201009187 九、發明說明： 【發明所屬之技術領域】 本發明是有關於一種引擎防逆轉方法，特別是指一種 燃料噴射引擎之防逆轉方法。 【先前技術】 參閱圖1，一般機車之喷射式引擎u作動的流程，是 由-電子控制單元12經由一喷射裝置15控制適量的辦油 喷入該喷射式引$ U巾，成為一油霧狀，並由該電子控制 • 單元12發出點火訊號控制一點火裝置13將該油霧點燃， 使一活塞14往復運動產生動力，而使該噴射式引擎u作動 ，因此部分技術已為業界所通用，故不再多加贅述。 配合參閱圖2，該活塞14係具有一飛輪15，其在引擎 啟動狀態時是不斷旋轉，並以燃燒、排氣、吸入、壓縮的 步驟重複進行，而且在壓縮與燃燒步驟之間存在著上死點 ，一般來講，是在上死點之前進行點火，但是在低轉速時 (即剛啟動或行駛中的怠速），引擎正轉扭力不足倘若此 • 時又因為引擎負載過大或是點火爆炸的能量大於該活塞14 的上行動能，皆會使得該飛輪15無法超過上死點而逆轉， 造成單向離合器或減速齒輪出現損壞現象。 而為了判斷該飛輪15的正逆轉情況，習知技術是在該 飛輪15周緣設置多數個編碼齒16，其中，在上死點前的某 角度位置是設置有長度不同的編碼齒16，，而前述編碼齒 16、16在通過外侧的一控制器17時便會產生不同的訊號 。如圖2所示，在該飛輪15以正轉方式旋轉一圈時，該控 5 201009187 制器17才會讀取到該編碼齒16’通過一次的訊號以此構 成正轉模式’而如果該飛輪15突絲低轉速時出現逆轉現 象’此時’該控制器17便會馬上讀取到與正轉模式完全不 同的編碼齒16,通過之逆轉模式，與該控制器17互相輕合 連接的電子控制單it 12便會據此判定飛輪15已有逆轉現 象’並隨之切斷喷射，點火訊號，肖免點火造成更嚴重之逆 轉。 也就是說，習知技術必需要在逆轉現象產生之後再 開始切斷喷射點火訊號，並非用以預防逆轉現象的產生， 尤其是Μ始不易發動機車時，或是騎乘中突然媳火時， 皆是逆轉現象容易產生的時候，此時，再切斷噴射點火訊 號往往為時已晚，單向離合器或減速齒輪仍有因引擎逆轉 而扣壞之疑慮。因此，如何解決上述問題，預先防止引擎 逆轉，便成為機車製造業相關業者所欲努力研究的方向。 【發明内容】 因此，本發明之目的，即在提供一種燃料喷射引擎之 防逆轉方法，可以針對引擎熄火狀態而對應採取停止供油 切斷點火的手段，防止引擎產生逆轉現象。 於是，本發明燃料噴射引擎之防逆轉方法，包含一初 始點火決定步驟、一引擎啟動判斷步驟、一第一防逆轉決 定步驟，及一第二防逆轉決定步驟。 首先於該初始點火決定步驟中，先啟動該引擎並偵 測該引擎轉速，若轉速上升到一初始轉速以上時，即開始 進行燃料喷射與點火；接著進行該引擎啟動判斷步驟判 201009187 斷該引擎轉逮在經過初始點火決定步驟之後是否得以維持 在一運行轉速之上，若無法維持即判斷該引擎為啟動失敗 狀態，若可以維持則判斷該引擎為啟動成功狀態。 接著再判斷該引擎若是啟動失敗狀態，即接續進行該 第一防逆轉決定步驟，此時，當該引擎轉速下降直到一小 於該初始轉速的第一低速值以下時，即禁止進行燃料噴射 與點火，而若是判斷該引擎為啟動成功狀態，則接續進行 該第二防逆轉決定步驟，此時，當該引擎轉速下降直到一 Φ 大於該初始轉速的第二低速值以下時，即判定引擎運行失 敗並禁止進行燃料喷射與點火。 本發明之功效在於，隨著判斷引擎啟動成功與否便 能在引擎不正常熄火的情況發生時，相對應地決定去進行 該第一防逆轉決定步驟或是第二防逆轉決定步驟，以進行 燃料噴射與點火禁止，使得引擎不會在熄火轉速降低的情 況下產生逆轉現象，可藉此有效保護相關引擎零組件。 【實施方式】 • 有關本發明之前述及其他技術内容、特點與功效，在 以下配合參考圖式之一較佳實施例的詳細說明中，將可清 楚的呈現。 參閱圖3，本發明燃料喷射引擎之防逆轉方法2的較佳 實施例，包含一初始點火決定步驟21、一引擎啟動判斷步 驟22、一第一防逆轉決定步驟23，及一第二防逆轉決定步 驟24。 首先於該初始點火決疋步驟21中，先啟動該引擎，並 201009187 偵測該引擎轉速，而此一偵測轉速的設計，可以是如圖2 所不，利用設置有編碼齒16、16,的飛輪15，以及控制器 17、電子控制單元12互相搭配，來計算某一時間内，該編 碼齒16通過的次數，藉以得到該飛輪15的轉速通常這 即代表該引擎的實際轉速。 若轉速上升到一初始轉速以上時，即開始進行燃料喷 射與點火；而所謂的初始轉速是隨著各種引擎排氣量的不 同，也會跟著有所不同，排氣量愈大之引擎，其初始轉速 會比較低，相反地，排氣量愈小之引擎，其初始轉速會比 較同，右以同一排氣量之引擎而言，還需要依據當時的引 擎溫度、啟動前的電瓶電壓而設定；其中，引擎溫度可以 疋取自於引擎冷卻水溫度、或引擎本體溫度，或汽缸頭溫 度。 本實施例是以700cc的機車為例，在一般常溫（25。〇左 右）及啟動前之電瓶電壓約為12.5V左右的狀況下，採用 2〇〇rpm為初始轉速，在引擎轉速上升到2〇〇rpm以上時，即 開始進行燃料喷射與點火。 續參閱圖3，接著進行該引擎啟動判斷步驟22，判斷 該引擎轉速在經過初始點火決定步驟21之後是否得以維持 在一運行轉速之上，若無法維持即判斷該引擎為啟動失敗 狀態’若可以維持則判斷該引擎為啟動成功狀態。而本實 施例中，該運行轉速是採用lOOOrpm的一固定值。 接著再判斷該引擎若是啟動失敗狀態，便接續進行該 第-防逆轉決定步冑23，此時，當該引擎產生媳火現象而 201009187 使引擎轉速下降（即短時間内反覆發動機車），直到一小於 〇初始轉速的第一低速值以下時，即禁止進行燃料喷射與 點火；一般而言，主要是因初始轉速並非一固定值，而第 低速值又疋追隨著初始轉速而定所以自然地該第一 低速值也是在-範圍内，而與初始轉速的差距若大於70rpm 便需要下降到極低的轉速，才會達到禁止進行燃料喷射與 點火以避免引擎產生逆轉的目的（例如：若初始轉速為 200rpm，會在130 rpm以下才會禁止燃料喷射與點火，導致 引擎逆轉的機率大增），因此，本實施例是將該初始轉速與 第一低速值的差距設定在7〇rpm以内。 另一方面，當判斷該引擎若是啟動成功狀態，便接續 進行該第二防逆轉決定步驟24，此時，當該引擎產生熄火 現象而使引擎轉速下降（即騎乘中突然熄火），直到一大於 該初始轉速的第二低速值以下時即禁止進行燃料噴射與 點火；一般而言’主要是因初始轉速並非一固定值，而第 一低速值又是追隨著初始轉速而定，所以自然地，該第二 低速值也是在一範圍内，而與初始轉速的差距若大於7〇rpm 時，禁止進行燃料噴射與點火的轉速判斷門檻便顯得相當 南（例如.若初始轉速為200^^，會在270 rpm以上就會 禁止燃料噴射與點火，導致引擎轉速一稍有下降便容易判 定引擎運行失敗並禁止燃料噴射與點火，將使機車時常熄 火而造成騎乘不順），因此，本實施例是將該初始轉速與第 一低速值的差距設定在70rpm以内。 參閱圖4’詳細地說，較佳的狀態是：該初始轉速與第 201009187 一低速值的差距為50rpm，例如當初始轉速為2〇〇rpm時， 第一低速值即為150 rpm，而運行轉速則是在i〇〇〇rpm，因 此，當機車不易發動，而在短時間内反覆發動時，其引擎 轉速都會低於l〇〇〇rpm，而在轉速1〇〇〇〜15〇 rpm之間仍可 發動引擎，但是當轉速達到15〇 rpm以下的轉速時，就會禁 止進行燃料喷射與點纟，以使引擎媳火，避免在反覆發動 引擎的時候突然產生引擎逆轉的現象。 參閲圖5,該初始轉速與第二低速值的差距亦為 50rpm ，第一低速值則為250 rpm，因此，當機車於騎乘中突然熄❹ 火時，其引擎轉速都會自l〇〇〇rpm以上開始下降，並且當 轉速達到250 rpm以下的轉速時，就會禁止進行燃料噴射與 點火，以使引擎熄火，避免騎乘中突然熄火再發動時所產 生引擎逆轉的現象。 綜上所述，本發明燃料喷射引擎之防逆轉方法2，隨著 判斷引擎啟動成功與否，便能在引擎不正常熄火的情況發 生時，相對應地決定去進行該第一防逆轉決定步驟23或是 第二防逆轉決定步驟24，以進行燃料喷射與點火禁止，使❹ 得引擎不會在熄火轉速降低的情況下產生逆轉現象，藉此 可有效保護相關引擎零組件，而且在不變動習知技術之飛 輪15 β又β十下即可對應解決引擎逆轉的問題，所以確實能 達到本發明之目的。 惟以上所述者，僅為本發明之較佳實施例而已，當不 能以此限定本發明實施之範圍，即大凡依本發明申請專利 範圍及發明說明内容所作之簡單的等效變化與修飾，皆仍 10 201009187 屬本發明專利涵蓋之範圍内。 【圖式簡單說明】 圃 疋一作動流程圖，說明一般機 動流程： 機車之噴射式引擎作 圖2是一示意圖’說明圖"斤示之嘴射 ，偵測飛輪正逆轉的結構設計： 擎其中 圖3是-流程圖，說明本發明燃料喷射引擎 方法的較佳實施例； 逆轉201009187 IX. Description of the Invention: [Technical Field] The present invention relates to an engine anti-reversal method, and more particularly to an anti-reverse method of a fuel injection engine. [Prior Art] Referring to Fig. 1, the flow of the ejector engine u of the general locomotive is controlled by the electronic control unit 12 via an injection device 15 to inject an appropriate amount of oil into the jet type U-belt to become an oil mist. And the electronic control unit 12 sends an ignition signal to control an ignition device 13 to ignite the oil mist, causing a piston 14 to reciprocate to generate power, and the jet engine u is activated, so that some technologies have been widely used in the industry. Therefore, no more details will be given. Referring to Fig. 2, the piston 14 has a flywheel 15 which is continuously rotated in the engine starting state and is repeatedly executed in the steps of combustion, exhaust, suction, and compression, and there is an upper portion between the compression and combustion steps. The dead point, in general, is to ignite before the top dead center, but at low speed (ie, the idling just starting or driving), the engine is not rotating enough. If this is too much, the engine load is too large or the ignition blasts. The energy of the piston 14 is greater than the upper acting energy of the piston 14, and the flywheel 15 cannot be reversed beyond the top dead center, causing damage to the one-way clutch or the reduction gear. In order to judge the positive reversal of the flywheel 15, a conventional technique is to provide a plurality of coded teeth 16 on the periphery of the flywheel 15, wherein an angular position before the top dead center is provided with coded teeth 16 having different lengths, and The aforementioned coded teeth 16, 16 produce different signals when passing through a controller 17 on the outside. As shown in FIG. 2, when the flywheel 15 rotates one rotation in the forward rotation mode, the controller 5 201009187 will read the coded tooth 16' to pass the signal once to form the forward rotation mode'. When the flywheel 15 has a low rotation speed, the reverse phenomenon occurs. At this time, the controller 17 immediately reads the coded teeth 16 which are completely different from the forward rotation mode, and through the reverse mode, the controller 17 is lightly coupled with the controller 17. According to this, the electronic control unit it 12 will judge that the flywheel 15 has reversed phenomenon and then cut off the injection, the ignition signal, and the ignition is caused to cause a more serious reversal. That is to say, the prior art must start to cut off the injection ignition signal after the reversal phenomenon occurs, not to prevent the occurrence of the reversal phenomenon, especially when the engine is not easy to start, or when a sudden bonfire is during riding. When the reversal phenomenon is easy to occur, at this time, it is often too late to cut off the injection ignition signal, and the one-way clutch or the reduction gear still has the doubt that the engine is reversed and buckled. Therefore, how to solve the above problems and prevent the engine from being reversed in advance has become a direction for the locomotive manufacturing industry to study hard. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a fuel injection engine anti-reversal method that can take a means of stopping fuel supply and shutting off ignition in response to an engine flameout state, thereby preventing a reverse phenomenon of the engine. Accordingly, the anti-reverse method of the fuel injection engine of the present invention comprises an initial ignition decision step, an engine start determination step, a first anti-reverse decision step, and a second anti-reverse decision step. Firstly, in the initial ignition determining step, the engine is started first and the engine speed is detected. If the speed rises above an initial speed, fuel injection and ignition are started; then the engine start determination step is judged to terminate the engine. Whether the transfer is maintained above a running speed after the initial ignition decision step, if the engine cannot be maintained, the engine is determined to be in a startup failure state, and if it is maintained, the engine is determined to be in a startup success state. Then, if the engine fails to start the state, the first anti-reverse decision step is continued. At this time, when the engine speed decreases until it is less than the first low speed value of the initial speed, the fuel injection and the ignition are prohibited. And if it is determined that the engine is in a startup success state, the second anti-reverse determination step is continued. At this time, when the engine speed decreases until a Φ is greater than the second low speed value of the initial rotation speed, the engine is determined to fail. Fuel injection and ignition are prohibited. The effect of the present invention is that, when it is determined whether the engine is successfully started or not, when the engine is not normally turned off, the first anti-reverse decision step or the second anti-reverse decision step is correspondingly determined to perform Fuel injection and ignition are prohibited, so that the engine will not reverse when the flameout speed is reduced, which can effectively protect the relevant engine components. The above and other technical contents, features and effects of the present invention will be apparent from the following detailed description of the preferred embodiments. Referring to FIG. 3, a preferred embodiment of the anti-reverse method 2 of the fuel injection engine of the present invention includes an initial ignition decision step 21, an engine start determination step 22, a first anti-reverse decision step 23, and a second anti-reverse rotation. Decision step 24. Firstly, in the initial ignition decision step 21, the engine is started first, and the engine speed is detected by 201009187, and the design of the detection speed can be as shown in FIG. 2, and the coded teeth 16, 16 are used. The flywheel 15, and the controller 17 and the electronic control unit 12 are matched with each other to calculate the number of times the coded tooth 16 passes in a certain time, thereby obtaining the rotational speed of the flywheel 15, which is usually the actual rotational speed of the engine. If the rotational speed rises above an initial rotational speed, fuel injection and ignition are started; and the so-called initial rotational speed is different depending on the amount of exhaust of various engines, and the larger the exhaust gas, the engine The initial rotation speed will be relatively low. On the contrary, the engine with the smaller displacement will have the same initial speed. The right engine with the same displacement will need to be set according to the engine temperature at that time and the battery voltage before starting. The engine temperature can be taken from the engine cooling water temperature, or the engine body temperature, or the cylinder head temperature. In this embodiment, a 700 cc locomotive is taken as an example. In the normal temperature (about 25 〇) and the battery voltage before starting is about 12.5 V, the initial rotation speed is 2 rpm, and the engine speed is raised to 2 When 〇〇 rpm or more, fuel injection and ignition are started. Referring to FIG. 3, the engine start determining step 22 is performed to determine whether the engine speed is maintained above a running speed after the initial ignition decision step 21, and if the engine cannot be maintained, the engine is determined to be in a startup failure state. If it is maintained, it is judged that the engine is in a startup success state. In this embodiment, the running speed is a fixed value of 1000 rpm. Then, if the engine is determined to be in a startup failure state, the first anti-reverse decision step 23 is continued. At this time, when the engine generates a bonfire phenomenon, 201009187 causes the engine speed to decrease (that is, the engine car is repeated for a short time) until When it is less than the first low speed value of the initial rotation speed of the crucible, fuel injection and ignition are prohibited; generally, the initial rotation speed is not a fixed value, and the lower speed value is followed by the initial rotation speed, so naturally The first low speed value is also in the range of -, and if the difference from the initial speed is greater than 70 rpm, it needs to be lowered to a very low speed to achieve the purpose of prohibiting fuel injection and ignition to avoid engine reversal (for example: if initial When the rotation speed is 200 rpm, the fuel injection and ignition will be prohibited below 130 rpm, and the probability of engine reversal is greatly increased. Therefore, in this embodiment, the difference between the initial rotation speed and the first low speed value is set within 7 rpm. On the other hand, when it is determined that the engine is in a startup success state, the second anti-reverse determination step 24 is continued. At this time, when the engine generates a flameout phenomenon, the engine rotation speed is decreased (ie, suddenly extinguished during riding) until one Fuel injection and ignition are prohibited when the value is less than the second low speed value of the initial rotation speed; generally, 'mainly because the initial rotation speed is not a fixed value, and the first low speed value is followed by the initial rotation speed, so naturally The second low speed value is also within a range, and if the difference from the initial speed is greater than 7 rpm, the threshold for suppressing the fuel injection and ignition is relatively south (for example, if the initial speed is 200^^, Fuel injection and ignition will be inhibited above 270 rpm, which will cause the engine to run down and prohibit fuel injection and ignition, which will cause the locomotive to be frequently turned off and cause the ride to be unsatisfactory. Therefore, this embodiment The difference between the initial rotation speed and the first low speed value is set to be within 70 rpm. Referring to FIG. 4' in detail, the preferred state is that the difference between the initial rotational speed and the low speed value of 201009187 is 50 rpm. For example, when the initial rotational speed is 2 rpm, the first low speed value is 150 rpm, and the operation is performed. The speed is at i〇〇〇rpm. Therefore, when the locomotive is not easy to start, and the engine is repeatedly started in a short time, the engine speed will be lower than l〇〇〇rpm, and the speed is 1〇〇〇15〇rpm. The engine can still be started, but when the speed reaches 15 rpm, fuel injection and smashing are prohibited, so that the engine is ignited, and the engine reversal suddenly occurs when the engine is repeatedly started. Referring to Fig. 5, the difference between the initial rotation speed and the second low speed value is also 50 rpm, and the first low speed value is 250 rpm. Therefore, when the locomotive suddenly extinguishes the fire during riding, the engine speed will be from l〇〇. When the rpm is above rpm, the fuel injection and ignition are prohibited when the rotation speed reaches 250 rpm or less, so that the engine is turned off, and the engine reversal caused by the sudden flameout during riding is avoided. In summary, the anti-reverse method 2 of the fuel injection engine of the present invention can correspondingly decide to perform the first anti-reverse determination step when the engine is not normally extinguished, as the engine is successfully started. 23 or the second anti-reverse decision step 24 for fuel injection and ignition prohibition, so that the engine can not be reversed when the flameout speed is lowered, thereby effectively protecting the relevant engine components and not changing. The flywheel of the prior art 15 β and β can correspond to the problem of reversing the engine, so that the object of the present invention can be achieved. The above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All still 10 201009187 is within the scope of the invention patent. [Simple diagram of the diagram] The flow chart of the first operation shows the general maneuvering process: The jet engine of the locomotive is shown in Fig. 2 is a schematic diagram of the 'illustration diagram' and the detection of the flywheel is reversed. 3 is a flow chart illustrating a preferred embodiment of the fuel injection engine method of the present invention;
圖4是-作動流程圖，說明在第一防逆轉決定步驟中 ，引擎轉速與喷射點火之間的作動關係，其中，實線箭頭 代表正常喷射點火，虛線箭頭則代表禁止喷射點火；及 圖5是一作動流程圖，與圖4類似，主要在說明在第 二防逆轉決定步驟中，引擎轉速與喷射點火之間的作動關 係。 201009187 【主要元件符號說明】 2 燃料噴射引擎之 23 第一 防逆轉決定 防逆轉方法 步驟 21 初始點火決定步 24 第二 防逆轉決定 驟 步驟 22 引擎啟動判斷步 驟4 is a flow chart showing the operation relationship between the engine speed and the injection ignition in the first anti-reverse determination step, wherein the solid arrow represents normal injection ignition, and the dashed arrow represents prohibition of injection ignition; and FIG. It is an actuating flow chart, similar to FIG. 4, mainly for explaining the relationship between the engine speed and the injection ignition in the second anti-reverse decision step. 201009187 [Main component symbol description] 2 Fuel injection engine 23 First anti-reverse decision Anti-reverse method Step 21 Initial ignition decision step 24 Second anti-reverse decision Step Step 22 Engine start judgment step
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