
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EP3002450A1 (de) | 2016-04-06 |
TW201625844A (zh) | 2016-07-16 |
JP2016070259A (ja) | 2016-05-09 |
TWI596274B (zh) | 2017-08-21 |
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