TW201016957A - Ignition control device of engine, internal combustion and motorcycle including the same - Google Patents

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

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Publication number
TW201016957A
TW201016957A TW98123801A TW98123801A TW201016957A TW 201016957 A TW201016957 A TW 201016957A TW 98123801 A TW98123801 A TW 98123801A TW 98123801 A TW98123801 A TW 98123801A TW 201016957 A TW201016957 A TW 201016957A
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TW
Taiwan
Prior art keywords
engine
rotation
ignition
speed
control device
Prior art date
Application number
TW98123801A
Other languages
Chinese (zh)
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TWI468585B (en
Inventor
Shigeo Morisugi
Hiroyuki Kidera
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Yamaha Motor Co Ltd
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Publication of TW201016957A publication Critical patent/TW201016957A/en
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Publication of TWI468585B publication Critical patent/TWI468585B/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/06—Reverse rotation of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • F02P11/02—Preventing damage to engines or engine-driven gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/06—Other installations having capacitive energy storage
    • F02P3/08—Layout of circuits
    • F02P3/0807—Closing the discharge circuit of the storage capacitor with electronic switching means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1508—Digital data processing using one central computing unit with particular means during idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/155—Analogue data processing
    • F02P5/1558—Analogue data processing with special measures for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

It is an object of the present invention to achieve determination whether or not the amount of speed reduction of engine revolution is equal to or greater than a predetermined amount with a simple structure. It is another object of the present invention to inhibit shock on a variety of members due to reverse revolution of the engine with a cheap structure. An ignition control device includes revolution speed detection means, revolution speed reduction detection means and ignition prevention means. The revolution speed detection means is configured to detect a revolution speed at a given timing in a revolution of the engine. The revolution speed reduction detection means is configured to detect the amount of speed reduction form a previous engine revolution to a present engine revolution based on the detection of the revolution speed detection means. The present engine revolution is defined as an engine revolution in which an ignition is executed. On the other hand, the previous engine revolution is defined as an immediately previous engine revolution from the present engine revolution. The ignition prevention means is configured to prevent the ignition in the present engine revolution when the amount of speed reduction detected by the revolution speed reduction detection means is greater than a predetermined amount.

Description

201016957 六、發明說明： 【發明所屬之技術領域】 本發明關於一種點火控制裝置、一種内燃機及一種包含 該内燃機的機車。 【先前技術】 在某些場合下（例如啟動一引擎），一機車引擎之一曲柄 轴在一相反方向中旋轉（注意引擎曲柄軸之反向旋轉在後 面將被簡稱為「引擎之一反向旋轉」）。因此之故，該機 車的多種組件接收大量的震動。具體而言，該引擎之反向 旋轉藉由如下機制產生。在一些場合中（例如啟動一引 擎）’在該引擎之一轉速較低的情況下當一點火在一活塞 到達該引擎之一汽缸内的上死點之前就被一點火塞執行 時’該活塞在到達該上死點之前即被點火之一爆炸推回。 因此，該引擎將在該相反方向中旋轉並突然停止旋轉。 多種引擎啟動裝置已被製造以避免上述現象。該等引擎 啟動裝置主要被構成為以避免一點火裝置之一操作直到該 引擎之一轉速達到一預定速度。此外，該等引擎啟動裝置 被構成為以單純僅將該引擎之一轉速用作一閾值來控制— 點火是否應被執行。在此情況下，當該引擎之轉速等於戋 小於該閾值而不管引擎旋轉的速度下降量時，點火一直被 防止。因此，即使在引擎不在該相反方向中旋轉的正常L 動操作中，點火亦可能被防止。在此情況下，—種連續 正常驅動操作將受阻。另一方面，當該閾值被設定以防2 該連續正常驅動操作的無用妨礙時，該引擎之反向旋轉口 141618.doc 201016957 能不被有效避免。 此外’廣為熟知的係該引擎的反向旋轉發生於除了啟動 引擎之外的一些情況下。因&，理想的係在除了啟動引擎 之外的情況下採取行動以可靠地抑制上述現象。 回應於此，專利文獻1提議一種不僅在該引擎之啟動亦 在該引擎的所有速度水準中抑制由該引擎之反向旋轉引起 之震動的内燃機。根據專利文獻1，上述現象是否發生係 基於-針對引擎旋轉之—速度下降量的計算而被判定。依 據該判定，一種所謂的硬點火（即一種不受一程式控制的 點火類型）或一種點火定時被設定為晚於硬點火的延遲點 火被構成為以被執行。 [專利文獻1] 曰本特許專利公告第JP-A-2006-274998號 【發明内容】 如上述，揭不於專利文獻1中的該内燃機被構成為以計 算引擎旋轉之速度下降量、判定該引擎是否在該相反方向 中旋轉及執行一點火控制。在此情況下，一脈衝發生器被 構成為以在一引擎旋轉中產生複數個脈衝信號以便計算引 擎旋轉之速度下降量。具體而言，12個突出物被提供於一 種外轉子永磁發電機之一轉子的外周上。該脈衝發生器被 構成為以檢測該等突出物的通行並緊接在該點火被執行之 則產生複數個脈衝信號。基於該等脈衝信號，引擎旋轉之 速度下降量被計算。 «玄等大出物需要被精痛配置於該轉子上。這將引起製造 141618.doc 201016957 成本上升。另一方面，複數個脈衝信號被獲取於該引擎之 一奴轉中。因此緊接在點火之前高度精確地檢測引擎旋轉 之速度下降量係可行的。然而，由於一信號週期較短，因 此需要高速控制處理。其結果係該控制處理需要昂貴的組 件。 本發明之一目的係利用一種簡單的結構判定引擎旋轉之 速度下降量是否等於或大於一預定量，並利用一種廉價結 構在多種組件上抑制因一引擎之一反向旋轉而產生的震 • 動。 一種根據本發明的點火控制裝置包含旋轉速度檢測構 件、旋轉速度下降檢測構件及點火防止構件。該轉速檢測 構件被構成為以檢測一引擎旋轉中在一給定時間的旋轉速 度。該轉速下降檢測構件被構成為以便基於該轉速檢測構 件的檢測而檢測從一先前引擎旋轉到一目前引擎旋轉的速 度下降量。該目前引擎旋轉被定義為點火被執行於其中的 ❿一引擎旋轉（即一種被執行於一目前引擎衝程循環中的引 擎旋轉）。另一方面，該先前引擎旋轉被定義為一緊接在 該目前引擎旋轉前面的引擎旋轉（即一緊接於該目前引擎 衝程循環前面執行的一引擎衝程循環中的引擎旋轉）。該 點火防止構件被構成為以在被該轉速下降檢測構件檢測到 的速度下降量大於一預定值時防止該目前引擎旋轉中的點 火。 根據本發明之點火控制裝置，該引擎之一轉速於該引擎 之疑轉中之一給定時間被檢測。基於該檢測，為點火被執 141618.doc 201016957 行於其中的該目刚引擎旋轉及緊接在該目前引擎旋轉之前 的先前引擎旋轉而檢測引擎旋轉之速度下降量。當該速度 下降量大於一預定值時’在該目前引擎旋轉中的點火被防 止。利用對該點火的防止，在多種組件上抑制由該引擎之 反向旋轉而產生的震動係可行的。 在此情況下，該引擎在一旋轉中之一給定時間的旋轉速 度以及從該先前引擎旋轉到該目前引擎旋轉的速度下降量 被檢測。因此，該點火控制裝置不需要在該引擎之一旋轉 中產生複數個脈衝信號並檢測緊接在一點火時間之前的引 擎旋轉速度下降量。在此點上，本發明不同于習知技術。 因此，一種被提供於該點火控制裝置中的旋轉部件不需具 有複數個突出物。舉例來說，使用一只包含—個突出物的 轉子部件來檢測引擎旋轉速度下降量係可行的。此外，本 發明不要求高速控制處理。因此，該控制處理將係簡單 的。 根據本發明，利用一種簡單結構判定引擎旋轉速度下降 量是否等於或大於一預定量係可行的。此外，利用一種廉 價結構在多種部件上抑制由該引擎之反向旋轉而產生的震 動係可行的。 【實施方式】 如下為關於本申請案之發明人對該引擎之一反向旋轉的 發生及抑制的實驗及分析結果。 首先，本發明基於如下之技術觀點：一引擎是否在該相 反方向中旋轉可基於引擎旋轉之下降量而被預測。該技術 141618.doc 201016957 觀點將被詳細解釋於下。 發明人比較並檢查了在一正常驅動操作中之引擎旋轉的 速度下降及在該引擎之反向旋轉中的速度下降。結果係他 們發現後一個速度下降大於前一個速度下降。差異基於該 引擎之一汽缸活塞在該先前衝程循環之一燃燒衝程中是否 具有一足以允許該活塞在下一個衝程循環之一壓縮衝程中 到達上死點（TDC)的曲柄旋轉力。 在如下的驅動條件下該引擎可輕易地在相反方向中旋 • 轉：一節流閥在一空轉狀態中被迅速地大體打開一半。發 明人檢查了該引擎是否在此驅動條件下在相反方向中旋 轉。其結果係他們確認了主要在如下的兩個情況下該汽缸 活塞不能在壓縮衝程中到達該上死點（TDC)。 圖1(a)顯示該等情況之一者。在此情況下，該汽缸活塞 之力（即該曲柄軸之旋轉力）小於在該燃燒衝程中產生的壓 力。因此，該汽缸活塞在到達一點火位置（IT)之前被推 回。在這種情況下，該引擎之反向旋轉開始於該汽缸活塞 到達該點火位置（IT)之前，只有產生於該壓縮衝程中的壓 力將該活塞推下。因此，該曲柄轴在該相反方向中旋轉稍 小於一次，然後停止旋轉。 - 另一方面，圖1(b)顯示另一種情況。與圖1(a)之情況相 似，該活塞在到達該點火位置（IT)之前被推回，因為該活 塞之力小於產生於該燃燒衝程中的壓力。然而在圖1(b)的 情況下，該引擎之反向旋轉的開始與該汽缸活塞在該壓縮 衝程中被定位於該點火位置（IT)及該上死點（TDC)之間之 141618.doc •9- 201016957 時一致。具體而言，該引擎之反向旋轉開始於該汽缸活塞 在該壓縮衝程中到達該點火位置（it)之後及該汽缸活塞到 達該上死點（TDC)之前。之後，一點火被執行於此。然 而’在該引擎汽缸之一點火塞點火之後需要一些時間以膨 脹燃燒。因此，燃燒在該汽缸活塞被推回之後（即該引擎 開始在該相反方向中旋轉之後）膨脹。該引擎之旋轉力由 此產生於該燃燒過程中》在這種情況下，該汽缸活塞被該 壓縮衝程中的壓力以及在該先前衝程循環之燃燒衝程中產 生的旋轉力推動。因此，與圖1(a)的情況相比該汽缸活塞 被更強勁地推下。其結果係該引擎在該相反方向中大體旋 轉兩次。 此外，在該正常驅動條件下的引擎旋轉速度下降被分類 為一種汽缸活塞能到達該上死點（TDC)的情況。因此，該 引擎通常繼續旋轉。 關於該引擎是否在該相反方向中旋轉及該引擎之反向旋 轉之一範圍（即角度）的實驗結果將被說明於下。 基於上述實驗結果，發明人得出如下結論。將引擎旋轉 之速度下降量作為標準區別如下兩種情況係可行的：（丨）一 種活塞能在該壓縮衝程中到達上死點（TDC)的情況；及（2) 該活塞不能在該壓縮衝程中到達該上死點（TDc)的情況。 在這裏’情況（1)意為該引擎能夠繼續旋轉，而情況（2)意 為該引擎直接停止旋轉或在於該相反方向中旋轉之後停止 紅轉。結論係，错由在該活塞不能在該壓縮衝程中到達該 上死點（TDC)時防止點火而抑制該引擎之反向旋轉的範圍 141618.doc -10· 201016957 (即角度）並進一步在多種組件上抑制由該引擎之反向旋轉 而產生的震動係可行的。 上述專利文獻1亦揭示一種利用引擎旋轉速度下降量預 測該引擎之反向旋轉的相似機制。根據專利文獻1，複數 個脈衝彳s號在該引擎（即該曲柄軸）旋轉一次時產生。然後 緊接在該引擎之點火之前的引擎旋轉速度下降量基於該等 複數個脈衝信號而被計算。更具體而言，根據專利文獻 1，在從吸入衝程到壓縮衝程期間的引擎旋轉速度下降量 • &於與之同時產生的該等複數個脈衝信號而被計算。基於 該計算結果，判定該引擎是否在該相反方向中旋轉。此 外，基於該測定結果，點火時間係予以控制。 根據該實驗及分析結果，發明人發現該引擎之反向旋轉 可被預測而無需對該引擎在一點火被執行的目前引擎旋轉 中之旋轉速度進行詳細檢測。換言之，他們發現該引擎之 反向旋轉可猎由檢測從該先前引擎旋轉之一預定曲柄時間 ❹ 及該目前引擎旋轉之一預定曲柄時間的引擎旋轉速度下降 量、以及藉由利用一預定閾值將該引擎旋轉速度下降量分 為兩組而具有極高機率的可預測性。注意用語「該目前引 擎旋轉」在此後意為執行點火的引擎旋轉。另一方面，用 語「該先前引擎旋轉」在此後意為一種緊接在該目前引擎 旋轉之前的引擎旋轉。上述事實藉由發明人最終得出的如 下結論而導出。簡言之，引擎旋轉速度下降量主要係基 於： (a)由一爆炸產生的旋轉力（即在各個衝程中，在一燃燒 141618.doc 201016957 室内的壓力變化）；及 (b)旋轉相關組件的摩擦力。 依據引擎類型，力（a)與（b)二者具有獨特的值。因此， 發明人發現用於預測該引擎之反向旋轉的引擎旋轉速度下 降量係藉由檢測該引擎在該先前引擎旋轉中的旋轉速度及 在該目前引擎旋轉中的旋轉速度之間之一差異獲得，而無 須檢測該引擎在複數個緊接在該點火之前的旋轉角度位置 中的旋轉速度。此外，具體而言，利用一提供於一旋轉部 件中的突出物之一通過時間來計算該先前引擎旋轉及該目 前引擎旋轉中的旋轉速度係可行的。在此情況下，該旋轉 部件經構成為以配合一曲柄轴之移動而旋轉。此外，該突 出物具有一沿著該旋轉部件之圓周方向的預定長度。 圖2(a)及2(b)顯示支援上述技術觀點的資料。圖2(a)顯示 該引擎在目前引擎旋轉tn及在該先前引擎旋轉tnl中的旋轉 速度’測定於複數個實驗中。在圖2(a)中，縱轴為該引擎 之旋轉速度。此外，在一預定實驗中該引擎在該先前引擎 旋轉tnq及目前引擎旋轉、中的旋轉速度用一直線連接。因 此’清晰顯示一預定實驗中該引擎在該先前引擎旋轉tn l 及該目前引擎旋轉^中之旋轉速度之間的一個差異係可行 的。圖2(a)之資料指示該引擎之旋轉速度的變化以及該弓丨 擎是否在該相反方向中旋轉。該資料在一種單缸4衝程汽 油引擎之一節流閥迅速從一空轉狀態大體打開一半的條件 下獲得。在圖2(b)中，一時段T1相應於該引擎在該目前引 擎旋轉中的轉速’而一時段T2相應於該引擎在該先前引擎 141618.doc -12- 201016957 旋轉中的轉速。再次參考圖2(a) ’實線指示當該引擎在該 向前方向中旋轉（即該引擎不在相反方向中旋轉）時引擎旋 轉的速度下降量。在另一方面，虛線指示當該引擎在該相 反方向中旋轉時的引擎旋轉速度下降量。在圖2(a)中，當 一在該時段T1及時段T2之間的差異等於或大於一預定值 時，該引擎明顯在該相反方向中旋轉。如圖3(a)及圖3(b) 所顯示，一突出物26被提供於一外轉子永磁發電機之一轉 子25中。該轉子25在此被構成為以配合一曲柄轴23而旋 轉。一脈衝發生器27被構成為以檢測該突出物26的通過。 由此該突出物26之一通過時間T被該脈衝產生器27檢測， 該引擎之旋轉速度基於被檢測的通過時間T而被計算。該 突出物26具有一沿著該轉子25之一圓周方向的預定長度。 該突出物26之周長與該轉子25之一具有60度圓心角的圓弧 的長度一致。注意圖7相似地顯示該結構。 更具體而言，如圖3(a)及3(b)所顯示，該曲柄轴23被構 φ 成為以在順時針方向（即一旋轉方向R)中旋轉。如圖3(a)所 不，該脈衝產生器27被構成為以在該突出物26開始經過該 脈衝產生器27的一個時間輸出圖3(匀之一信號「u」。此 外，如圖3(b)所顯示，該脈衝產生器27被構成為以在該突 出物26結束經過該脈衝產生器27的一個時間輸出圖3(c)之 ‘號d」。6亥等#號「u」及rd」被輸入顯示於圖7中 的？ cm單元28。該等信號「u」及「dj的波形被該 I單元28成形’然後一個新的脈衝信號被產生如圖 3(d)所示。 141618.doc •13· 201016957 在此情況下，輸出於圖2(b)之時間Tlu及T2u的信號相應 於圖3(c)之信號「U」。另一方面，輸出於圖2(c)之時間Tld 及T2d的信號相應於圖3(c)之信號「d」。 圖4係一基於圖2(b)之資料而創建的圖表。圖4顯示一在 相應於該引擎在該先前引擎旋轉中之旋轉速度的時段丁2及 一相應於該引擎在該相反方向中旋轉時之旋轉速度的時段201016957 VI. Description of the Invention: [Technical Field] The present invention relates to an ignition control device, an internal combustion engine and a locomotive including the same. [Prior Art] In some cases (such as starting an engine), one of the crankshafts of a locomotive engine rotates in the opposite direction (note that the reverse rotation of the engine crankshaft will be referred to as "one of the engines in the reverse direction". Rotate"). For this reason, the various components of the locomotive receive a large amount of vibration. Specifically, the reverse rotation of the engine is generated by the following mechanism. In some cases (eg, starting an engine) 'when one of the engines is at a lower speed, when a fire is executed by a glow plug before a piston reaches the top dead center in one of the cylinders of the engine' It is pushed back by one of the ignitions before reaching the top dead center. Therefore, the engine will rotate in the opposite direction and suddenly stop rotating. A variety of engine starting devices have been manufactured to avoid this phenomenon. The engine starting devices are primarily constructed to avoid operation of one of the ignition devices until the speed of one of the engines reaches a predetermined speed. Moreover, the engine starting devices are configured to control whether or not ignition should be performed by simply using only one of the engine speeds as a threshold. In this case, the ignition is always prevented when the engine speed is equal to 戋 less than the threshold regardless of the speed of the engine rotation. Therefore, ignition can be prevented even in a normal L-motion operation in which the engine is not rotating in the opposite direction. In this case, a continuous normal drive operation will be blocked. On the other hand, when the threshold is set to prevent the uselessness of the continuous normal driving operation, the reverse rotation port 141618.doc 201016957 of the engine can be effectively avoided. Moreover, it is well known that the reverse rotation of the engine occurs in some cases other than starting the engine. Because &, the ideal system is to take action to suppress the above phenomenon in addition to starting the engine. In response to this, Patent Document 1 proposes an internal combustion engine that suppresses vibration caused by the reverse rotation of the engine not only at the start of the engine but also at all speed levels of the engine. According to Patent Document 1, whether or not the above phenomenon occurs is determined based on the calculation of the amount of speed drop for the engine rotation. According to this determination, a so-called hard ignition (i.e., a type of ignition not controlled by a program) or a delay ignition timing set to be later than hard ignition is configured to be performed. [Patent Document 1] Japanese Laid-Open Patent Publication No. JP-A-2006-274998 [Invention] As described above, the internal combustion engine disclosed in Patent Document 1 is configured to calculate the speed drop amount of the engine rotation, and determine the Whether the engine is rotating in the opposite direction and performing an ignition control. In this case, a pulse generator is constructed to generate a plurality of pulse signals in one engine rotation to calculate the amount of speed drop of the engine rotation. Specifically, 12 protrusions are provided on the outer circumference of one of the rotors of an outer rotor permanent magnet generator. The pulse generator is configured to detect the passage of the projections and to generate a plurality of pulse signals immediately after the ignition is performed. Based on the pulse signals, the amount of speed drop of the engine rotation is calculated. «Xuan and other large objects need to be placed on the rotor. This will cause the cost of manufacturing 141618.doc 201016957 to rise. On the other hand, a plurality of pulse signals are acquired in one of the slaves of the engine. Therefore, it is possible to detect the speed drop of the engine rotation highly accurately immediately before the ignition. However, since a signal period is short, high speed control processing is required. As a result, this control process requires expensive components. One of the objects of the present invention is to determine whether the amount of speed drop of the engine rotation is equal to or greater than a predetermined amount by using a simple structure, and suppressing the shock caused by one of the reverse rotations of one engine on a plurality of components by using an inexpensive structure. . An ignition control device according to the present invention includes a rotation speed detecting member, a rotation speed lowering detecting member, and an ignition preventing member. The rotation speed detecting member is configured to detect a rotation speed at a given time in an engine rotation. The rotation speed drop detecting member is configured to detect a speed decrease amount from a previous engine rotation to a current engine rotation based on the detection of the rotation speed detecting member. The current engine rotation is defined as the first engine rotation in which the ignition is performed (i.e., an engine rotation that is performed in a current engine stroke cycle). In another aspect, the prior engine rotation is defined as an engine rotation immediately preceding the current engine rotation (i.e., an engine rotation in an engine stroke cycle performed immediately before the current engine stroke cycle). The ignition preventing member is configured to prevent ignition of the current engine rotation when the amount of speed decrease detected by the rotation speed lowering detecting member is greater than a predetermined value. According to the ignition control device of the present invention, the rotational speed of one of the engines is detected at a given time of the suspected turn of the engine. Based on this detection, the amount of speed reduction of the engine rotation is detected for the engine that is ignited by the 141618.doc 201016957 and the previous engine rotation immediately before the current engine rotation. When the speed drop amount is greater than a predetermined value, the ignition in the current engine rotation is prevented. With the prevention of the ignition, it is possible to suppress the vibration generated by the reverse rotation of the engine on various components. In this case, the rotational speed of the engine at a given time in one revolution and the amount of speed decrease from the previous engine rotation to the current engine rotation are detected. Therefore, the ignition control means does not need to generate a plurality of pulse signals in one of the rotations of the engine and detect the amount of decrease in the engine rotation speed immediately before the ignition timing. In this regard, the present invention is different from the prior art. Therefore, a rotating member provided in the ignition control device does not need to have a plurality of protrusions. For example, it is feasible to use a rotor component that includes a protrusion to detect a decrease in engine rotational speed. Furthermore, the present invention does not require high speed control processing. Therefore, the control process will be simple. According to the present invention, it is feasible to determine whether the amount of decrease in the rotational speed of the engine is equal to or greater than a predetermined amount by a simple configuration. In addition, it is possible to suppress the vibration generated by the reverse rotation of the engine on a plurality of components by using an inexpensive structure. [Embodiment] The following is an experiment and analysis result on the occurrence and suppression of reverse rotation of one of the engines of the inventor of the present application. First, the present invention is based on the technical point of view: whether an engine is rotating in the opposite direction can be predicted based on the amount of decrease in engine rotation. The technique 141618.doc 201016957 will be explained in detail below. The inventors compared and examined the speed drop of the engine rotation in a normal drive operation and the speed drop in the reverse rotation of the engine. As a result, they found that the latter speed dropped more than the previous speed drop. The difference is based on whether the cylinder piston of one of the engines has a crank rotational force sufficient to allow the piston to reach top dead center (TDC) during one of the compression strokes of the next stroke cycle during one of the combustion strokes of the previous stroke cycle. The engine can easily be rotated in the opposite direction under the following driving conditions: The throttle valve is rapidly and roughly opened halfway in an idling state. The inventor checked if the engine was rotating in the opposite direction under this driving condition. As a result, they confirmed that the cylinder piston could not reach the top dead center (TDC) during the compression stroke mainly in the following two cases. Figure 1 (a) shows one of these situations. In this case, the force of the cylinder piston (i.e., the rotational force of the crankshaft) is less than the pressure generated during the combustion stroke. Therefore, the cylinder piston is pushed back before reaching an ignition position (IT). In this case, the reverse rotation of the engine begins before the cylinder piston reaches the ignition position (IT), and only the pressure generated in the compression stroke pushes the piston down. Therefore, the crankshaft rotates slightly less than once in the opposite direction and then stops rotating. - On the other hand, Figure 1(b) shows another situation. Similar to the case of Fig. 1(a), the piston is pushed back before reaching the ignition position (IT) because the force of the piston is less than the pressure generated in the combustion stroke. However, in the case of Figure 1 (b), the start of the reverse rotation of the engine and the cylinder piston are positioned between the ignition position (IT) and the top dead center (TDC) in the compression stroke of 141,618. Doc •9- 201016957 is consistent. Specifically, the reverse rotation of the engine begins after the cylinder piston reaches the ignition position (it) during the compression stroke and before the cylinder piston reaches the top dead center (TDC). After that, an ignition is performed here. However, it takes some time for the ignition to swell after ignition of one of the engine cylinders. Therefore, the combustion expands after the cylinder piston is pushed back (i.e., after the engine begins to rotate in the opposite direction). The rotational force of the engine is thereby generated during the combustion process. In this case, the cylinder piston is urged by the pressure in the compression stroke and the rotational force generated during the combustion stroke of the previous stroke cycle. Therefore, the cylinder piston is pushed down more strongly than in the case of Fig. 1(a). The result is that the engine is generally rotated twice in the opposite direction. Further, the engine rotational speed drop under the normal driving condition is classified as a case where the cylinder piston can reach the top dead center (TDC). Therefore, the engine usually continues to rotate. Experimental results on whether the engine is rotating in the opposite direction and a range of reverse rotation of the engine (i.e., angle) will be described below. Based on the above experimental results, the inventors came to the following conclusions. It is feasible to distinguish the speed of engine rotation as a standard in two cases: (丨) a case where the piston can reach the top dead center (TDC) during the compression stroke; and (2) the piston cannot be in the compression stroke. The case of reaching the top dead center (TDc). Here, 'case (1) means that the engine can continue to rotate, and case (2) means that the engine stops the rotation directly or stops the red rotation after rotating in the opposite direction. The conclusion is that the error is prevented by the ignition when the piston cannot reach the top dead center (TDC) during the compression stroke, and the range of reverse rotation of the engine is suppressed 141618.doc -10· 201016957 (ie, angle) and further in various It is feasible to suppress the vibration generated by the reverse rotation of the engine on the assembly. The above Patent Document 1 also discloses a similar mechanism for predicting the reverse rotation of the engine by using the amount of engine rotation speed drop. According to Patent Document 1, a plurality of pulse 彳s numbers are generated when the engine (i.e., the crankshaft) is rotated once. The amount of engine rotational speed drop immediately prior to ignition of the engine is then calculated based on the plurality of pulse signals. More specifically, according to Patent Document 1, the amount of engine rotation speed drop from the suction stroke to the compression stroke is calculated by the plurality of pulse signals generated at the same time. Based on the result of the calculation, it is determined whether the engine is rotating in the opposite direction. Further, based on the measurement results, the ignition timing is controlled. Based on the results of the experiment and analysis, the inventors have found that the reverse rotation of the engine can be predicted without detailed detection of the rotational speed of the engine in the current engine rotation in which the ignition is performed. In other words, they find that the reverse rotation of the engine can be hunted by detecting a predetermined crank time from one of the previous engine revolutions and a predetermined crank time of the current engine rotation, and by using a predetermined threshold The engine rotation speed reduction amount is divided into two groups and has a very high probability of predictability. Note that the phrase "this current engine rotation" is hereafter meant to rotate the engine that performs the ignition. On the other hand, the phrase "this prior engine rotation" is hereafter meant to mean an engine rotation immediately before the current engine rotation. The above facts are derived by the inventors' final conclusions. In short, the amount of engine spin speed reduction is mainly based on: (a) the rotational force generated by an explosion (ie, the pressure change in a combustion chamber during a single stroke, 141618.doc 201016957); and (b) rotation related components Friction. Depending on the type of engine, forces (a) and (b) have unique values. Accordingly, the inventors have discovered that the amount of engine rotational speed reduction used to predict the reverse rotation of the engine is determined by detecting a difference between the rotational speed of the engine in the previous engine rotation and the rotational speed in the current engine rotation. Obtained without detecting the rotational speed of the engine in a plurality of rotational angular positions immediately prior to the ignition. Moreover, in particular, it is feasible to calculate the rotational speed of the previous engine and the rotational speed of the current engine rotation by time using one of the protrusions provided in a rotating member. In this case, the rotating member is configured to rotate in response to the movement of a crank shaft. Further, the projection has a predetermined length along the circumferential direction of the rotating member. Figures 2(a) and 2(b) show information supporting the above technical viewpoints. Figure 2(a) shows the engine's determination of the rotational speed of the current engine rotation tn and the previous engine rotation tnl in a number of experiments. In Fig. 2(a), the vertical axis is the rotational speed of the engine. Further, in a predetermined experiment, the engine is connected in a straight line at the previous engine rotation tnq and the current engine rotation speed. Therefore, it is possible to clearly show a difference between the engine's rotation speed in the previous engine rotation tn l and the current engine rotation in a predetermined experiment. The data of Figure 2(a) indicates the change in the rotational speed of the engine and whether the bow engine is rotating in the opposite direction. This data was obtained from a throttle valve of a single-cylinder 4-stroke gasoline engine that was rapidly opened halfway from an idling state. In Fig. 2(b), a time period T1 corresponds to the engine's rotational speed in the current engine revolution and a time period T2 corresponds to the engine's rotational speed in the previous engine 141618.doc -12- 201016957. Referring again to Figure 2(a), the solid line indicates the amount of speed at which the engine rotates when the engine is rotated in the forward direction (i.e., the engine is not rotating in the opposite direction). On the other hand, the broken line indicates the amount of engine rotation speed drop when the engine is rotated in the opposite direction. In Fig. 2(a), when a difference between the period T1 and the period T2 is equal to or larger than a predetermined value, the engine is apparently rotated in the opposite direction. As shown in Figures 3(a) and 3(b), a projection 26 is provided in one of the rotors 25 of an outer rotor permanent magnet generator. The rotor 25 is here configured to rotate in cooperation with a crankshaft 23. A pulse generator 27 is constructed to detect the passage of the protrusion 26. Thus, one of the protrusions 26 is detected by the pulse generator 27 by the time T, and the rotational speed of the engine is calculated based on the detected transit time T. The projection 26 has a predetermined length along one circumferential direction of the rotor 25. The circumference of the projection 26 coincides with the length of an arc of one of the rotors 25 having a central angle of 60 degrees. Note that Fig. 7 similarly shows the structure. More specifically, as shown in Figs. 3(a) and 3(b), the crankshaft 23 is configured to rotate in a clockwise direction (i.e., in a rotational direction R). As shown in Fig. 3(a), the pulse generator 27 is configured to output Fig. 3 (uniform signal "u" at a time when the projection 26 starts to pass the pulse generator 27. Further, as shown in Fig. 3 (b) As shown, the pulse generator 27 is configured to output the number 'd' of Fig. 3(c) at a time when the projection 26 ends the pulse generator 27. 6 Hai et al ##u" And rd" are input to the ?cm unit 28 shown in Fig. 7. The signals "u" and "dj's waveform are shaped by the I unit 28" and a new pulse signal is generated as shown in Fig. 3(d). 141618.doc •13· 201016957 In this case, the signals output at times Tlu and T2u of Fig. 2(b) correspond to the signal "U" of Fig. 3(c). On the other hand, the output is shown in Fig. 2(c). The signals of Tld and T2d correspond to the signal "d" of Fig. 3(c). Fig. 4 is a chart created based on the data of Fig. 2(b). Fig. 4 shows a corresponding to the engine in the previous a period of rotation speed in the rotation of the engine 2 and a period corresponding to the rotation speed of the engine when rotating in the opposite direction

Tl-T2(見圖4之方點）之間的關係。同時，圖4顯示一在該 時段T2及一相應於該引擎在該向前方向中旋轉（即該引擎 不在該相反方向中旋轉）時之引擎旋轉速度下降量的時段 ΤΙ -T2(見圖4之圓點）之間的關係。在圖4中，橫轴為時段 Τ2，而縱軸為相應於引擎旋轉速度下降量的時段丁丨-丁二。 根據圖4,當Τ2之值較大時（即當該引擎在該先前引擎旋轉 中的轉速較低時），該引擎輕鬆地在該相反方向中旋轉。 之一預定旋轉速度 當該點火使用該引擎在先前引擎旋轉中 作為一閾值而被控制時，不必要的點火控制將被執行。因 此，連續引擎旋轉之-週期將被縮短。然後，注意引擎旋 轉速度下降量，在該點火使用—由圖4之—虛線_點線顯示 的預定值Τ1-Τ2作為一閾值時抑制不必要的點火控制係明 顯可行的。 ~ 圖5顯示在圖i⑻之條件下—點火之執行及抑制的實驗 結果。具體而言’圖5顯示一在該點火控制是否被執行以 及該引擎在該相反方向中旋轉時的一個連續反向旋轉之— 曲柄旋轉角度Dr(此後被稱為「—連續反向旋轉角 之間的關係。在圖5中’橫轴為資料編號，㈣軸為該連 141618.doc -14- 201016957 續反向旋轉角度Dr。區域A之資料相應於點火被執行的情 況’而區域B之資料相應於該點火未被執行的情況。參考 圖5可明顯發現，區域A之資料指示該引擎在該相反方向中 連續旋轉大概兩次（即600度到700度之角度）。另一方面， 區域B之資料指示該引擎在該相反方向中旋轉稍微小於一 次。因此，如果在該引擎之反向旋轉被預測到的情況下避 免點火，則該引擎在該相反方向中旋轉稍小於一次。其結 果係在多種組件上抑制由該引擎之反向旋轉而產生的震動 ® 並進一步防止該等組件之損傷係可行的。 圖6廣泛顯示上述内容。在圖6中，橫轴為時間，而縱轴 為該引擎之轉速。在圖6中，當該引擎以一空轉速度（idl) 旋轉時’該節流閥在一時間t被迅速地大體打開一半。在 圖6中，屬性S指示該引擎在向前方向中繼續旋轉且即使該 節流閥被迅速打開亦不在該相反向方向中旋轉的狀況。另 一方面，屬性P及Q指示該引擎在相反方向中旋轉的狀況。 Φ 具體而言，屬性p指示當該節流閥在引擎旋轉速度下降量 較大的條件下被迅速打開時點火被避免的狀況。另一方 面，屬性Q指示當該節流閥在引擎旋轉速度下降量較大的 條件下被迅速打開時點火被執行的狀況。在此情況下，該 引擎之反向旋轉速度在屬性p中較低。此外，該連續反向 旋轉角度在屬性P中較小。具體而言，作為一實驗結果， 該引擎在該相反方向中連續旋轉稍小於-次。另-方面， 該引擎之反向旋轉速度在屬㈣中較高。此外，該連續反 向旋轉角度在屬性Q中較大。具體而言，作為-實驗結 141618.doc 201016957 果’該引擎在該相反方向中連續旋轉大概兩次。基於上 述’藉由檢測該引擎旋轉速度下降量、基於引擎旋轉速度 下降量預測該引擎是否在相反方向中旋轉並在該引擎之反 向旋轉的發生被預測到時避免點火，在多種組件上抑制由 該引擎之反向旋轉而產生的震動並進一步防止該等組件之 損傷係可行的。 圖7顯示一種採用根據本發明之一實施例之引擎之一點 火控制裝置的機車。具體而言，圖7由該機車之一左侧視 圖及一點火系統之組件的概要圖組成。 [整個結構] 如圖7所示，一根據本發明之一實施例的機車1為一種所 謂的機動化自行車類型。該機車1主要包含一主體框架2、 對則輪及後輪3及4、一座位5、一動力單元6及一車蓋部 件7。 該主體框架2主要由一頭管1〇、一主框架、一對右及 左側框条（未顯示於圖中）组成。一轉向軸12被該頭管可 旋轉地支撐。一轉向把手13被固定至該轉向袖12之一上 端，而一前叉14被附接至該轉向軸12之一下端。前輪3被 該前又14之一下端支撐。該主體框架2大部分由車蓋部件 覆蓋。 該動力單元6主要包含一驅動單元16及一傳動裝置17。 該驅動單元16包含一單缸4衝程汽油引擎15。該引擎15被 該主框架11等的托架支撐。該傳動裝置17被構成為以將該 驅動單元16之一驅動力傳送至後輪4。該傳動裝置17經由 141618.doc • 16- 201016957 —後避震單元18被該對右及左側框架支撐。此外，根據本 發明，該機車1被假設為引擎15之吸入系統被提供有一化 油器（未顯示於圖中）的一種機車。然而，本發明亦可應用 於吸入系統被提供有一燃油喷射（FI)裝置的另一種機車。 該驅動單元16包含一啟動馬達20及一減速齒輪21。該啟 動馬達20被構成為以啟動該引擎15。該減速齒輪21被構成 為以降低該啟動馬達20之轉速。該減速蠢輪21之一輸出側 經由一單路離合器22耦接至該引擎15之一曲柄軸23。 [點火系統之結構] 形成該外轉子永磁發電機之一部分的轉子25被固定至該 引擎15之曲柄軸23。該轉子25被構成為以與該曲柄軸23同 步旋轉。一突出物26被提供於該轉子25之外周上》該突出 物26沿著該轉子25之外周之一圓周方向延伸。該突出物26 之周長相應於該轉子25之一具有60度圓心角的圓弧之長 度。一脈衝產生器27被構成為靠近該突出物26 ^該脈衝產 生器27被構成為以檢測該突出物26之通過（即該突出物％ 之一旋轉方向起始邊緣及一旋轉方向結束邊緣）並產生圖 。該脈衝產生器27之一輸出信號The relationship between Tl-T2 (see the square of Figure 4). Meanwhile, FIG. 4 shows a period ΤΙ -T2 of the engine rotation speed decrease amount during the period T2 and a corresponding rotation of the engine in the forward direction (ie, the engine is not rotating in the opposite direction) (see FIG. 4). The relationship between the dots). In Fig. 4, the horizontal axis is the period Τ2, and the vertical axis is the period corresponding to the amount of decrease in the engine rotation speed. According to Fig. 4, when the value of Τ 2 is large (i.e., when the engine is at a lower rotational speed in the previous engine rotation), the engine easily rotates in the opposite direction. One of the predetermined rotational speeds When the ignition is controlled using the engine as a threshold in the previous engine revolution, unnecessary ignition control will be performed. Therefore, the cycle of continuous engine rotation will be shortened. Then, paying attention to the amount of engine rotation speed drop, it is obviously feasible to suppress unnecessary ignition control when the ignition use - the predetermined value Τ 1-Τ2 shown by the dotted line_dotted line of Fig. 4 as a threshold value. ~ Figure 5 shows the experimental results of ignition execution and suppression under the conditions of Figure i(8). Specifically, FIG. 5 shows a continuous reverse rotation when the ignition control is executed and the engine is rotated in the opposite direction - a crank rotation angle Dr (hereinafter referred to as "-continuous reverse rotation angle" In Fig. 5, 'the horizontal axis is the data number, and the fourth axis is the connection 141618.doc -14- 201016957. The reverse rotation angle Dr. The data of the area A corresponds to the case where the ignition is performed' and the area B The data corresponds to the case where the ignition is not performed. It is apparent from reference to Fig. 5 that the data of the area A indicates that the engine continuously rotates about twice in the opposite direction (i.e., an angle of 600 to 700 degrees). The data for area B indicates that the engine is rotated slightly less than once in the opposite direction. Therefore, if ignition is avoided if the reverse rotation of the engine is predicted, the engine rotates slightly less than once in the opposite direction. The result is that vibrations caused by the reverse rotation of the engine are suppressed on a variety of components and further preventing damage to such components is possible. Figure 6 broadly shows the above. The horizontal axis is time and the vertical axis is the rotational speed of the engine. In Figure 6, when the engine is rotated at an idle speed (idl), the throttle valve is rapidly and roughly opened halfway at a time t. In 6, the attribute S indicates that the engine continues to rotate in the forward direction and does not rotate in the opposite direction even if the throttle valve is quickly opened. On the other hand, the attributes P and Q indicate that the engine is in the opposite direction. The condition of the rotation Φ Specifically, the attribute p indicates a condition in which the ignition is avoided when the throttle valve is quickly opened under the condition that the engine rotation speed is decreased a large amount. On the other hand, the attribute Q indicates when the throttle valve is The condition in which the ignition is performed when the engine rotation speed is decreased by a large amount. In this case, the reverse rotation speed of the engine is lower in the attribute p. Further, the continuous reverse rotation angle is in the attribute. P is smaller. Specifically, as a result of the experiment, the engine continuously rotates in the opposite direction by a little less than - times. On the other hand, the reverse rotational speed of the engine is higher in the genus (four). Counter The angle of rotation is larger in the attribute Q. Specifically, as the experimental knot 141618.doc 201016957, the engine is continuously rotated approximately twice in the opposite direction. Based on the above, by detecting the amount of decrease in the engine rotation speed, Predicting whether the engine is rotating in the opposite direction based on the amount of engine rotation speed drop and avoiding ignition when the occurrence of reverse rotation of the engine is predicted, suppressing vibration generated by reverse rotation of the engine on various components and further Preventing damage to such components is possible. Figure 7 shows a locomotive employing an ignition control device of an engine in accordance with an embodiment of the present invention. Specifically, Figure 7 is a left side view of the locomotive and an ignition system The outline of the components is composed of. [Entire structure] As shown in Fig. 7, a locomotive 1 according to an embodiment of the present invention is a so-called motorized bicycle type. The locomotive 1 mainly comprises a main body frame 2, a pair of wheels and rear wheels 3 and 4, a seat 5, a power unit 6, and a hood member 7. The main body frame 2 is mainly composed of a head tube 1〇, a main frame, and a pair of right and left side frame bars (not shown). A steering shaft 12 is rotatably supported by the head tube. A steering handle 13 is fixed to one of the upper ends of the steering sleeve 12, and a front fork 14 is attached to one of the lower ends of the steering shaft 12. The front wheel 3 is supported by the lower end of one of the front and the other 14. The main body frame 2 is mostly covered by a hood part. The power unit 6 mainly includes a driving unit 16 and a transmission device 17. The drive unit 16 includes a single cylinder 4-stroke gasoline engine 15. The engine 15 is supported by a bracket of the main frame 11 or the like. The transmission 17 is configured to transmit a driving force of the driving unit 16 to the rear wheel 4. The transmission 17 is supported by the pair of right and left frames via a 141618.doc • 16-201016957 - rear suspension unit 18. Further, according to the present invention, the locomotive 1 is assumed to be a locomotive in which the suction system of the engine 15 is provided with a carburetor (not shown). However, the invention is also applicable to another locomotive in which the suction system is provided with a fuel injection (FI) device. The drive unit 16 includes a starter motor 20 and a reduction gear 21. The starter motor 20 is configured to activate the engine 15. The reduction gear 21 is configured to reduce the rotational speed of the starter motor 20. One of the output sides of the deceleration wheel 21 is coupled to a crankshaft 23 of the engine 15 via a single clutch 22. [Structure of Ignition System] The rotor 25 forming part of the outer rotor permanent magnet generator is fixed to the crank shaft 23 of the engine 15. The rotor 25 is configured to rotate in synchronism with the crankshaft 23. A projection 26 is provided on the outer circumference of the rotor 25. The projection 26 extends in one circumferential direction of the outer circumference of the rotor 25. The circumference of the projection 26 corresponds to the length of the arc of one of the rotors 25 having a central angle of 60 degrees. A pulse generator 27 is formed adjacent to the protrusion 26. The pulse generator 27 is configured to detect the passage of the protrusion 26 (i.e., the starting edge of one of the protrusions in the direction of rotation and the end edge of a direction of rotation) And generate a map. One of the pulse generators 27 outputs a signal

時執行。 2(b)及圖3的一個脈衝信號。 被輸入至一 CDI單元28中。 連接至一電池3 〇。此外，一 元28。一點火窒π姑碴杻= 圖8顯示該CDI單元28之一 一方塊圖。該CDI單元28主要包 141618.doc •17· 201016957 含一電壓提高電路40、一電源電路41、一點火電路42、一 波形成形電路43及一控制單元44。這些組件經由該主開關 29連接至該電池30。 該電屋提高電路40被構成為以將一由該電池3〇提供的電 壓提尚至一適於執行一點火的初級電壓。該電源電路41被 構成為以產生一適用於一控制電路的電源電壓。該點火電 路42主要包含一電容器及一閘流器。該點火電路42被構成 為以便根據該控制單元44之一控制將來自該電壓提高電路 40的電壓輸出至該點火線圈31。該波形成形電路43被構成 為以對一來自該脈衝產生器27的顯示於圖3(c)中之信號的 波形進行成形並重新輸出一顯示於圖3(句中的信號。該控 制單元44具有從該波形成形電路43接收成形信號並檢測該 突出物26之相應於該引擎之轉速的經過時間（圖2(b)之T1、 T2、…）的功能。此外，該控制單元44具有檢測時段τι及 時段T2之一差異作為引擎旋轉速度下降量的功能。在此情 況下’時段T1相應於該引擎在目前引擎旋轉中的轉速，而 時段T2相應於該引擎在先前引擎旋轉（即一緊接在該目前 引擎旋轉之前的旋轉）中的轉速。換言之，該控制單元44 具有檢測該引擎之轉速及檢測引擎旋轉速度下降量的功 能。 具有該突出物26的轉子25、該脈衝產生器27及該CDI單 元28之該控制單元形成轉速檢測構件。該控制單元44形成 轉速下降量檢測構件。該轉速檢測構件及該轉速了降量檢 測構件形成一種點火控制裝置。此外，包含該點火塞32的 141618.doc 201016957 引擎15、該點火控制裝置及該點火線圈3丨形成一内燃機。 [點火控制處理] 然後’ 一種抑制該引擎之反向旋轉的點火控制處理將被 詳細說明於下。注意該點火控制處理之一系列步驟係由該 CDI單元28之控制單元44執行。 <拾取信號之擷取處理> 首先’從該脈衝產生器27擷取一信號（即一拾取信號）的 處理將參考圖9(a)而被詳細說明於下。該拾取信號係用以 檢測該引擎15之旋轉速度。 在該拾取信號擷取處理之步驟81中，將判定是否檢測到 一信號上升。一拾取信號之上升在此意為一拾取信號在先 前引擎旋轉中的上升。同樣地，一拾取信號之上升在此相 應於圖2(b)中的時間T2u。當檢測到該拾取信號之上升 時’該處理進行至步驟82。在步驟S2中，擷取一自由運行 計數器（FRC)的值作為一在一緊接先前引擎旋轉中的計數 器值（Crn.W更具體而言，一在拾取信號之上升被檢測時於 該先前引擎旋轉中被計數的計數器值）。 在此情況下，該FRC為一種被構成為以一直增加一最小 單位並在被計數值達到最大數值時從零開始重複計數的計 數器。該FRC通常被用於計算時間。 當步驟S2完成時’該處理前進至步驟S3。在步驟s3中， 將判定是否檢測到一拾取信號之下降。一拾取信號之下降 在此意為一拾取信號在先前引擎旋轉中的下降。此外，該 拾取信號之下降在此相應於圖2(b)中的時間T2d。當檢測 141618.doc -19- 201016957 到一拾取信號之下降時，該處理繼續行進至步驟S4。在步 驟S4中，擷取該FRC之一值作為在一拾取信號之下降被檢 測時於該先刖引擎旋轉中被計數的一個計數器值（匸^丨）。 §步驟S4元成，處理前進到步驟g5。在步驟μ中，判定 是否檢測到一拾取信號的下一個上升。一拾取信號的下一 個上升在此意為一拾取信號在目前引擎旋轉中的上升。同 樣地，一拾取信號的下一個上升相應於圖2(b)中的時間 τ 1 u。當檢測到一拾取信號之上升時，該處理繼續前進到 步驟S6。在步驟S6中，擷取該FRC之一值作為一在該目前 引擎旋轉中的計數器值（Crn)(更具體而言，在該目前引擎 旋轉中當所檢測到之一拾取信號之上升時所計數的計數器 值）。 然後，在步驟S7中判定是否檢測到一拾取信號之下降。 拾取彳§號之下降在此意為一拾取信號在目前引擎旋轉中 的下降。此外，一拾取信號之下降在此相應於圖2(b)中的 時間Tld。當檢測到一拾取信號之下降時，該處理前進到 步驟S8。在步驟88中，擷取該FRC之一計數器值作為一被 計數於一拾取信號之下降時檢測於該目前引擎旋轉中的計 數 Is 值（Csn)。 <控制條件判定處理> 一點火控制之處理將使用藉由上述處理而獲取的該等叶 數器值而執行。圖9(b)顯示該點火控制處理的—系列步 驟。 首先，在步驟S10中，以計數於一拾取信號之上升被檢 141618.doc -20· 201016957 測於該目前引擎旋轉中時的計數器值（Crn)減去在一拾取信 號之上升被檢測於該先前引擎旋轉中時計數的計數器值 (Crn-i)。然後’判定得到的值是否等於或大於一控制開始 設定值（Te)。換言之，判定如下關係是否被滿足： TeH] 在此情況下，值「Cm-Cm」相應於該引擎之轉速。當 . 該值較大時，引擎之轉速較低。另一方面，當該值較小 時，引擎轉速較高。 籲 該控制開始設定值（Te)被設置以限制該點火控制處理。 總體而言，當該引擎之轉速高於一預定速度時該引擎不在 该相反方向中旋轉。基於此，在該實施例中，無用點火處 理於該引擎通常不在相反方向中旋轉的轉速區間中被防 止。具體而言，相應於點火控制開始時之轉速的控制開始 设定值（Te)由此設定。該點火控制處理被構成為以便只在 值「crn-crn-〗」係等於或大於該控制開始設定值Te時被執 行。換言之，該點火控制處理被構成為以便只在該引擎之 轉速低於相應於該控制開始設定值Te的該轉速時被執行。 舉例來說，該控制開始設定值Te相應於該引擎6〇〇 rpm的 " 轉速。 當該引擎在目前引擎旋轉中的轉速低於該控制開始設定 值Te時，該處理行進至步驟su。在步驟su中，將判定引 擎旋轉速度下降量是否等於或大於一預定值。具體而言， 以汁數於一拾取信號之下降被檢測於目前引擎旋轉中時的 计數器值（Csn)減去計數於一拾取信號之上升被檢測於該目 141618.doc -21· 201016957 則引擎旋轉中時的計數II值（Cfn)。得到的結果相應於該引 擎在圖2(b)之時段T1中的引擎轉速，即該引擎在目前引擎 旋轉之一預定曲柄時間（即當該突出物26通過該脈衝產生 器27時）中的轉速。此外，以計數於該拾取信號之下降被 檢測於先刚引擎旋轉中時計數的計數器值減去在一 払取七號之上升被檢測於該先前引擎旋轉中時計數的計數 器值（Crn-i)所獲取的值相應於該引擎在圖2(b)之時段T2 中的轉速’即’該引擎在該先前引擎旋轉之_預定曲柄時 間（即备該犬出物26通過該脈衝產生器27時）中的轉速。然 後，以5亥目刚弓丨擎旋轉中的相減結果（即Ti=c^_Cr^減去 該先前引擎旋轉中的相減結果（即T2=Csn iu。然後， 將判定該相減結果（T1 -T 2)是否等於或大於一反向旋轉檢 測&疋值（DN) «換言之’判定如下關係是否被滿足： DN<(Csn-Crn)-(Csn.1-crn.1) 在步驟S11中，計算從該引擎在先前引擎旋轉中之轉速 到在目岫引擎旋轉中之轉速的速度下降量。然後判定引擎 旋轉速度下降量是否等於或大於一預定值。 在此情況下，如參考圖2到圖5所描述，該反向旋轉檢測 設定值（DN)相應於引擎旋轉速度下降量之一用於判定該引 擎疋否在相反方向中旋轉的閾值。特別係該反向旋轉檢測 设定值（dn)相應於一由圖4之虛線_點線顯示的閾值。如上 述，該反向旋轉檢測設定值（dn)被初步設定為一依據引擎 類型的獨特值。 經由上述處理，當引擎旋轉速度下降量等於或大於一預 141618.doc -22- 201016957 定值時點火被防止。因此，如圖5及圖6所示，該引擎在相 反方向中旋轉稀小於-次（-連續反向旋轉角度稱小於36〇 度）。因此，在該引擎的反向旋轉中在多種組件上的震動 將被抑制。 接下來，在步驟S13中，以計數於一拾取信號之上升被 檢測於該目前引擎旋轉中時的計數器值D減去在一拾取 信號之上升被檢測於該先前引擎旋轉中時計數的計數器值 (Crn-O。然後，將判定所得到的結果是否等於或大於一控 胃 制重設設定值（Tr)。 換言之，判定如下之關係是否被滿足：Execute. 2(b) and one pulse signal of FIG. It is input to a CDI unit 28. Connect to a battery 3 〇. In addition, one dollar is 28. An ignition 窒 碴杻 碴杻 = Figure 8 shows a block diagram of one of the CDI units 28. The CDI unit 28 mainly includes a voltage increasing circuit 40, a power supply circuit 41, an ignition circuit 42, a waveform shaping circuit 43, and a control unit 44. These components are connected to the battery 30 via the main switch 29. The electric house raising circuit 40 is constructed to raise a voltage supplied from the battery 3 to a primary voltage suitable for performing an ignition. The power supply circuit 41 is constructed to generate a power supply voltage suitable for a control circuit. The ignition circuit 42 mainly includes a capacitor and a thyristor. The ignition circuit 42 is configured to output a voltage from the voltage boosting circuit 40 to the ignition coil 31 in accordance with one of the control units 44. The waveform shaping circuit 43 is configured to shape a waveform of a signal from the pulse generator 27 shown in Fig. 3(c) and re-output a signal shown in Fig. 3 (the sentence. The control unit 44 There is a function of receiving a shaping signal from the waveform shaping circuit 43 and detecting an elapsed time (T1, T2, ... of Fig. 2(b)) corresponding to the rotational speed of the projection 26. Further, the control unit 44 has detection The difference between the period τι and the period T2 is a function of the engine rotation speed decrease amount. In this case, the period T1 corresponds to the engine's rotation speed in the current engine rotation, and the period T2 corresponds to the engine's previous engine rotation (ie, one The rotational speed in the rotation immediately before the current engine rotation. In other words, the control unit 44 has a function of detecting the rotational speed of the engine and detecting the amount of decrease in the rotational speed of the engine. The rotor 25 having the protrusion 26, the pulse generator 27 and the control unit of the CDI unit 28 form a rotation speed detecting member. The control unit 44 forms a rotation speed decreasing amount detecting member. The rotation speed detecting member and the rotation speed are reduced. The measuring member forms an ignition control device. Further, a 141618.doc 201016957 engine 15 including the ignition plug 32, the ignition control device and the ignition coil 3丨 form an internal combustion engine. [Ignition Control Processing] Then a kind of suppression of the engine The rotary ignition control process will be described in detail below. Note that one of the series of steps of the ignition control process is performed by the control unit 44 of the CDI unit 28. <Collection of Pickup Signal> First, 'Generate from the pulse The process of capturing a signal (i.e., a pickup signal) by the device 27 will be described in detail below with reference to Fig. 9(a). The pickup signal is used to detect the rotational speed of the engine 15. The pickup signal is processed. In step 81, it is determined whether a signal rise is detected. The rise of a pick-up signal here means a rise of a pick-up signal in the previous engine rotation. Similarly, the rise of a pick-up signal corresponds here to Figure 2(b). Time T2u. When the rise of the pickup signal is detected, the process proceeds to step 82. In step S2, a value of a free running counter (FRC) is taken as The counter value in the immediately preceding engine rotation (Crn. W, more specifically, the counter value counted in the previous engine rotation when the rise of the pickup signal is detected). In this case, the FRC is A counter configured to continuously increase a minimum unit and repeat counting from zero when the counted value reaches the maximum value. The FRC is generally used to calculate the time. When the step S2 is completed, the process proceeds to step S3. In step s3, it is determined whether a drop of a pickup signal is detected. The drop of a pickup signal here means a drop of a pickup signal in the previous engine rotation. Further, the drop of the pickup signal corresponds here to FIG. 2 (b) Time T2d in ). When detecting 141618.doc -19- 201016957 to a fall of a pickup signal, the process proceeds to step S4. In step S4, a value of the FRC is retrieved as a counter value (匸^丨) counted in the rotation of the preceding engine when the fall of the pickup signal is detected. § Step S4 is completed, and the process proceeds to step g5. In step μ, it is determined whether or not the next rise of a pickup signal is detected. The next rise of a pickup signal here means the rise of a pickup signal in the current engine rotation. Similarly, the next rise of a pickup signal corresponds to the time τ 1 u in Figure 2(b). When a rise in a pickup signal is detected, the process proceeds to step S6. In step S6, a value of the FRC is retrieved as a counter value (Crn) in the current engine rotation (more specifically, when one of the picked up signals is detected in the current engine rotation) Count counter value). Then, it is determined in step S7 whether a drop of a pickup signal is detected. The drop in picking 彳§ here means a drop in the pick-up signal in the current engine rotation. Furthermore, the drop of a pickup signal corresponds here to the time Tld in Fig. 2(b). When a fall of a pickup signal is detected, the process proceeds to step S8. In step 88, a counter value of the FRC is retrieved as a count Is value (Csn) detected in the current engine rotation as a count of the fall of a pickup signal. <Control Condition Judgment Processing> The processing of an ignition control is performed using the values of the respective vanes obtained by the above processing. Figure 9(b) shows the series of steps of the ignition control process. First, in step S10, the counter value (Crn) measured when the rising of the pickup signal is detected 141618.doc -20· 201016957 is measured in the current engine rotation minus the rise of a pickup signal is detected in the The counter value (Crn-i) that was counted when the engine was previously spinning. Then, it is judged whether or not the obtained value is equal to or larger than a control start set value (Te). In other words, it is determined whether the following relationship is satisfied: TeH] In this case, the value "Cm-Cm" corresponds to the rotational speed of the engine. When the value is large, the engine speed is lower. On the other hand, when the value is small, the engine speed is higher. The control start set value (Te) is set to limit the ignition control process. In general, the engine does not rotate in the opposite direction when the engine speed is above a predetermined speed. Based on this, in this embodiment, the useless ignition is prevented in the rotational speed section in which the engine normally does not rotate in the opposite direction. Specifically, the control start setting value (Te) corresponding to the rotational speed at the start of the ignition control is thereby set. The ignition control process is configured to be executed only when the value "crn-crn-" is equal to or greater than the control start set value Te. In other words, the ignition control process is configured to be executed only when the engine speed is lower than the rotation speed corresponding to the control start set value Te. For example, the control start set value Te corresponds to the " speed of the engine 6 rpm. When the engine is at a lower speed than the control start set value Te in the current engine rotation, the process proceeds to step su. In step su, it is determined whether or not the amount of decrease in the engine rotational speed is equal to or greater than a predetermined value. Specifically, the counter value (Csn) when the drop in the number of juices is detected in the current engine rotation minus the count of the rise in a pickup signal is detected in the target 141618.doc -21· 201016957 The count II value (Cfn) when the engine is rotating. The result obtained corresponds to the engine speed of the engine in the period T1 of Fig. 2(b), i.e., the engine is in a predetermined crank time of the current engine rotation (i.e., when the protrusion 26 passes the pulse generator 27). Rotating speed. Further, the counter value counted by counting when the falling of the pickup signal is detected in the engine rotation is subtracted from the counter value when the rising of the seventh number is detected in the previous engine rotation (Crn-i The acquired value corresponds to the engine's rotational speed in the time period T2 of FIG. 2(b), ie, the predetermined crank time at which the engine is rotated by the previous engine (ie, the dog output 26 is passed through the pulse generator 27). The speed in time). Then, subtract the result of the subtraction in the rotation of the previous engine (ie, Ti=c^_Cr^ minus the subtraction result in the previous engine rotation (ie, T2=Csn iu. Then, the subtraction result will be determined). Whether (T1 - T 2) is equal to or greater than a reverse rotation detection & 疋 value (DN) «In other words, determine whether the following relationship is satisfied: DN<(Csn-Crn)-(Csn.1-crn.1) In step S11, a speed decrease amount from the engine's rotational speed in the previous engine rotation to the rotational speed in the target engine rotation is calculated. Then, it is determined whether the engine rotational speed decrease amount is equal to or greater than a predetermined value. In this case, Referring to Figures 2 to 5, the reverse rotation detection set value (DN) corresponds to one of the engine rotation speed reduction amounts for determining whether the engine is rotating in the opposite direction. In particular, the reverse rotation detection The set value (dn) corresponds to a threshold value indicated by a broken line_dotted line of Fig. 4. As described above, the reverse rotation detection set value (dn) is initially set to a unique value depending on the type of the engine. When the engine rotation speed drops by equal to or greater than a pre-1416 18.doc -22- 201016957 Ignition is prevented at the time of setting. Therefore, as shown in Figures 5 and 6, the engine is rotated less than - times in the opposite direction (-the continuous reverse rotation angle is less than 36 degrees). Therefore, the vibration on the various components in the reverse rotation of the engine will be suppressed. Next, in step S13, the counter value D when the rise of a pickup signal is detected in the current engine rotation is reduced. Going to the counter value (Crn-O) counted when the rise of the pickup signal is detected in the previous engine rotation. Then, it is determined whether the obtained result is equal to or greater than a controlled gastric reset set value (Tr). To determine if the following relationship is satisfied:

Tr<Crn-Crn., 在該引擎曾在步驟SU及S12中停止旋轉然後再次開始旋 轉的狀況下執行步驟S13中的判定以便在該引擎之轉速超 過一預疋速度（即設定值Tr或更大）時重啟正常點火處理。 當步驟S13中的判定結果為「是」，處理前進至步驟μ#。 • 然後，點火被允許於一初步設置時間執行。 [本實施例之有利功效] (a)根據本發明，該引擎之反向旋轉可基於從先前引擎旋 轉到目刚引擎旋轉的引擎旋轉速度下降量而被預測。當該 引擎之反向旋轉被預測到時，點火被避免於目前引擎旋轉 中發生。利用該構成為，在多個組件上抑制由該引擎之反 向旋轉而產生震動係可行的，同時該引擎之連續反向旋轉 角度可被控制為較小。此外，該引擎在目前引擊旋轉（即 目前衝程循環）中的轉速及在先前引擎旋轉（即緊接在該目 141618.doc •23· 201016957 前衝程循環之前的衝程循環)中的轉速可被比較。利用該 構成為，控制處理將係簡單的。 ()根據本發明’該引擎之轉速只使用__個用於檢測引 擎旋轉速度下降量的突出物而被檢測。因&，用於檢測該 引擎轉速的組件係簡單的。同時’此處無需高速控制處 理。換言之，可採用簡單的控制處理。Tr<Crn-Crn., in the case where the engine has stopped rotating in steps SU and S12 and then starts rotating again, the determination in step S13 is performed so that the engine speed exceeds a predetermined speed (i.e., set value Tr or more). Large) restarts normal ignition processing. When the decision result in the step S13 is "YES", the processing proceeds to the step μ#. • Then, ignition is allowed to be performed at a preliminary setup time. [Advantageous Effects of the Present Embodiment] (a) According to the present invention, the reverse rotation of the engine can be predicted based on the amount of decrease in the engine rotation speed from the previous engine rotation to the rotation of the engine. When the reverse rotation of the engine is predicted, ignition is prevented from occurring in the current engine rotation. With this configuration, it is possible to suppress the vibration generated by the reverse rotation of the engine on a plurality of components, and the continuous reverse rotation angle of the engine can be controlled to be small. In addition, the engine's speed in the current slamming rotation (ie, the current stroke cycle) and the rpm in the previous engine rotation (ie, the stroke cycle immediately before the 141618.doc •23·201016957 pre-stroke cycle) can be Comparison. With this configuration, the control process will be simple. () According to the present invention, the rotational speed of the engine is detected using only __ protrusions for detecting the amount of decrease in the rotational speed of the engine. Because &, the components used to detect the engine speed are simple. At the same time, no high-speed control is required here. In other words, a simple control process can be employed.

⑷根據本發明’該點火控制在該引擎通常不在相反方向 中旋轉的轉速區間中受限。因此，可靠執行-必要點火而 不執行一無用控制處理係可行的。(4) According to the present invention, the ignition control is limited in a rotational speed section in which the engine normally does not rotate in the opposite direction. Therefore, reliable execution - necessary ignition without performing a useless control process is feasible.

W在-種四衝程循環引擎的一個汽缸中，曲柄軸旋轉 兩次時點火執行一次。另一方面，在一種多缸引擎中，該 等汽缸的點火時間彼此不同。換言之，在曲柄轴旋轉兩次 時執行複數次點火。因此，該曲柄軸的旋轉力較大。在一 單汽缸4衝程引擎中，在該曲柄轴旋轉兩次時旋轉力藉由 爆炸而產生一次。因此，緊接在低轉速區間中的點火之 前，該單汽缸4衝程引擎之曲柄軸的旋轉力小於多汽缸引 擎之曲柄軸旋轉力。換言之，該單汽缸4衝程引擎具有更 大的機率在低轉速區間中以相反方向旋轉。因此，將本發 明應用于單汽缸4衝程引擎係有效地。 [其他示範實施例] (a)在前述實施例中，一突出物被提供於該外轉子永磁發 電機的轉子中。該引擎之轉速被構成為以便藉由檢測該突 出物而獲取。然而，一種具有複數個突出物的轉子亦可被 使用。在這種情況下，藉由經由檢測該等複數個突出物中 141618.doc -24· 201016957 似有 以檢 一種 任意一個的通過而獲取引擎轉速亦能到達本發明的相 利效果’即控制處理的簡便性。 W在前述實施例中，該自由運行計數器被構成為 測該引擎之轉速。然而，可使用任何適當的組 檢測引擎轉速的組件。In one cylinder of a four-stroke cycle engine, the ignition is performed once when the crankshaft is rotated twice. On the other hand, in a multi-cylinder engine, the ignition timings of the cylinders are different from each other. In other words, a plurality of ignitions are performed while the crankshaft is rotated twice. Therefore, the crankshaft has a large rotational force. In a single-cylinder 4-stroke engine, the rotational force is generated once by the explosion when the crankshaft is rotated twice. Therefore, the rotational force of the crankshaft of the single-cylinder 4-stroke engine is less than the crankshaft rotational force of the multi-cylinder engine immediately before the ignition in the low-speed range. In other words, the single cylinder 4-stroke engine has a greater probability of rotating in the opposite direction in the low speed range. Therefore, the present invention is effectively applied to a single-cylinder 4-stroke engine system. [Other exemplary embodiments] (a) In the foregoing embodiment, a projection is provided in the rotor of the outer rotor permanent magnet generator. The rotational speed of the engine is configured to be acquired by detecting the projection. However, a rotor having a plurality of protrusions can also be used. In this case, by detecting the plurality of protrusions 141618.doc -24· 201016957, it is possible to obtain the phase effect of the invention by obtaining an engine speed by detecting any one of the passages. Simplicity. In the foregoing embodiment, the free running counter is configured to measure the rotational speed of the engine. However, any suitable set of components that detect engine speed can be used.

⑷在前述實施例中’點火被設定以便在該轉子之突出物 之旋轉方向結束邊緣被檢測到時執行。然而，點火時間不 限於此。例如，點火可被設定以便在檢測到該突出物之旋 轉方向結束邊緣之後一預定時段消逝後執行。或者，點火 可被設定以便在檢測到該突出物之旋轉方向結東邊緣之後 該曲柄轴旋轉一預定角度時執行。 【圖式簡單說明】 圖1由概要圖（1(a)及1(b))組成以說明—引墾 W孥的兩個反向 旋轉模式； 圖2由一圖表（2(a))及一概要圖（2(b))組成以指示引擎旋 轉速度下降量與該引擎是否在該相反方向中 1J Y %轉之間的關 係； 圖3由若干個圖（3 (a)到3(d))組成以指示—提供於一轉子 中的突出物、一被一脈衝發生器產生的輪出信號及一藉由 對該輸出信號之一波形定形而獲取的信號之 J列關係， 圖4之圖表指示引擎旋轉速度下降量、該 7丨單疋否在該 相反方向中旋轉及該突出物在一先前引擎旌 手從轉中經過該脈 衝發生器之一時間之間的關係； 圖5之圖表指示一連續反向旋轉角度及是丕 疋否執行一點火 141618.doc -25- 201016957 之間的關係； 圖ό之圖表指示在一點火控制被執行於該引擎之一反向 旋轉的發生被預測的一種條件下之時所測量的引擎旋轉速 度下降量； 圖7由一種採用本發明之一實施例之一點火控制裝置的 機車之一側視圖及一點火系統之一概要圖組成； 圖8為該點火系統之一方塊圖； 圖 9(a)、 (b)由說明一 【主要元件符號說明】 1 機車 2 車體框架 3 前輪 4 後輪 5 座位 6 動力單元 7 車蓋部件 10 頭管 11 主框架 12 轉向轴 13 轉向把手 14 前又 15 引擎 16 驅動單元 17 傳動裝置 141618.doc •26- 後避震單元 啟動馬達 減速齒輪 單路離合器 曲柄轴 轉子 突出物 脈衝產生器 CDI單元 主開關 電池 點火線圈 點火塞 -27-(4) In the foregoing embodiment, the ignition is set so as to be performed when the end edge of the rotation direction of the projection of the rotor is detected. However, the ignition timing is not limited to this. For example, the ignition may be set to be performed after a predetermined period of time has elapsed after detecting the end edge of the rotation direction of the protrusion. Alternatively, the ignition may be set to be performed when the crankshaft is rotated by a predetermined angle after detecting the east edge of the rotation direction of the projection. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is composed of schematic diagrams (1(a) and 1(b)) to illustrate the two reverse rotation modes of 垦W孥; Figure 2 consists of a diagram (2(a)) and A summary (2(b)) is composed to indicate the relationship between the amount of decrease in engine rotational speed and whether the engine is in the opposite direction of 1J Y % turns; Figure 3 consists of several figures (3 (a) to 3 (d )) consisting of an indication—a protrusion provided in a rotor, a wheeling signal generated by a pulse generator, and a J-column relationship of a signal obtained by shaping a waveform of the output signal, FIG. 4 The graph indicates the relationship between the engine rotational speed drop, the rotation of the 7丨 unit in the opposite direction, and the time at which the protrusion passes through one of the previous engine picks from the pulse generator; Indicates a continuous reverse rotation angle and whether or not to perform a relationship between igniting 141618.doc -25- 201016957; the graph of the map indicates that the occurrence of a reverse rotation of one of the engines is predicted The amount of engine rotation speed measured under one condition; Figure 7 is a One embodiment of the ignition control device of one embodiment of the present invention is a schematic view of a side view of a locomotive and an ignition system; FIG. 8 is a block diagram of the ignition system; FIGS. 9(a) and (b) are illustrated by [Main component symbol description] 1 Locomotive 2 Body frame 3 Front wheel 4 Rear wheel 5 Seat 6 Power unit 7 Cover part 10 Head tube 11 Main frame 12 Steering shaft 13 Steering handle 14 Front 15 Engine 16 Drive unit 17 Transmission 141618 .doc •26- Rear suspension unit start motor reduction gear single clutch crankshaft rotor protrusion pulse generator CDI unit main switch battery ignition coil ignition plug -27-

Claims (1)

201016957 七、申請專利範圍： 1. 一種引擎點火控制裝置，用於控制該引擎點火包括： 轉速檢測構件，用於檢測一引擎旋轉中在一給定時間 之旋轉速度； 轉速下降檢測構件’基於該轉速檢測構件的檢測而檢 測從=前弓丨擎旋轉到—目前引擎旋轉之速度下降量， '•亥目刖弓丨擎旋轉係定義為執行點火時之引擎旋轉，該先 前引擎旋轉係定義為一緊接在該目前引擎旋轉之前的引 • 擎旋轉；及 點火防止構件，用於在該轉速下降檢測構件檢測到的 速度下降量大於-舊量時防止該目前引擎旋轉中之點 火。 2. 如請求項1的引擎點火控制裝置，其中該點火防止構件 所使用的該預定速度下降量係相當於當執行該點火中該 引擎在一相反方向中逆轉時一連續曲柄旋轉角度被預測 為等於或大於600度的速度下降量。 β 3. 如請求項2的引擎點火控制裝置，其中該轉速檢測構件 包含： '一旋轉部件’經構成為配合該引擎而旋轉； 一速度檢測組件’配置於該旋轉部件中，該速度檢測 組件沿著該旋轉部件之旋轉方向具有一預定長度；及 檢測構件’用於檢測該速度檢測元件通過之時段。 4·如請求項3的引擎點火控制裝置，其中該速度檢測組件 為一提供於該旋轉部件之一外周上的突出物。 141618.doc 201016957 5.如請求項1的引擎點火控制裝置，其進一步包括點火防 止限制構件’用於在該引擎被該轉速檢測構件檢測的轉 速等於或大於一預定轉速時限制該點火防止構件之控 制。 6. —種内燃機，其包括： 一單汽缸4衝程汽油引擎，其包含一點火塞； 一點火線圈，連接至該點火塞； 一點火控制裝置，連接至該點火線圈，該點火控制裝 置經構成為以控制該點火塞之點火，該點火控制裝置包 含： 轉速檢測構件，用於檢測在該引擎之旋轉中於一給 定時間之該引擎之旋轉速度； 。 轉速下降檢測構件，基於該轉速檢測構件的檢測而 檢測從-先前51擎旋轉到—目前引擎旋轉之速度下降 量，該目前引擎旋轉係定義為執行點火時的一引擎旋 轉’該先前引擎旋轉係定義為一緊接在該目前弓丨擎旋 轉之前的引擎旋轉；及 點火防止構件，用 的速度下降量大於一 中之點火。 於在该轉速下降檢測構件檢測到 預定值時防止在該目前引擎旋轉 7. —種機車，其包括： 一車體框架； 一驅動單元，其包含·· -单衝程汽油引擎，藉由該車體框架予以支 U\6n.doc 201016957 撐；及 一點火控制裝置，經構成為以控制該引擎之點火， 該點火控制裝置具有： 轉速檢測構件，用於檢測在該引擎之旋轉中於一 給定時間之該引擎的旋轉速度； 轉速下降檢測構件，基於該轉速檢測構件的檢測 而檢測從一先前引擎旋轉到一目前引擎旋轉之速度 下降量，該目前引擎旋轉係定義為執行點火時的一 引擎旋轉，該先前引擎旋轉係定義為—緊接在該目 前引擎旋轉前面的引擎旋轉；及 點火防止構件，用於在該轉速下降檢測構件檢測 到的速度下降量大於-狀值時防止在該目前引擎 旋轉中之點火， 一座位，配置於該驅動單元之上； 一對前輪及後輪，藉由該車體框架予以支撐.及 -驅動力傳動單元，經構成為以將該驅動單元之一驅 動力傳送至該前輪或後輪。 141618.doc201016957 VII. Patent application scope: 1. An engine ignition control device for controlling the engine ignition includes: a rotation speed detecting member for detecting a rotation speed of a certain engine rotation at a given time; and a rotation speed drop detecting member' The detection of the rotation speed detecting member detects the rotation from the front bow engine to the current speed of the engine rotation, and the '•海目刖弓丨engine rotation is defined as the engine rotation when the ignition is performed, and the previous engine rotation system is defined as An engine rotation immediately before the current engine rotation; and an ignition preventing member for preventing ignition of the current engine rotation when the speed decrease amount detected by the rotation speed decrease detecting member is greater than - the old amount. 2. The engine ignition control device of claim 1, wherein the predetermined speed reduction amount used by the ignition preventing member is equivalent to a continuous crank rotation angle predicted to be reversed when the engine is reversed in an opposite direction when the ignition is performed. A speed drop equal to or greater than 600 degrees. The engine ignition control device of claim 2, wherein the rotation speed detecting member comprises: 'a rotating member' configured to rotate in cooperation with the engine; a speed detecting assembly 'disposed in the rotating member, the speed detecting assembly The rotation direction of the rotating member has a predetermined length; and the detecting member ' is for detecting a period during which the speed detecting element passes. 4. The engine ignition control device of claim 3, wherein the speed detecting component is a protrusion provided on an outer circumference of one of the rotating members. The engine ignition control device of claim 1, further comprising an ignition prevention limiting member for limiting the ignition preventing member when the engine is detected by the rotation detecting member at a rotation speed equal to or greater than a predetermined rotation speed control. 6. An internal combustion engine comprising: a single cylinder 4-stroke gasoline engine including an ignition plug; an ignition coil coupled to the ignition plug; an ignition control device coupled to the ignition coil, the ignition control device configured In order to control the ignition of the ignition plug, the ignition control device includes: a rotation speed detecting member for detecting a rotation speed of the engine at a given time in the rotation of the engine; The rotation speed lowering detecting member detects a speed decrease from the previous 51 engine rotation to the current engine rotation based on the detection of the rotation speed detecting member, the current engine rotation system being defined as an engine rotation when performing ignition 'the previous engine rotation system It is defined as an engine rotation immediately before the rotation of the current bow engine; and the ignition preventing member is used for a speed reduction greater than that of one of the ignitions. The locomotive is prevented from rotating at the current engine when the rotational speed detecting member detects a predetermined value, and includes: a vehicle body frame; a driving unit including a single-stroke gasoline engine, by the vehicle And the ignition control device is configured to control the ignition of the engine, the ignition control device has: a rotation speed detecting member for detecting a rotation in the engine a rotation speed of the engine for a predetermined time; a rotation speed drop detecting member detects a speed decrease amount from a previous engine rotation to a current engine rotation based on the detection of the rotation speed detecting member, the current engine rotation system being defined as one when performing ignition Engine rotation, the previous engine rotation system is defined as - engine rotation immediately before the current engine rotation; and an ignition preventing member for preventing the speed drop detected by the rotation speed drop detecting member from being greater than a - value The ignition of the current engine rotation, one seat, is arranged on the drive unit; a pair of front and rear wheels, It is supported by the frame and the vehicle body - the driving force transmission unit configured to transmit through to the front or rear wheel drive force to one of the driving unit. 141618.doc
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