EP3173605A1 - Motorsystem und sattelfahrzeug - Google Patents

Motorsystem und sattelfahrzeug Download PDF

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Publication number
EP3173605A1
EP3173605A1 EP14885070.4A EP14885070A EP3173605A1 EP 3173605 A1 EP3173605 A1 EP 3173605A1 EP 14885070 A EP14885070 A EP 14885070A EP 3173605 A1 EP3173605 A1 EP 3173605A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
engine
angle
rotation
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.)
Withdrawn
Application number
EP14885070.4A
Other languages
English (en)
French (fr)
Other versions
EP3173605A4 (de
Inventor
Yuki Yamaguchi
Takahiro Masuda
Seigo Takahashi
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 EP3173605A1 publication Critical patent/EP3173605A1/de
Publication of EP3173605A4 publication Critical patent/EP3173605A4/de
Withdrawn legal-status Critical Current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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • 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
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the present invention relates to an engine system and a straddled vehicle that includes the engine system.
  • a large torque is required in order for a crank angle to exceed an angle corresponding to a first compression top dead center.
  • crankshaft Before the start-up of the engine, the crankshaft is rotated in the forward or reverse direction such that a crank angle is a predetermined angle. Thus, during the start-up of the engine, the crankshaft can be rotated in the reverse direction from a constant position.
  • the inventors have discovered a problem that, in a case in which the above-mentioned positioning of the crankshaft is performed before the start-up of the engine, the engine performs an unintentional operation in response to output of a crank angle sensor during the positional operation and cannot appropriately adjust a crank angle.
  • An object of the present invention is to provide an engine system and a straddled vehicle in which a crank angle can be appropriately adjusted before start-up of an engine.
  • the present invention enables the crank angle to be appropriately adjusted before the start-up of the engine.
  • Fig. 1 is a schematic side view showing 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 to the right and the left.
  • a handle 4 is attached to the upper end of the front fork 2
  • a front wheel 3 is attached to the lower end of the front fork 2 to be rotatable.
  • a seat 5 is provided at substantially the center of the 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. Further, in the engine unit EU, a kick pedal KP for starting the engine 10 is provided.
  • An engine system 200 is constituted by the ECU 6, the engine unit EU and the kick pedal KP.
  • a rear wheel 7 is attached to the lower portion of the rear end of the vehicle body 1 to be rotatable. Rotation of the rear wheel 7 is driven by motive power generated by the engine 10.
  • Fig. 2 is a schematic diagram for explaining the 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 the 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 to the forward 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 is transmitted to the rear wheel 7, so that the rotation of the rear wheel 7 is driven.
  • the kick pedal KP is connected to the crankshaft 13.
  • a driver operates the kick pedal KP with his or her foot, so that the crankshaft 13 is rotated in the forward direction.
  • kick start-up start-up of the engine 10 by the operation of the kick pedal KP.
  • a combustion chamber 31 a 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.
  • the intake valve 15 is provided to open and close the intake port 21, and the 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 in 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 and a current sensor 44 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 on the handle 4 of Fig. 1 , for example.
  • the main switch 40 and the starter switch 41 are operated by the 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 a current that flows in the integrated starter generator 14 (hereinafter referred to as a motor current).
  • An operation of the main switch 40 and the starter switch 41 is supplied to the ECU 6 as an operation signal, and the results of detection by the intake pressure sensor 42, the crank angle sensor 43 and the current sensor 44 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 signal and detection signals.
  • the engine 10 is started when the starter switch 41 is turned on after the main switch 40 of Fig. 2 is turned on, and the engine 10 is stopped when the main switch 40 is turned off. Further, the engine 10 can be started by a start-up operation such as a push start or the kick start-up.
  • the engine 10 may be automatically stopped when a predetermined idling stop condition is satisfied, and the engine 10 may be automatically restarted afterwards when a predetermined idling stop release condition is satisfied.
  • the idling 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 idling stop release condition is that the throttle opening is larger than 0 when an accelerator grip is operated, for example.
  • an idling stop state a state in which the engine 10 is automatically stopped when the idling stop condition is satisfied.
  • the engine unit EU performs a forward rotation positioning operation before the start-up of the engine 10, and performs a reverse rotation start-up operation during the start-up of the engine 10. However, when the engine 10 is started by the push start, the kick start-up or the like, the engine unit EU does not perform the reverse rotation start-up operation. 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 forward rotation positioning operation and the reverse rotation start-up operation of the engine unit EU.
  • a top dead center through which the piston 11 passes at a time of shifting 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 a time of shifting 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 a time of shifting 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 a time of shifting 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 is 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 based on the pressure in the intake passage 22 detected by the intake pressure sensor 42 which one of the two rotations of the crankshaft 13 equivalent to the one cycle of the engine 10 the crank position detected by the crank angle sensor 43 corresponds to.
  • 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 a crank angle when the piston 11 ( Fig. 2 ) is positioned at the exhaust top dead center
  • an angle A2 is a crank angle when the piston 11 is positioned at the compression top dead center
  • an angle A1 is a crank angle when the piston 11 is positioned at the intake bottom dead center
  • an angle A3 is a crank angle when the piston 11 is positioned at the expansion bottom dead center.
  • An arrow R1 indicates a direction in which the crank angle changes during the forward rotation of the crankshaft 13
  • an arrow R2 indicates a direction in which the crank angle changes during the reverse rotation of the crankshaft 13.
  • Arrows P1 to P4 indicate moving directions of the piston 11 during the forward rotation of the crankshaft 13
  • 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 31 a ( 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 generated by the combustion of the fuel-air mixture is turned into 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.
  • a combusted gas is discharged from the combustion chamber 31 a through the exhaust port 23.
  • the crankshaft 13 ( Fig. 2 ) is rotated in the forward direction, so that the crank angle is adjusted in a reverse rotation starting range.
  • the reverse rotation starting range is in a range from the angle A0 to the angle A2, for example, and is preferably in a range from the angle A13 to the angle A2.
  • the reverse rotation starting range is a range from an angle A30a to an angle A30b. The range from the A30a to the angle A30b is included in the range from the angle A13 to the angle A2.
  • the crankshaft 13 is rotated in the reverse direction from a state in which the crank angle is in the reverse rotation starting range.
  • the crank angle changes in a 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 rotation 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 also opened in a range from the angle A16 to the angle A15, similarly to during the forward rotation.
  • the present invention is not limited to this.
  • 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 the 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 31 a.
  • the piston 11 falls in the range from the angle A0 to the angle A3, and the intake port 21 is opened in the range from the angle A21 to the angle A22, so that the fuel-air mixture including air and the fuel is introduced into the combustion chamber 31 a from the intake passage 22 through the intake port 21.
  • the angle A31 a 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 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 31 a is ignited by the ignition plug 18.
  • the crankshaft 13 can be reliably driven in the forward direction. If it is possible to drive the crankshaft 13 in the forward direction by adjusting timing of the ignition and the like, the fuel-air mixture in the combustion chamber 31 a may be ignited by the ignition plug 18 before the reverse rotation of the crankshaft 13 is stopped.
  • the fuel-air mixture is led to the combustion chamber 31 a while the crankshaft 13 is rotated in the reverse direction by the integrated starter generator 14 in the present embodiment. Thereafter, with the piston 11 being close to the compression top dead center, the fuel-air mixture in the combustion chamber 31a is ignited. Thus, the piston 11 is driven such that the crankshaft 13 is rotated in the forward direction, so that a sufficient torque in the forward direction is acquired. As a result, the crank angle exceeds the angle A2 corresponding to a first compression top dead center.
  • valve driver 17 of Fig. 2 When the valve driver 17 of Fig. 2 is made of a camshaft, the valve driver 17 is rotated in conjunction with the rotation of the crankshaft 13. When the valve driver 17 lifts the intake valve 15, energizing force of a valve spring (not shown) is applied from the intake valve 15 to the valve driver 17 as reaction force. Similarly, when the valve driver 17 lifts the exhaust valve 16, the energizing force of the valve spring (not shown) is applied from the exhaust valve 16 to the valve driver 17 as the reaction force.
  • a valve spring not shown
  • combustion of the fuel-air mixture is not performed in the combustion chamber 31 a, so that the rotational force of the crankshaft 13 and the valve driver 17 is gradually reduced.
  • the rotation of the valve driver 17 is sometimes stopped by the reaction force from the intake valve 15 or the exhaust valve 16, and the rotation of the crankshaft 13 is sometimes stopped accordingly.
  • the crankshaft 13 is rotated in the reverse direction by the reverse rotation start-up operation during the start-up of the engine 10. During that time, when the reverse rotation start-up operation is started from a state in which the crank angle is in a range from the angle A0 to the angle A31 in the reverse direction, the start-up of the engine 10 cannot be appropriately performed.
  • crank angle is unlikely to reach the angle A31.
  • the reverse rotation of the crankshaft 13 is started from a crank angle close to the angle A31, the rotation speed of the crankshaft 13 is not increased, so that the crank angle may not reach the angle A31.
  • the crank angle is adjusted in the reverse rotation starting range (the range from the angle A30a to the angle A30b in the present example) by the forward rotation positioning operation.
  • the reverse rotation of the crankshaft 13 is started from a state in which the crank angle is in the reverse rotation starting range, whereby the rotation speed of the crankshaft 13 is sufficiently increased at a point of time at which the crank angle reaches the angle A21. Therefore, in the range from the angle A21 to the angle A22, the fuel-air mixture is sufficiently introduced into the combustion chamber 31 a. Further, the rotation speed of the crankshaft 13 is sufficiently increased, so that the crank angle reliably reaches the angle A31.
  • the combustion of the fuel-air mixture can appropriately occur in the combustion chamber 31a.
  • the sufficient driving force for rotating the crankshaft 13 in the forward direction is acquired.
  • the start-up of the engine 10 can be appropriately performed.
  • the ECU 6 controls the ignition plug 18 and the injector 19 in any one control mode of an allowance mode and a prevention mode.
  • the allowance mode the fuel is injected by the injector 19 when the crank angle is the angle A11 of Fig. 3
  • the fuel-air mixture is ignited by the ignition plug 18 when the crank angle is the angle A14 of Fig. 3 .
  • the prevention mode the fuel injection by the injector 19 and the ignition by the ignition plug 18 are prevented.
  • the fuel injection by the injector 19 and the ignition by the ignition plug 18 are not performed.
  • the ECU 6 performs a mode update process based on a control program stored in the memory in advance.
  • the control mode of the ECU 6 is suitably updated.
  • Fig. 5 is a flow chart of the mode update process.
  • the mode update process is continuously performed in a constant period while the main switch 40 is turned on.
  • the ECU 6 determines based on a result of detection by the crank angle sensor 43 ( Fig. 2 ) whether the crankshaft 13 is rotated in the forward direction (step S1). When the crankshaft 13 is not rotated in the forward direction, the ECU 6 finishes the mode update process without updating the control mode. When the crankshaft 13 is rotated in the forward direction, the ECU 6 determines whether the engine unit EU is performing the normal operation (step S2).
  • the ECU 6 updates the control mode to the allowance mode (step S3), and finishes the mode update process.
  • the fuel is injected by the injector 19 at the angle A11 ( Fig. 3 ), and the fuel-air mixture in the combustion chamber 31a is ignited by the ignition plug 18 at the angle A14 ( Fig. 3 ).
  • the ECU 6 determines based on a result of detection by the current sensor 44 whether the integrated starter generator 14 is driving the crankshaft 13 (step S4).
  • the ECU 6 updates the control mode to the prevention mode (step S5), and finishes the mode update process.
  • the fuel injection by the injector 19 and the ignition by the ignition plug 18 are prevented.
  • the ECU 6 updates the control mode to the allowance mode (step S3), and finishes the mode update process.
  • the engine 10 is started by the start-up operation such as the push start or the kick start-up.
  • the ECU 6 performs the engine start-up process based on the control program stored in the memory in advance.
  • Figs. 6 to 9 are flow charts for explaining the engine start-up process.
  • the engine start-up process is performed when the main switch 40 or the starter switch 41 of Fig. 2 is turned on or when the engine 10 is shifted to the idling stop state.
  • Figs. 6 to 8 are flow charts of the first example of the engine start-up process.
  • the ECU 6 first determines whether a current crank angle is stored in the memory (step S11). For example, the current crank angle is stored in the memory at a time of a previous stop of the engine 10. For example, the current crank angle is not stored right after the main switch 40 is turned on, and the current angle is stored in the idling stop state.
  • the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction (step S12).
  • a torque of the integrated starter generator 14 is adjusted based on the detection signal from the current motor 44 ( Fig. 2 ) such that the crank angle does not reach the angle A2 corresponding to the compression top dead center ( Figs. 3 and 4 ).
  • the control mode for the ignition plug 18 and the injector 19 is kept in the prevention mode. Therefore, during the forward rotation of the crankshaft 13 in step S12, and step S16 described below, the fuel injection by the injector 19 and the ignition by the ignition plug 18 are prevented.
  • the ECU 6 determines whether a prescribed time period has elapsed since the rotation of the crankshaft 13 was started in step S12 (step S13). In a case in which the prescribed time period has not elapsed, the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the forward direction is continued. In a case in which the prescribed time period has elapsed, the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 is stopped (step S14). Thus, the crank angle is adjusted in the reverse rotation starting range.
  • step S12 the crank angle may be detected when the crank angle 13 is rotated in the forward direction, and the crank angle may be adjusted in the reverse rotation starting range based on the detected value.
  • step S11 when the current crank angle is stored, the ECU 6 determines whether the current crank angle is in the reverse rotation starting range (step S15). When the current crank angle is not in the reverse rotation starting range, the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction (step S16). In this case, a torque of the integrated starter generator 14 is adjusted based on the detection signal from the current sensor 44 ( Fig. 2 ) such that the crank angle does not reach the angle A2 corresponding to the compression top dead center ( Figs. 3 and 4 ).
  • the ECU 6 determines based on the detection signals from the intake pressure sensor 42 and the crank angle sensor 43 whether the current crank angle has reached the reverse rotation starting range (step S17).
  • the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the forward direction is continued (step S16).
  • the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 is stopped (step S14).
  • the crank angle is adjusted in the reverse rotation starting range.
  • steps S16, S17 the adjustment of the crank angle is accurately performed and power consumption by the integrated starter generator 14 is inhibited as compared to the processes of steps S12, S13, described above.
  • step S21 of Fig. 7 After the crank angle is adjusted in the reverse rotation starting range by the forward rotation of the crankshaft 13, the process of step S21 of Fig. 7 is performed. Further, in step S15, when the current crank angle is in the reverse rotation starting range, the process of step S21 of Fig. 7 is performed as such.
  • step S21 the ECU 6 determines whether a predetermined start-up condition of the engine 10 is satisfied.
  • the start-up condition of the engine 10 is that the starter switch 41 ( Fig. 2 ) is turned on or the idling stop release condition is satisfied, for example.
  • step S21 In a case in which the engine start-up process is started when the starter switch 41 is turned on, the process of step S21 does not have to be performed. In that case, the forward rotation positioning operation and the reverse rotation start-up operation are successively performed.
  • the ECU 6 When the start-up condition of the engine 10 is satisfied, the ECU 6 performs timeout setting of the engine start-up process (step S22). Specifically, an elapsed time period is measured from that point of time. In a case in which the elapsed time period reaches a predetermined end time period, the engine start-up process is forcibly terminated (step S38, described below).
  • the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the reverse direction (step S23).
  • the ECU 6 determines based on the detection signals from the intake pressure sensor 42 ( Fig. 2 ) and the crank angle sensor 43 ( Fig. 2 ) whether the current crank angle has reached the angle A23 of Fig. 4 (step S24).
  • the ECU 6 repeats the process of step S24 until the current crank angle reaches the angle A23.
  • the ECU 6 controls the injector 19 such that the injection of the fuel to the intake passage 22 ( Fig. 2 ) is started (step S25).
  • a pulse signal may be supplied to the ECU 6 from the crank angle sensor 43 when the crank angle reaches the angle A23, and the ECU 6 may control the injector 19 such that the fuel is injected in response to the pulse signal.
  • the ECU 6 determines whether a predetermined injection time period has elapsed since the injection of the fuel was started in step S10 (step S26).
  • the ECU 6 controls the injector 19 such that the injection of the fuel is continued until the predetermined injection time period elapses.
  • the ECU 6 controls the injector 19 such that the injection of the fuel is stopped (step S27).
  • the ECU 6 determines based on the detection signal from the current sensor 44 whether the motor current has reached a predetermined threshold value (step S31).
  • a predetermined threshold value the closer the crank angle is to the angle A2 of Fig. 4 , the larger the motor current is.
  • the crank angle reaches the angle A31 of Fig. 4 , the motor current reaches the threshold value.
  • step S32 When an electric current flowing in the integrated starter generator 14 reaches a predetermined threshold value, the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the reverse direction is stopped (step S32), and starts the energization to the ignition coil (step S33).
  • step S34 the ECU 6 determines whether a predetermined energization time period has elapsed since the energization was started in step S33 (step S34). The ECU 6 continues the energization to the ignition coil until the predetermined energization time period elapses. In a case in which the predetermined energization time period has elapsed, the ECU 6 stops the energization to the ignition coil (step S35).
  • step S36 the ECU 6 controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction.
  • the ECU 6 finishes the engine start-up process, and the engine unit EU is shifted to the normal operation of Fig. 3 .
  • the driving of the crankshaft 13 by the integrated starter generator 14 is stopped after a constant time period has elapsed since the process of step S36, for example.
  • step S31 when the motor current has not reached the threshold value, the ECU 6 determines whether the predetermined end time period has elapsed since the timeout setting of step S22 of Fig. 7 (step S37). Due to a problem with the engine unit EU, the predetermined end time period sometimes elapses from the timeout setting when the electric current flowing in the integrated starter generator 14 does not reach the threshold value. As the problem with the engine unit EU, there are an operational problem with the integrated starter generator 14, an operational problem with the valve driver 17 or the like. In a case in which the end time period has not elapsed, the ECU 6 returns to the process of step S21.
  • the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the reverse rotation is stopped (step S38), and warns the driver that a problem has occurred in the engine unit EU (step S39). Specifically, a waning lamp (not shown) is lit, for example. Thus, the ECU 6 finishes the engine start-up process.
  • Fig. 9 is a flow chart of the second example of the engine start-up process.
  • the ECU 6 may perform the processes of steps S41 to S51 of Fig. 9 instead of the processes of steps S31 to S39 of Fig. 8 .
  • the ECU 6 determines based on the detection signal from the crank angle sensor 43 ( Fig. 2 ) whether the crankshaft 13 has rotated by a predetermined reverse rotation angle after the reverse rotation of the crankshaft 13 was started in step S23 of Fig. 7 (step S41).
  • the reverse rotation angle is equivalent to an angle from the angle A30a to the angle A31 of Fig. 4 , for example.
  • the ECU 6 determines that the crankshaft 13 has rotated by the reverse rotation angle.
  • the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the reverse direction is stopped (step S42), and starts the energization to the ignition coil (step S43).
  • the ECU 6 determines whether the crankshaft 13 has rotated by a predetermined energization angle after the energization was started in step S43 (step S44).
  • the energization angle is equivalent to an angle by which the crankshaft 13 is rotated in the energization time period of step S24 of Fig. 8 .
  • the ECU 6 determines that the crankshaft 13 has rotated by the energization angle.
  • step S45 the ECU 6 stops the energization to the ignition coil (step S45), controls the integrated starter generator 14 such that the crankshaft 13 is rotated in the forward direction (step S46) and finishes the engine start-up process.
  • step S31 when the crankshaft 13 has not rotated by the reverse rotation angle, the ECU 6 determines whether a first end time period has elapsed since the timeout setting of step S7 (step S47). In a case in which the first end time has not elapsed, the ECU 6 returns to the process of step S41. In a case in which the first end time period has elapsed, the ECU 6 controls the integrated starter generator 14 such that the rotation of the crankshaft 13 in the reverse direction is stopped (step S48), warns the driver that a problem has occurred in the engine unit EU (step S51) and finishes the engine start-up process.
  • step S44 when the crankshaft 13 has not rotated by the energization angle, the ECU 6 determines whether a second end time period has elapsed since the timeout setting in step S22 of Fig. 7 (step S49).
  • the second end time period is set longer than the above-mentioned first end time period.
  • the ECU 6 returns to the process of step S44.
  • the ECU 6 stops the energization to the ignition coil (step S50), warns the driver that a problem has occurred in the engine unit EU (step S51) and finishes the engine start-up process.
  • the reverse rotation of the crankshaft 13 is stopped based on the result of detection from the crank angle sensor 43 (steps S41, S42). Further, the energization to the ignition coil is stopped based on the detection signal from the crank angle sensor 43 (steps S44, S45).
  • the reverse rotation of the crankshaft 13 and the energization to the ignition coil can be stopped at appropriate points of time.
  • step S40 the energization to the ignition coil is stopped in step S50.
  • the energization to the ignition coil is prevented from being continued for a long period of time.
  • the injection of the fuel by the injector 19 and the ignition by the ignition plug 18 are prevented during the forward rotation positioning operation.
  • an occurrence of unintended combustion of the fuel-air mixture in the engine 10 in response to the detection signal from the crank angle sensor 43 (a pulse signal, for example) is prevented.
  • the crank angle can be appropriately adjusted in the reverse rotation starting range.
  • the engine unit EU performs the reverse rotation start-up operation during the start-up of the engine 10.
  • the crank angle reliably goes through the start-up intake range. Therefore, the fuel-air mixture can be appropriately introduced into the combustion chamber 31a, and the combustion of the fuel-air mixture can appropriately occur in the combustion chamber 31 a.
  • the torque of the crankshaft 13 in the forward direction can be increased, and the crank angle can easily exceed the angle A2 corresponding to the first compression top dead center.
  • the fuel injection by the injector 19 and the ignition by the ignition plug 18 are not prevented.
  • the crankshaft 13 is rotated in the forward direction by the push start, the kick start-up or the like, it is possible to start the engine 10 by appropriately combusting the fuel-air mixture.
  • absence and presence of the prevention of the fuel injection and the ignition are controlled based on the operation of the integrated starter generator 14, combustion of the fuel-air mixture during the forward rotation positioning operation is prevented without requirement of the complicated configuration and control.
  • the present invention is not limited to this.
  • the ignition by the ignition plug 18 is prevented, so that the fuel-air mixture is prevented from being combusted in the combustion chamber 31a. Therefore, during the forward rotation positioning operation, the injection of the fuel by the injector 19 does not have to be prevented.
  • the ignition by the ignition plug 18 and the injection of the fuel by the injector 19 are preferably prevented.
  • the present invention may be applied to the motorcycle 100 having the kick pedal KP. Further, the present invention may be applied to another straddled vehicle such as a motor tricycle, an All-Terrain Vehicle (ATV) or the like.
  • ATV All-Terrain Vehicle
  • the engine unit EU is an example of an engine unit
  • the engine 10 is an example of an engine
  • the integrated starter generator 14 is an example of a rotation driver
  • 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 intake valve 15 is an example of an intake valve
  • the exhaust valve 16 is an example of an exhaust valve
  • the main switch 40 is an example of a main switch
  • the starter switch 41 is an example of a starter switch
  • the kick pedal KP is an example of a kick starter.
  • the motorcycle 100 is an example of a straddled vehicle
  • the rear wheel 7 is an example of a drive wheel
  • the vehicle body 1 is an example of a main body.
  • the present invention is applicable to various types of engine systems and straddled vehicles.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP14885070.4A 2014-07-23 2014-07-23 Motorsystem und sattelfahrzeug Withdrawn EP3173605A4 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/003881 WO2016013045A1 (ja) 2014-07-23 2014-07-23 エンジンシステムおよび鞍乗り型車両

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EP3173605A4 EP3173605A4 (de) 2018-02-14

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170198675A1 (en) * 2014-08-01 2017-07-13 Piaggio & C. S.P.A. Process for starting an internal combustion engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3690596B2 (ja) * 2001-12-05 2005-08-31 本田技研工業株式会社 エンジン始動制御装置
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
JP2004339952A (ja) * 2003-05-13 2004-12-02 Toyota Motor Corp 内燃機関の始動装置
JP4254607B2 (ja) * 2004-04-30 2009-04-15 マツダ株式会社 エンジンの始動装置
US20070204827A1 (en) * 2006-03-02 2007-09-06 Kokusan Denki Co., Ltd. Engine starting device
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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170198675A1 (en) * 2014-08-01 2017-07-13 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

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EP3173605A4 (de) 2018-02-14
TW201608114A (zh) 2016-03-01

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