TW479106B - Starter, start control device, and crank angle detector of internal combustion engine - Google Patents

Starter, start control device, and crank angle detector of internal combustion engine Download PDF

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Publication number
TW479106B
TW479106B TW089124761A TW89124761A TW479106B TW 479106 B TW479106 B TW 479106B TW 089124761 A TW089124761 A TW 089124761A TW 89124761 A TW89124761 A TW 89124761A TW 479106 B TW479106 B TW 479106B
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Taiwan
Prior art keywords
engine
internal combustion
crankshaft
combustion engine
starting
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TW089124761A
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Chinese (zh)
Inventor
Mitsunori Inaba
Yutaka Nozue
Hidekazu Uchiyama
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Mitsuba Corp
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Publication of TW479106B publication Critical patent/TW479106B/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • 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
    • F02P7/0675—Electromagnetic pick-up devices, e.g. providing induced current in a coil with variable reluctance, e.g. depending on the shape of a tooth
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

A start control device of an internal combustion engine capable of realizing a more efficient start control of the engine by recognizing the absolute angle of an engine crank shaft, wherein the absolute angle of the crankshaft (13) is calculated based on the ignition reference signal of the engine and the commutation position pulse signal of a starter motor (10) and the starter motor (10) is controlled based on the absolute angle. The starter motor (10) is rotated reversely based on the calculated absolute angle, and rotated forwardly to start the engine after the crankshaft (13) is temporarily rotated reversely to an expansion stroke, whereby, because the timing of the crankshaft (13) from reverse to forward rotation is controlled accurately by the absolute angle to enable an efficient engine start control, an efficient inertia start control can be realized, and the absolute angle of the crankshaft (13) of the engine can be recognized accurately by a crank angle detector without increasing the number of reluctors (40).

Description

479106 A7 B7 695 lpif.doc/008 五、發明說明（I ) 發明領域 本發明是關於內燃機的啓動裝置與啓動控制裝置，係 適用於啓動二輪機動車或四輪汽車之內燃機。且特別是關 於二輪機動車或四輪汽車之內燃機之曲軸角檢測裝置。 發明背景 引擎（內燃機）之啓動，係具有吸入燃料的混合氣體、 壓縮與爆發等行程，並利用電瓶作爲驅動源，再利用曲軸 軸心之旋轉，以保持引擎啓動時所需之旋轉外力。 習知之啓動方式係於發動機旋轉時之減速裝置之間介 入曲軸軸心的旋轉之傳達裝置，並直接連接至曲軸軸心的 發動機。介入減速機構之曲軸軸心旋轉裝置係設置於引擎 飛輪之外圍，且副齒輪與環形齒輪相齧合，副齒輪沿著發 動機軸心進行前後移動。啓動的時候，副齒輪與環形齒輪 相齧合會傳達給曲軸軸心減速的旋轉力，啓動完成後，脫 離齧合位置回到原位。 通常，停止引擎的時候，曲軸軸心會有惰性旋轉，且 在引擎壓縮行程中，制動器作用產生壓縮負載，一旦停止 旋轉之後，壓縮負載會向反方向提供少許之反作用力，使 位於壓縮行程的下終止點附近之停止位置多退後了一些。 又，當引擎啓動的時候，曲軸軸心係由壓縮行程下的終點 附近之位置開始旋轉，因此會自多退一些之位置開始。 但是，曲軸軸心自此位置開始旋轉之曲軸扭轉之狀況 下，自從直接開始旋轉之後，啓動發動機閘門時，附近之 電流流入曲軸軸心，使之加入了壓縮的負載以及在最大位 4 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製479106 A7 B7 695 lpif.doc / 008 V. Description of the Invention (I) Field of the Invention The present invention relates to a starting device and a starting control device for an internal combustion engine, and is suitable for starting an internal combustion engine of a two-wheeled vehicle or a four-wheeled vehicle. In particular, it relates to a crank angle detection device for an internal combustion engine of a two-wheeled vehicle or a four-wheeled vehicle. BACKGROUND OF THE INVENTION The starting of an engine (internal combustion engine) has a mixture of fuel intake gas, compression and explosion, and uses a battery as a drive source, and then uses the rotation of the crankshaft axis to maintain the rotational external force required when the engine starts. The conventional starting method is a transmission device that transmits the rotation of the crankshaft axis between the decelerating devices when the engine is rotating, and is directly connected to the engine with the crankshaft axis. The crankshaft axis rotation device intervening in the speed reduction mechanism is provided on the periphery of the engine flywheel, and the auxiliary gear meshes with the ring gear. The auxiliary gear moves forward and backward along the engine axis. When starting, the meshing of the pinion and the ring gear will transmit the rotational force of the crankshaft axis deceleration. After the starting is completed, the disengagement position returns to the original position. Normally, when the engine is stopped, the crankshaft axis will rotate inertly, and during the compression stroke of the engine, the brake acts to generate a compressive load. Once the rotation is stopped, the compressive load will provide a small reaction force in the opposite direction, making the The stop position near the lower end point has receded a little. Also, when the engine is started, the crankshaft axis starts to rotate from a position near the end point under the compression stroke, so it will start from a more retracted position. However, when the crankshaft axis started to rotate from this position and the crankshaft is twisted, when the engine gate is started directly after starting to rotate, the nearby current flows into the crankshaft axis, which adds a compressive load and a maximum of 4 papers. Standards are applicable to China National Standard (CNS) A4 specifications (210 X 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs

··* _ · 鼻 - 良 · , ί 1 * 6 -· I I ϋ 1 _1 ϋ ϋ 一一口，a MB a·· a·» I I ϋ 1 ϋ n 1 I ϋ l I I l ϋ n ϋ ί I ϋ ϋ ϋ I 479106 B7 6 9 5 lp i f . doc /0 0 8 五、發明說明（>) 置之壓縮反作用力，致使曲軸軸心之速度增加。又，此時 轉矩發生閘門轉矩超過相同的轉矩上之終點。且啓動發動 機會發生轉距超過閘門轉矩之必要的容量之情形。 特別是，減速機構係直接連接於曲軸軸心之ACG發 動機裝置及啓動發動機之情形。由於必須發生大閘門轉 矩，所以大型高價之發動機沒有使用上的問題。然而，當 使用於具有磁鐵之磁界的情形下，必然會有強的磁界，所 以在進行ACG動作時，旋轉會有大的旋轉阻抗，而導致 燃費與輸出能量之降低，招致問題之產生。 又，一般的引擎（內燃機）係具有吸入燃料的混合氣 體、壓縮、點火、爆發與排氣等連續之行程，可經由曲軸 軸心之旋轉輸出而得。因此，點火時期與開閥時機之控制， 或引擎旋轉數之控制等的基準必須利用信號控制。所以， 多數的引擎係採用後列所構成之基準信號，如阻抗、被稱 爲鐵製的突起物或脈衝線圈等作爲信號產生之裝置，以得 到脈衝信號。 此型式的引擎係由飛輪、啓動發動機的旋翼、曲軸軸 心與位於同旋轉之旋轉體之特定位置上的阻抗所形成。 又，另一方面來說，水平側設置有脈衝線圈，且阻抗配置 於通過其附近之位置上。所以當阻抗伴隨著曲軸軸心的旋 轉通過脈衝線圏之附近時，此近接觸之距離可使脈衝線圈 發生相反方向的電氣訊號，以輸出脈衝信號。 通常在所定之曲軸角位置時輸出脈衝信號，用以作爲 點火基準信號，實施點火時機之控制。又，在旋轉體上形 5 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製·· * _ · Nose-Good ·, ί 1 * 6-· II ϋ 1 _1 ϋ ϋ ϋ One sip, a MB a ·· a · »II ϋ 1 ϋ n 1 I ϋ l II l ϋ n ϋ ί I ϋ ϋ I 479106 B7 6 9 5 lp if. doc / 0 0 8 V. Description of the invention (>) The compression reaction force is set, which causes the speed of the crankshaft axis to increase. At this time, the torque generation gate torque exceeds the end point on the same torque. And the starting engine may have a torque exceeding the necessary capacity of the gate torque. In particular, the reduction mechanism is a case where the ACG engine is directly connected to the crankshaft axis and the engine is started. Since a large gate torque must occur, there is no problem in using a large and expensive engine. However, when it is used in the case of a magnetic boundary with a magnet, a strong magnetic boundary is bound to occur. Therefore, when ACG operation is performed, the rotation will have a large rotational resistance, which will cause the reduction of fuel consumption and output energy, which will cause problems. In addition, a general engine (internal combustion engine) has a continuous stroke such as a mixture of fuel intake, compression, ignition, burst, and exhaust, which can be obtained through rotation output of a crankshaft axis. Therefore, the control of the ignition timing and the timing of opening the valve, or the control of the number of engine revolutions must be controlled by signals. Therefore, most engines use a reference signal composed of the following columns, such as impedance, a protrusion called iron, or a pulse coil as a signal generating device to obtain a pulse signal. This type of engine is formed by the flywheel, the rotor that starts the engine, the crankshaft axis, and the impedance at a specific position of the rotating body that rotates together. On the other hand, a pulse coil is provided on the horizontal side, and the impedance is arranged at a position near the pulse coil. Therefore, when the impedance accompanies the rotation of the crankshaft axis through the vicinity of the pulse line ，, the close contact distance can cause an electrical signal in the opposite direction to the pulse coil to output a pulse signal. Generally, a pulse signal is output at a predetermined crank angle position, which is used as an ignition reference signal to control the ignition timing. Also, it is shaped on the rotating body. This paper size is in accordance with the Chinese National Standard (CNS) A4 specification (210 X 297 mm) (Please read the precautions on the back before filling this page) Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs

-_· I 蜃 a_^i I 1 n ϋ·· ϋ in 1 ·ϋ ·ϋ I —ϋ *ϋ n ϋ ϋ i^i —Bi n Hi n an I 479106 A7 B7 951pif.doc/008 五、發明說明（3 ) 成1個前述之阻抗係爲構成主流’這種情形，脈衝信號係 曲軸軸心旋轉一次即輸出一次。因此’此脈衝信號之間隔 是基於引擎旋轉數所計算出來的’此計算値用以實行燃料 噴射量控制等之各種處理。 可是，近年來，引擎朝向高性能化之同時，伴隨著控 制型態之複雜化，曲軸軸心旋轉一次之間控制器之旋轉數 變動，如此必要有對應之細密控制。當前述之阻抗數增加 時，則需以細小的角度間隔輸出脈衝信號，以得到高性能 之控制表現。 但是，增加阻抗之個數，會導致分加工工數之增大， 且需利用精密的控制製程以增加阻抗，所以會發生成本增 加之問題。 本發明之目的係提出利用辨識引擎之曲軸軸心之絕對 角度以具體實現較佳效率之引擎啓動控制。又，本發明之 目的係在不增加阻抗個數之情形下，提供曲軸角檢查裝置 之辨識，以正確地得到引擎之曲軸軸心的絕對角度。 本發明之前述目的及其他目的的新規特徵，已明白地 記述於本說明書及所附圖式中。 發明槪述 本發明的內燃機啓動裝置係具有連結於啓動發動機& 內燃機的曲軸軸心、利用前述內燃機之點火基準信號與w 述曲軸軸心之絕對角度爲基礎取得旋轉脈衝信號，以及利 用前述絕對角度爲基礎控制前述啓動發動機之控制裝 的特徵。 、 6 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 -**» 栽'鬌/ -> I I I I I 1 ! « — — — — — 111 — — — — ^> — — — — — — 1111. 479106 6951pif.doc/008 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（“） 又，本發明的內燃機啓動裝置係具有連結於啓動發動 機之內燃機的曲軸軸心、利用前述內燃機之點火基準信號 與前述曲軸軸心之絕對角度爲基礎取得前述啓動發動機之 整流位置之脈衝信號，利用前述絕對角度爲基礎控制前述 啓動發動機之控制裝置等的特徵。 在本發明中，利用曲軸軸心之絕對角度以取得點火基 準信號及整流位置之脈衝信號等既存之信號，並以之爲基 礎控制啓動發動機。因此，利用附設曲軸角偵測器偵測曲 軸軸心之絕對角度以正確地啓動控制，進而實現較佳引擎 啓動之效率。 此時，前述之控制裝置係位於利用前述絕對角度爲基 礎之前述曲軸軸心所定之曲軸位置，一旦反轉通電後之正 轉通電即可良好地啓動前述內燃機。因此，曲軸軸心之反 轉正轉之正確地控制時機、並非無助於引擎啓動控制， 而是可進行具較佳效率之慣性啓動控制。 此時，前述正轉通電係藉良好地檢查前述曲軸軸心， 並於檢查出前述曲軸軸心到達所定曲軸角位置之後，開始 正轉。 另外，前述內燃機在具有2個脈動引擎（stroke engine) · 之情形下，加入前述之點火基準信號，係爲脈衝線圈與阻 抗所發生的第2基準信號。 再加上前述控制裝置，等待時停止空轉、開車時再啓 動引擎之停止或啓動動作信號，在前述內燃機停止後之再 啓動時，至少在前述內燃機所定旋轉數以下時，辨識前述 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 請 先 閱 讀 背 事 項 再 填 % 本 頁 鑲 I I 訂 a I I I I I I I 4 479106 6951pif.doc/008 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（t ) 絕對角度之起始點，前述內燃機再啓動時，利用停止後之 前述絕對角度爲基礎，定出前述曲軸軸心之曲軸位置，— 旦反轉通電後之正轉通電即可良好地啓動前述內燃機。 又，前述控制裝置係在超過前述內燃機之壓縮行程之 後停止，並在下次啓動時，利用前述內燃機停止前所取得 之則述絕㈣角度爲基礎，定出目丨j述曲軸軸心之曲軸位置， 一旦反轉通電後之正轉通電即可良好地啓動前述內燃機。 另外，前述控制裝置係在前述反轉時先選定位置點， 此時前述曲軸軸心位於點火基準信號發生位置之正轉方向 一側之位置上最好先進行預備旋轉。如此，在曲軸軸心反 轉時必然會通過點火基準信號發生位置，以確實取得點火 基準信號。 再加上前述控制裝置係至少利用電瓶電壓或引擎溫度 任何一種作爲基礎，調整前述曲軸軸心之適合的反轉停止 通電位置及正轉開始位置。如此，利用電瓶或引擎狀態爲 基礎之細部啓動控制，可以縮短啓動時間。 另一方面，本發明之內燃機啓動裝置係連結於啓動發 動機之內燃機曲軸軸心上的驅動控制以作爲內燃機之啓動 控制裝置。且具備有前述內燃機取得點火基準信號的點火 基準信號取得裝置、則述啓動發動機取得整流位置脈衝信 號的整流脈衝信號取得裝置、利用前述點火基準信號與前 述整流位置脈衝信號爲基礎算出前述曲軸軸心絕對角度的 絕對角度算出裝置及利用前述所算出之絕對角度爲基礎控 制前述啓動發動機之發動機控制指示裝置等之特徵。 8 (請先閱讀背面之注意事項再填寫本頁) -· n ma— emmmB mmae ^M§ I · mtmm 言 -線-----Γ---_-------- 本紙張尺度適用中國國家標準（CNS)A4規格（210 x 297公釐） 479106 B7 6951pif.doc/〇〇; 五、發明說明（乙） 又在本發明之控制裝置中，係利用點火基準信號或整 流位置脈衝信號等既存的信號，以取得曲軸軸心之絕對角 度。利用此啓動發動機之控制爲基礎，再附設曲軸角檢測 器以利用曲軸軸心之絕對角度正確地進行啓動控制，並實 現較佳效率的引擎啓動。 此時，前述發動機控制指示裝置係利用前述絕對角度 爲基礎，在前述曲軸軸心所定之曲軸位置一旦反轉通電， 並於到達檢查出前述曲軸軸心所定之曲軸角位置之後，或 是在檢查出前述曲軸軸心開始正轉之後，適度地進行正轉 通電。 又’前述啓動控制裝置係具備有檢知電瓶電壓之電瓶 電壓檢知裝置與檢知引擎溫度之引擎檢知裝置。前述發動 機控制指示裝置係適合於至少利用前述電瓶電壓或引擎溫 度之任何一種及前述絕對角度爲基礎，進行控制前述啓動 發動機。如此，利用電瓶或引擎狀態爲基礎之細部啓動控 制，可以縮短啓動時間。 又，在此所提及之正轉係指引擎正常的旋轉方向而 言，反轉係指正常旋轉方向之反方向的旋轉方向而言。 本發明的內燃機曲軸角檢出裝置係利用連結於曲軸軸 心上之內燃機曲軸角檢出裝置，進行電刷啓動發動機之啓 動，在前述曲軸軸心上設置之旋轉體上形成阻抗，且於前 述旋轉體之附近配置有通過前述阻抗依所定之曲軸角伴隨 著發生電氣訊號之基準信號發生裝置、前述啓動發動機之 旋轉伴隨著發生前述啓動發動機控制用的整流位置信號之 9 本紙張尺度適用中國國家標準（CNS)A4規格（21〇 X 297公爱） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 . 癱 ••一 Ψ 豢 I · ϋ ϋ I ϋ I ϋ I 一 θ' · -ϋ n i«i ϋ ϋ n ϋ I ϋ ^1 ϋ ϋ ϋ n n n n n ϋ ϋ I ϋ n I n n n I - 479106 6951pif.doc/008 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（ο ) 整流位置信號發生裝置、利用前述整流位置訊號爲基礎形 成所定週期之角度脈衝之角度脈衝形成裝置及利用前述基 準信號發生裝置所產生的電氣信號與前述角度脈衝爲基 礎，算出前述曲軸軸心絕對角度的曲軸角度算出裝置等。 在本發明中，利用基準信號發生裝置所產生的電氣信 號及整流位置信號所形成之角度脈衝爲基礎所算出的曲軸 軸心之絕對角度。在此，不需增設阻抗或附設曲軸角度偵 測器等即可掌握目前的曲軸角，再利用曲軸角爲基礎實行 高精密度的引擎控制。因此，不會有增加加工工數或增加 零件數等增加成本的因素存在，而且可以具有對應之高性 能引擎之控制。 此時，利用前述基準信號發生裝置輸出適當的點火基 準信號以決定前述內燃機之點火時機。此活用既存之信 號，即可以抑制成本之提高。 又，前述整流位置信號發生裝置係利用多數相輸出脈 衝信號，前述角度脈衝形成裝置則是利用前述多數相的脈 衝信號之變化爲基礎形成所定週期之角度脈衝信號，前述 曲軸角算出裝置係利用前述基準信號發生裝置所產生的電 氣信號輸入前述角度脈衝計數，以良好地算出前述曲軸軸 心之絕對角度。 爲讓本發明之上述和其他目的、特徵、和優點能更明 顯易懂，下文特舉四個較佳實施例，並配合所附圖式，作 詳細說明如下： 圖式之簡單說明 (請先閱讀背面之注意事項再填寫本頁) Φ 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 香 J 丨、· ·* ammmw ·1 ·· 1· Μ·— I mmm§ mmwmm ϋ n ϋ 1 ton ϋ 1 ϋ I mm— l_i ϋ i^i 1§ »_1 I ϋ ϋ l * 言 479106 A7 B7 695 1pif . doc/008 五、發明說明（Y) 第1圖所示爲本發明之第一較佳實施例之由啓動發動 機所構成適用於引擎啓動裝置的剖面圖。 第2圖所示爲第1圖之啓動發動機之省略封蓋之機殼 的正視圖。 第3圖所示爲第1圖之啓動發動機之構成的控制系統 的塊狀圖。 第4圖所示爲第1圖之啓動發動機之控制適用於利用 CPU作爲啓動控制之相關機能構成裝置的說明圖。 第5圖所示爲本發明之第一較佳實施例之引擎啓動動 作的示意圖：（a)各行程之啓動負載，（b)啓動能量，（c)啓 動動作時之活塞位置，（d)整流位置偵測器開始的脈衝信 號，（e)表示點火基準信號。 第6圖所示爲本發明之第一較佳實施例之引擎啓動控 制順序的流程圖。 第7圖所示爲本發明之第一較佳實施例之引擎啓動控 制順序的流程圖。 第8圖所示爲整流位置脈衝信號與點火基準信號的關 係說明圖。 第9圖所示爲本發明之第二較佳實施例之引擎啓動動· 作的示意圖：（a)各行程之啓動負載，（b)啓動能量，（c)啓 動動作時之活塞位置，（d)整流位置偵測器開始的脈衝信 號，（e)表示點火基準信號。 第10圖所示爲本發明之第二較佳實施例之引擎啓動 控制順序的流程圖。 (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 --i **<,,~K |· ' I n I ·1 -I n ϋ I I mmMmm mmMm I ϋ ϋ ϋ 1 -ϋ ϋ i-i ϋ 1 ϋ n n ϋ ϋ ϋ ^1 §1 - 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 479106 A7 B7 6 9 5 lp i f . doc /0 0 8 五、發明說明（1 ) 第11圖所示爲本發明之第二較佳實施例之預備正轉 處理順序的流程圖。 第12圖所示爲本發明之啓動控制裝置的控制測試表。 第13圖所示爲本發明適用於利用CPU作爲曲軸角查 出處理之相關機能構成裝置的說明圖。 第14圖所示爲本發明之整流位置檢出偵測信號、利 用整流位置檢出偵測信號所形成之角度脈衝及點火基準信 號等的關係說明圖。 第15圖所示爲本發明在角度脈衝的間隔爲60度時之 整流位置檢出偵測信號、角度脈衝及點火基準信號的各別 關係之說明圖。 第16圖所示爲本發明在角度脈衝的間隔爲1〇度時之 整流位置檢出偵測信號、角度脈衝及點火基準信號的各別 關係之說明圖。 第17圖所示係說明（a)角度脈衝週期間隔爲5度之情 形、（b)角度脈衝週期間隔爲15度之情形、（c)角度脈衝 間隔在高旋轉領域下考慮CPU負載進行調整之情形。 圖式之標記說明： ---------.---------參--------訂 (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 10 啓動發動機 11 引擎箱 12 固定子 13 曲軸軸心 14 旋轉子 15 :軛 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 479106 經濟部智慧財產局員工消費合作社印製 五、發明說明（（， 16 :輪轂 17 :接收器螺瑁 18 :永久磁鐵 19 :核心 20 :外殼 21 :螺栓 22 :核心主體 23 :突極 24 :固定子線圈 25 :整流位置檢出偵測器 26 :蓋子 31 :發動機裝置 32 ： CPU 34 :啓動開關 35 :點火線圈 36 :點火單元 37 :唯讀記憶體 38 :隨機存取記憶體 39 :點火開關 40 :阻抗 41 :脈衝線圈 42 :磁鐵偵測器 51 :點火基準信號取得裝置 52 :整流位置脈衝信號取得裝置 (請先閱讀背面之注意事項再填寫本頁) ·· 訂---------線— —— 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 479106 A7 B7 ：951pif.doc/008 五、發明說明（（ί) 53 :絕對角度算出裝置 54，154 :發動機控制指示裝置 55 :電瓶電壓檢知裝置 56 :引擎溫度檢知裝置 152 :角度脈衝形成裝置 153 :曲軸角算出裝置 較隹實施例之詳細說明 接下來以本發明之較佳實施例的圖示爲基礎加以詳細 說明。 (第一較佳實施例） 第1圖所示爲本發明之第一較佳實施例之由啓動發動 機所構成適用於引擎啓動裝置的剖面圖。第2圖所示爲第 1圖之啓動發動機之省略封蓋之機殼的正視圖。第3圖所 示爲第1圖之啓動發動機之構成的控制系統的塊狀圖。 第1圖的啓動發動機（以下簡稱發動機）1〇係直接連 結在二輪機動車用的四汽缸引擎上，並備有固定在引擎的 引擎箱11上之固定子12、連結在引擎的曲軸軸心13上的 旋轉子（旋轉體）14。 旋轉子14上具備有軛15，係利用鐵等磁性材料形成· 有底且薄長之圓筒形狀。此軛15之底壁的內面設有呈同 心圓狀一體成形的圓筒形狀輪轂16。輪轂16與曲軸軸心 13之各別兩面之間的楔子係利用接收器螺瑁17結合在一 起。此旋轉子14係固定於曲軸軸心13上以一同旋轉。在 軛15的內周面上以多個方向配置固定有由界面磁子磁極 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 I I 、 · · ， * - · · n i 1 n -1 ϋ ϋ^OJt 1 1 ·ϋ ml n i_i ϋ I ϋ ϋ 1 ϋ I ϋ n ϋ 1 n n ϋ n ϋ n ϋ .1 ϋ . 479106 A7 B7 6951pif-d〇c/008 五、發明說明（（V) 所構成之永久磁鐵18，兩相鄰之永久磁鐵18係爲不同磁 極。 核心19具備有發動機10之固定子12，且係利用鐵等 磁性材料形成略成星狀之薄長圓盤形狀。核心19與位於 引擎箱11外面的曲軸軸心13以同心圓排列安裝於外殻20 之中，連接的方法係利用螺栓21加以連接固定。又，在 外殼20之外側加裝蓋子26。所以在外殻20之內，利用旋 轉子14做爲外圍以包圍固定子12之外側，利用曲軸軸心 13驅動固定子12之周圍以旋轉旋轉子14。 核心本體22具備有核心19，且係利用鐵製的磁性材 料以多層薄板一體成形之方法形成環形室形狀。在核心本 體22之外圍設置有呈放射狀之多個突極23。固定子線圈 24係利用三相結線分別纏繞於各個突極上23，此固定子 線圏24連接於發動機裝置31之未繪出之接頭介於導線與 組電線（全部未圖示）之間。即，此發動機10係構成發 動機裝置31所驅動之電刷式發動機。 又，在發動機10中，蓋子26內配置有多個整流位置 檢出偵測器25(整流位置信號發生裝置）（例如是3個）， 整流位置檢出偵測器25係藉由磁鐵偵測器42之磁氣感應 以檢出旋轉子14之旋轉位置所構成。藉由整流位置檢出 偵測器25之輸出以供給後述介於發動機裝置31之CPU(啓 動控制裝置）32，發動機裝置31藉由整流位置檢出偵測 器25得到之檢出信號生成相對應的通電信號，再利用此 通電信號爲基礎提供固定子線圏24電流以使固定子線圈-_ · I 蜃 a_ ^ i I 1 n ϋ ·· ϋ in 1 · ϋ · ϋ I —ϋ * ϋ n ϋ ϋ i ^ i —Bi n Hi n an I 479106 A7 B7 951pif.doc / 008 V. Invention Explanation (3) In the case where one of the aforementioned impedance systems constitutes the mainstream, the pulse signal is output once when the crankshaft axis is rotated once. Therefore, the interval of this pulse signal is calculated based on the number of engine revolutions. This calculation is used to perform various processes such as fuel injection amount control. However, in recent years, as engines have become increasingly high-performance, with the complication of control patterns, the number of rotations of the controller has changed during one rotation of the crankshaft center, so corresponding fine control is necessary. When the aforementioned impedance number is increased, it is necessary to output pulse signals at small angular intervals to obtain high-performance control performance. However, increasing the number of impedances will lead to an increase in the number of processing steps, and it is necessary to use a precise control process to increase the impedance, so the problem of cost increase will occur. The purpose of the present invention is to propose the use of identifying the absolute angle of the crankshaft axis of the engine to implement the engine starting control with better efficiency. In addition, the object of the present invention is to provide identification of a crank angle inspection device without increasing the number of impedances, so as to accurately obtain the absolute angle of the crank axis of the engine. The new regulatory features of the foregoing and other objects of the present invention are clearly described in this specification and the drawings. DESCRIPTION OF THE INVENTION The internal combustion engine starting device of the present invention includes a crankshaft axis connected to a start engine & an internal combustion engine, obtains a rotation pulse signal based on an ignition reference signal of the internal combustion engine and an absolute angle of the crankshaft axis, and uses the absolute The angle is based on the characteristics of the control device that controls the aforementioned starting of the engine. 、 6 This paper size is in accordance with Chinese National Standard (CNS) A4 (210 X 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs-** »''鬌 /-> IIIII 1! «— — — — — 111 — — — — ^ > — — — — — 1111. 479106 6951pif.doc / 008 A7 B7 Printed by the Consumer Cooperative of Intellectual Property Bureau of the Ministry of Economic Affairs Description of the invention (") The internal combustion engine starting device of the present invention has a crankshaft axis of an internal combustion engine connected to the starting engine, and obtains a rectified position of the starting engine based on an absolute reference angle of the ignition reference signal of the internal combustion engine and the crankshaft axis. The pulse signal uses the above-mentioned absolute angle as a basis to control the characteristics of the aforementioned control device for starting the engine, etc. In the present invention, the absolute angle of the crankshaft axis is used to obtain existing signals such as the ignition reference signal and the pulse signal of the rectified position, and Based on this, the engine is started and controlled. Therefore, the crankshaft angle detector is used to detect the absolute angle of the crankshaft axis. Start the control correctly to achieve better engine starting efficiency. At this time, the aforementioned control device is located at the crankshaft position determined by the aforementioned crankshaft center based on the aforementioned absolute angle. The internal combustion engine is started well. Therefore, the correct timing of the reverse rotation and forward rotation of the crankshaft axis does not help the engine start control, but can perform inertial start control with better efficiency. The crankshaft axis is well inspected, and it is checked that the crankshaft axis has reached a predetermined crank angle position, and then starts to rotate forward. In addition, the aforementioned internal combustion engine is added with the two stroke engines. The ignition reference signal is the second reference signal generated by the pulse coil and the impedance. In addition to the aforementioned control device, it stops idling when waiting, restarts the engine when the vehicle is stopped or starts the action signal, and then restarts after the internal combustion engine stops. When starting, at least below the predetermined number of rotations of the internal combustion engine, the above paper size is identified as applicable National Standard (CNS) A4 Specification (210 X 297 mm) Please read the memorandum before filling in% This page is inlaid with II I a III III 4 479106 6951pif.doc / 008 A7 B7 Printed by the Consumers ’Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 2. Description of the invention (t) The starting point of the absolute angle. When the internal combustion engine is restarted, the position of the crankshaft center is determined based on the absolute angle after stopping. The internal combustion engine can be started well. The control device is stopped after exceeding the compression stroke of the internal combustion engine, and the next time it is started, the target is determined based on the absolute angle obtained before the internal combustion engine is stopped. The crankshaft position of the crankshaft axis can start the internal combustion engine as soon as the forward rotation is applied after the reverse rotation is applied. In addition, the control device first selects a position point during the reverse rotation. At this time, it is preferable to perform preliminary rotation at a position where the crankshaft axis is located on the side of the forward rotation direction where the ignition reference signal is generated. In this way, when the crankshaft axis is reversed, the ignition reference signal generation position is inevitably obtained to obtain the ignition reference signal reliably. In addition, the aforementioned control device uses at least one of battery voltage or engine temperature as a basis to adjust the appropriate reverse stop energization stop position and forward rotation start position of the aforementioned crankshaft axis. In this way, detailed start control based on battery or engine status can shorten start time. On the other hand, the internal combustion engine starting device of the present invention is a drive control device connected to the crankshaft axis of the internal combustion engine of the starting engine as a starting control device for the internal combustion engine. And provided with an ignition reference signal acquisition device for obtaining the ignition reference signal from the internal combustion engine, a rectified pulse signal acquisition device for starting the engine to obtain a rectified position pulse signal, and calculating the crankshaft axis based on the ignition reference signal and the rectified position pulse signal Features of the absolute angle calculation device for the absolute angle and the engine control instruction device for controlling the start of the engine based on the absolute angle calculated as described above. 8 (Please read the notes on the back before filling this page)-· n ma— emmmB mmae ^ M§ I · mtmm speech-line ----- Γ ---_-------- This paper The standard is applicable to China National Standard (CNS) A4 specification (210 x 297 mm) 479106 B7 6951pif.doc / 〇〇; 5. Description of the invention (B) In the control device of the present invention, the ignition reference signal or rectified position is used Pulse signals and other existing signals to obtain the absolute angle of the crankshaft axis. Based on the control of starting the engine, a crank angle detector is attached to accurately control the start using the absolute angle of the crankshaft axis, and achieve better engine starting. At this time, the engine control instruction device is based on the absolute angle, and once the crankshaft position determined by the crankshaft axis is reversely energized, and after the crankshaft angular position determined by the crankshaft axis is reached, or after the inspection After the aforementioned crankshaft axis starts to rotate forward, the forward rotation is appropriately conducted. Further, the aforementioned start control device is provided with a battery voltage detection device for detecting a battery voltage and an engine detection device for detecting an engine temperature. The aforementioned engine control indicating device is adapted to control the aforementioned starting engine based on at least any one of the aforementioned battery voltage or engine temperature and the aforementioned absolute angle. In this way, detailed start control based on battery or engine status can shorten start time. In addition, the forward rotation mentioned herein refers to the normal rotation direction of the engine, and the reverse rotation refers to the rotation direction opposite to the normal rotation direction. The crankshaft angle detection device of the internal combustion engine of the present invention uses a crankshaft angle detection device of the internal combustion engine connected to the crankshaft axis to start the engine by brush starting. An impedance is formed on the rotating body provided on the crankshaft axis, and the aforementioned A reference signal generating device for generating electrical signals according to the aforementioned crankshaft angle and electrical signals generated by the above-mentioned impedance is arranged near the rotating body, and the start of engine rotation is accompanied by the rectified position signal for the start of engine control. 9 Standard (CNS) A4 specification (21〇X 297 public love) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs. Paralysis •• 一 Ψ 豢 I · ϋ ϋ I ϋ I ϋ I 一 θ '· -ϋ ni «i ϋ ϋ n ϋ I ϋ ^ 1 ϋ ϋ ϋ nnnnn ϋ ϋ I ϋ n I nnn I-479106 6951pif.doc / 008 A7 B7 Printed by the Consumers’ Cooperative of Intellectual Property Bureau, Ministry of Economic Affairs Fifth, the description of the invention (ο) rectified position signal generating device, using the aforementioned rectified position signal as the basis to form an angle pulse of a predetermined period of angle pulse formation And the angle of the electric signal generated by the pulse counter means and the use of the reference signal is generated as the basis, the axis of the crank angle of the crank shaft is calculated absolute angle calculating means and the like. In the present invention, the absolute angle of the axis of the crankshaft is calculated based on the angle pulse formed by the electrical signal generated by the reference signal generating device and the rectified position signal. Here, you do not need to add impedance or attach a crank angle detector to grasp the current crank angle, and then use the crank angle to implement high-precision engine control. Therefore, there are no factors that increase costs such as increasing the number of processing workers or increasing the number of parts, and they can have corresponding high-performance engine control. At this time, an appropriate ignition reference signal is outputted by using the reference signal generating device to determine the ignition timing of the internal combustion engine. This use of existing signals can suppress the increase in costs. The rectified position signal generating device uses a plurality of phases to output a pulse signal. The angle pulse forming device generates an angle pulse signal of a predetermined period based on changes in the plurality of phase pulse signals. The crank angle calculation device uses the foregoing. The electrical signal generated by the reference signal generating device is input to the aforementioned angle pulse count to calculate the absolute angle of the crankshaft axis well. In order to make the above and other objects, features, and advantages of the present invention more comprehensible, four preferred embodiments are given below in conjunction with the accompanying drawings for detailed description as follows: Brief description of the drawings (please first Read the notes on the back and fill in this page) Φ This paper size is applicable to China National Standard (CNS) A4 (210 X 297 mm) Hong J 丨, · · * * ammmw · 1 ·· 1 · Μ · — I mmm§ mmwmm ϋ n ϋ 1 ton ϋ 1 ϋ I mm— l_i ϋ i ^ i 1§ »_1 I ϋ ϋ l * 479106 A7 B7 695 1pif .doc / 008 V. Description of the invention (Y) Figure 1 shows this A cross-sectional view of a first preferred embodiment of the invention, which is constituted by starting an engine and suitable for an engine starting device. Fig. 2 is a front view of the engine cover of Fig. 1 with the cover omitted and starting. Fig. 3 is a block diagram of the control system for starting the engine of Fig. 1. Fig. 4 is an explanatory diagram showing that the control of starting the engine of Fig. 1 is applicable to the related functional constituent device using the CPU as the starting control. Figure 5 shows a schematic diagram of the engine starting operation of the first preferred embodiment of the present invention: (a) starting load for each stroke, (b) starting energy, (c) piston position during starting operation, (d) The pulse signal at the start of the rectified position detector, (e) represents the ignition reference signal. Fig. 6 is a flowchart showing an engine startup control sequence of the first preferred embodiment of the present invention. Fig. 7 is a flowchart showing an engine startup control sequence of the first preferred embodiment of the present invention. Figure 8 shows the relationship between the rectified position pulse signal and the ignition reference signal. Figure 9 is a schematic diagram of the engine starting operation and operation of the second preferred embodiment of the present invention: (a) starting load for each stroke, (b) starting energy, (c) piston position during starting operation, ( d) the pulse signal from the start of the rectified position detector, (e) represents the ignition reference signal. Fig. 10 is a flowchart showing the engine startup control sequence of the second preferred embodiment of the present invention. (Please read the precautions on the back before filling this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs --i ** < ,, ~ K | · 'I n I · 1 -I n ϋ II mmMmm mmMm I ϋ ϋ ϋ 1 -ϋ ϋ ii ϋ 1 ϋ nn ϋ ϋ ϋ ^ 1 §1-This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) 479106 A7 B7 6 9 5 lp if. doc / 0 0 8 V. Description of the Invention (1) Figure 11 shows a flowchart of the pre-forward processing sequence of the second preferred embodiment of the present invention. FIG. 12 shows a control test table of the startup control device of the present invention. Fig. 13 is an explanatory diagram showing a related functional constitutional device according to the present invention, which is applicable to the use of a CPU as a crank angle detection process. Fig. 14 is an explanatory diagram showing the relationship between the rectified position detection detection signal, the angle pulse formed by the rectified position detection detection signal, and the ignition reference signal. Fig. 15 is an explanatory diagram showing the respective relations of the rectified position detection detection signal, the angle pulse, and the ignition reference signal when the angle pulse interval is 60 degrees according to the present invention. Fig. 16 is an explanatory diagram showing the respective relations of the rectified position detection detection signal, the angle pulse and the ignition reference signal when the angle pulse interval is 10 degrees in the present invention. Figure 17 shows (a) the case where the angular pulse period is 5 degrees, (b) the case where the angular pulse period is 15 degrees, and (c) the angle pulse interval is adjusted in consideration of the CPU load in the high rotation area. situation. Explanation of the marks of the drawings: ---------.--------- Refer to -------- Order (Please read the notes on the back before filling this page) Ministry of Economy Printed by the Intellectual Property Bureau's Consumer Cooperatives 10 Start the engine 11 Engine box 12 Fixture 13 Crankshaft axis 14 Rotator 15: Yoke This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) 479106 Ministry of Economy Wisdom Printed by the Consumer Cooperative of the Property Bureau V. Invention description ((, 16: hub 17: receiver screw 18: permanent magnet 19: core 20: housing 21: bolt 22: core body 23: salient pole 24: stator coil 25) : Rectified position detection detector 26: Cover 31: Engine unit 32: CPU 34: Start switch 35: Ignition coil 36: Ignition unit 37: Read-only memory 38: Random access memory 39: Ignition switch 40: Impedance 41: Pulse coil 42: Magnet detector 51: Ignition reference signal acquisition device 52: Rectified position pulse signal acquisition device (Please read the precautions on the back before filling out this page) ·· Order --------- Line — —— This paper size applies to China National Standard (CNS) A4 (210 X 29 7mm) 479106 A7 B7: 951pif.doc / 008 V. Description of the invention (()) 53: Absolute angle calculation device 54, 154: Engine control instruction device 55: Battery voltage detection device 56: Engine temperature detection device 152 : Angle pulse forming device 153: Detailed description of the comparative embodiment of the crank angle calculation device Next, the detailed description will be based on the diagram of the preferred embodiment of the present invention. (First preferred embodiment) Figure 1 shows This is a cross-sectional view of a first preferred embodiment of the present invention, which is composed of a starting engine and is suitable for an engine starting device. FIG. 2 shows a front view of the casing of the starting engine without the cover shown in FIG. 1. The figure shows a block diagram of the control system of the starting engine in Fig. 1. The starting engine in Fig. 1 (hereinafter referred to as the engine) 10 is directly connected to a four-cylinder engine for a two-wheeled motor vehicle and is provided with The stator 12 fixed to the engine case 11 of the engine, and the rotor (rotating body) 14 connected to the crankshaft axis 13 of the engine. The rotor 14 is provided with a yoke 15 and is formed of a magnetic material such as iron. Thin Cylindrical shape. The inner surface of the bottom wall of the yoke 15 is provided with a cylindrical hub 16 which is formed in a concentric circle. The wedge system between the hub 16 and the two sides of the crankshaft axis 13 uses a receiver screw. 17 are combined together. The rotor 14 is fixed on the crankshaft axis 13 for common rotation. The inner magnet surface of the yoke 15 is arranged in multiple directions and fixed by the interface magneton poles. ) A4 size (210 X 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs II, · · ·, *-· · ni 1 n -1 ϋ ϋ ^ OJt 1 1 · ϋ ml n i_i ϋ I ϋ ϋ 1 ϋ I ϋ n ϋ 1 nn ϋ n ϋ n ϋ .1 ϋ. 479106 A7 B7 6951pif-d〇c / 008 V. Composition of the invention ((V) The permanent magnet 18 and two adjacent permanent magnets 18 are different magnetic poles. The core 19 is provided with the stator 12 of the engine 10, and is formed into a thin star-shaped thin disc shape made of a magnetic material such as iron. The core 19 and the crankshaft axis 13 located outside the engine case 11 are installed in the housing 20 in a concentric circle arrangement, and the connection method is to use a bolt 21 for connection and fixing. A cover 26 is attached to the outer side of the case 20. Therefore, inside the housing 20, the rotor 14 is used as a periphery to surround the outside of the stator 12, and the crankshaft axis 13 is used to drive the periphery of the stator 12 to rotate the rotor 14. The core body 22 is provided with a core 19, and is formed into a ring-shaped chamber shape by integrally forming a plurality of thin sheets using a magnetic material made of iron. A plurality of salient poles 23 are provided radially around the core body 22. The fixed sub-coil 24 is wound around each salient pole 23 by using a three-phase wire. This fixed sub-line 24 is connected to the engine unit 31. The unillustrated connector is between the lead and the group electric wire (all not shown). That is, the engine 10 is a brush-type engine driven by the engine unit 31. In the engine 10, a plurality of rectified position detection detectors 25 (rectified position signal generating means) (for example, three) are arranged in the cover 26, and the rectified position detection detectors 25 are detected by magnets. The magnetic induction of the device 42 is configured to detect the rotation position of the rotor 14. The output of the rectified position detection detector 25 is supplied to a CPU (start-up control device) 32 located between the engine device 31 described later, and the engine device 31 generates a corresponding signal based on the detection signal obtained by the rectified position detection detector 25. Based on the energization signal, and then use this energization signal to provide the fixed strand 圏 24 current to make the fixed coil

本紙張尺度適用中國國家標準(CNS)A4規格（210 X (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 *-ί*··*輪 ---------訂----- -----線丨 -----^—--------- 經濟部智慧財產局員工消費合作社印製 479106 6951pif·doc/008 _B7______ 五、發明說明（（、） 24依次激磁。利用固定子線圏24依次激磁以在固定子線 圏24上形成旋轉磁場。此旋轉磁場受永久磁鐵18之作用， 在此旋轉磁場中之旋轉子14進行旋轉’旋轉子14之旋轉 力藉由轭15之輪轂16傳達至曲軸軸心13處以啓動引擎。 更進一步，在旋轉子14之外圍設有一個阻抗40。又， 在外殼20之內側與阻抗40相對之處設有脈衝線圈41 (基 準信號發生裝置）。曲軸軸心13每旋轉一次，阻抗40會 通過脈衝線圈41附近一次，在脈衝線圏41上發生一定程 度之電氣信號。接著，此電氣信號係依曲軸軸心13之角 度所而發生，並使用來輸出信號以在引擎中控制點火基準 信號與點火時間。阻抗40在壓縮行程停止前（到停止點 前）通過脈衝線圈41，此時得到之點火基準信號不會作用。 在四汽缸引擎中，進行一行程，曲軸軸心13需旋轉2圏， 此點火基準信號係排氣行程終了前所發生的。 另一方面，請參考第3圖所示，發動機10係利用CPU 32 (控制裝置）控制發動機裝置31以驅動。此CPU 32係 連接整流位置檢出偵測器25、以曲軸軸心13之動作爲基 礎之點火基準信號所發生之脈衝線圏41、引擎的啓動開關 34及點火開關39。又，CPU 32藉由點火單元36連接弓卜 擎點火用之點火線圏35。更與唯讀記憶體37及隨機存取 記憶體38中相連接，其中發動機裝置31驅動邏輯或引擎 控制等相關之各種控制程序係歸納於唯讀記憶體37中， 而各種偵_器類所得的數據則歸納於隨機存取記憶體38 中。利用S流位置檢出偵測器25或脈衝線圈41等各種偵 16 本紙張尺度適用中國國豕4C^(cNS)A4規格（210 X 297公釐)一 ' (請先閱讀背面之注意事項再填寫本頁) -— — — — — — I— « — — III — —— I — — — — —^ — — — — — — — — — — — — — — — — 1. 479106 6951pif.doc/008 A7This paper size applies to China National Standard (CNS) A4 specifications (210 X (Please read the notes on the back before filling this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs * -ί * · * 轮 ---- ----- Order ----- ----- Line 丨 ----- ^ ——--------- Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 479106 6951pif · doc / 008 _B7______ 5. Description of the invention ((,) 24 is sequentially excited. The fixed sub-line 圏 24 is sequentially excited to form a rotating magnetic field on the fixed sub-line 圏 24. This rotating magnetic field is affected by the permanent magnet 18, and the rotation in this rotating magnetic field Rotation of the rotor 14 'The rotational force of the rotor 14 is transmitted to the crankshaft axis 13 through the hub 16 of the yoke 15 to start the engine. Furthermore, an impedance 40 is provided on the periphery of the rotor 14. Also, inside the housing 20 Opposite the impedance 40 is a pulse coil 41 (reference signal generating device). Each time the crankshaft axis 13 rotates, the impedance 40 passes through the vicinity of the pulse coil 41 once, and a certain degree of electrical signal is generated on the pulse line 圏 41. This electrical signal occurs according to the angle of the crankshaft axis 13, It is used to output signals to control the ignition reference signal and ignition time in the engine. Impedance 40 passes through the pulse coil 41 before the compression stroke is stopped (to the stop point), and the ignition reference signal obtained at this time will not work. For one stroke, the crankshaft axis 13 needs to be rotated 2 圏. This ignition reference signal occurs before the exhaust stroke ends. On the other hand, please refer to Figure 3, the engine 10 series uses the CPU 32 (control device) The engine device 31 is controlled to drive. This CPU 32 is connected to a rectified position detection detector 25, a pulse line 圏 41 generated by an ignition reference signal based on the operation of the crankshaft axis 13, an engine start switch 34, and an ignition switch. 39. Furthermore, the CPU 32 is connected to the ignition wire 圏 35 for the bow engine by the ignition unit 36. It is also connected to the read-only memory 37 and the random access memory 38, in which the engine device 31 drives logic or engine control Various related control programs are summarized in the read-only memory 37, and the data obtained by various types of detectors are summarized in the random access memory 38. The S-stream position is used to detect the detection. Various detectors such as detector 25 or pulse coil 41. This paper size is applicable to China's national standard 4C ^ (cNS) A4 (210 X 297 mm) 1 '(Please read the precautions on the back before filling this page)--- — — — — I — «— — III — —— I — — — — — — — — — — — — — — — — — 1. 479106 6951pif.doc / 008 A7

五、發明說明（丨U) 經濟部智慧財產局員工消費合作社印製 測器類的偵測値或信號爲基礎，輸出發動機裝置31或類占 火單元36等之控制信號，以進行發動機1〇或引擎點火之 控制等。發動機10本身或CPU 32等係驅動未圖示之車輛 上所搭載的電瓶電源。 又，在CPU 32中設有接下來的機能裝置。第4圖所 示爲利用CPU 32作爲啓動控制之相關機能構成裝置的說 明圖。CPU 32係具備有利用脈衝線圈41取得之點火基準 信號之點火基準信號取得裝置51、利用整流位置檢出偵測 器25取得發動機10之整流位置脈衝信號之整流位置脈衝 信號取得裝置52、利用點火基準信號與整流位置脈衝信號 爲基礎算出後述曲軸軸心13之絕對角度的絕對角度算出 裝置53、利用絕對角度算出裝置53所算出之曲軸軸心13 之絕對角度爲基礎進行控制發動機10之發動機控制指示 裝置54。 又，CPU 32更具備有檢知車載電瓶電壓之電瓶電壓 檢知裝置55與檢知引擎的冷卻水等溫度之引擎溫度檢知 裝置56。 第5圖所示爲本發明之啓動裝置適用於四衝程汽缸引 擎時之起動原理的示意圖：（a)各行程之啓動負載，（b)啓· 動能量，（c)啓動動作時之活塞位置，（d)整流位置偵測器 開始的脈衝信號，（e)表示點火基準信號。 此引擎具有在吸入閥開啓排氣閥關閉之狀態的活塞由 上終止點下降使混合氣體吸入汽缸內之吸入行程、吸入閥 與排氣閥皆關閉之狀態下壓縮混合氣體之壓縮行程、在壓 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） f請先閱讀背面之注意事項再填寫本頁) • --------訂— •**1«· 線丨f —II —-------------- 479106 A7 B7 6951pif.doc/008 五、發明說明（π ) 縮行程至結束之上終止點前對少許混合氣體點火、在吸入 閥與排氣閥皆關閉之狀態下燃燒產生高壓氣體使活塞進行 壓下工作行程之爆發行程、在吸入閥關閉排氣閥開啓之狀 態排出膨脹氣體至外界的排氣行程，以構成曲軸軸心13 旋轉2次的一汽缸四行程。 在引擎停止之狀態下及發動機1〇啓動旋轉之際，啓 動引擎之行程位置如第5(a)圖所示之啓動時負載不同。在 排氣行程或吸入行程時，吸氣閥與排氣閥分別呈開啓狀 態，以使活塞上下運動，且使曲軸軸心13旋轉時之負載 較小。相對地，在壓縮行程啓動引擎時，吸入閥與排氣閥 皆呈關閉之狀態，使活塞不易上升，增加曲軸軸心13的 旋轉負載，此値在靠近上終止點前少許之處爲最大。 在前述中，引擎停止時通常活塞大多在壓縮行程之下 終止點附近之位置停止。習知之啓動裝置係於此位置啓動 引擎，啓動時，壓縮行程之負載超過曲軸軸心13對第5 圖之破折線所示之必要提供之啓動發動機之能量。 本發明之啓動裝置在第5(c)圖所示之通常停止之範圍 P中之停止位置Pa時的停止狀態下啓動引擎，引擎一旦反 轉經過吸入行程與排氣行程之位置，並於爆發行程內曲軸 軸心13進行反轉。此反轉過程中活塞係依朝向第5圖最 上欄箭頭所指之方向的反方向移動，活塞在吸入行程的位 置時係向上終止點移動、在排氣行程之位置時則向下終止 點移動、在爆發行程之位置時則向上終止點移動。 接著’此反轉至爆發行程時，吸入閥與排氣閥皆爲關 本紙張尺度適用中國國豕標準（CNS)A4規格（21〇 X 297公爱） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 #--------訂---------線·!“！！！ 479106 6951pif.doc/〇〇8 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（（G) 閉之狀態下，壓縮殘留在燃燒室內的氣體，並利用在燃燒 室內之壓縮反作用力積蓄正旋轉的能量。第5(b)圖之兩點 虛線係表示氣體壓縮積蓄之能量。於是當開始啓動時，活 塞位於通常停止範圍P內之情形下，活塞停止於在吸入行 程或排氣行程之位置狀態下，再由此位置開始啓動引擎， 並進行前述相同的反轉動作。 曲軸軸心13位於爆發行程之正轉開始範圍Q之時， 例如反轉位置最後反轉至正轉位置Qa後，在發動機中的 曲軸軸心13開始正轉。此時，燃燒室內的氣體壓縮所積 蓄之正旋轉能量，由含有曲軸肘13之飛輪的旋轉系統中 放出，在旋轉系統中所放出之壓縮反作用力之能量加入發 動機10所加入之能量中。 在第5(b)圖中，發動機1〇正轉時由曲軸軸心13所加 入發動機之能量變化係以實線表示，在旋轉系統中之所積 蓄之慣性能量變化則以一點虛線表示。在正轉初期中放出 旋轉系統壓縮所積蓄之氣體能量比利用迅速地壓縮之反作 用力所產生之慣性能量高。發動機10之旋轉力更由旋轉 系統的爆發行程向壓縮行程進行之過程中，慣性能量緩慢 地增加。但是，在壓縮行程中，旋轉系統所積蓄之慣性能 量與發動機10之能量所合成之能量則以粗實線表示，其 中未加入曲軸軸心13。曲軸軸心13即在旋轉數降低的同 時伴隨著放出壓縮行程中所消耗的慣性能量，並驅動發動 機10之旋轉轉矩。最大的超越轉矩T係利用慣性轉矩所 放出之能量最大値Ti與發動機轉矩之最大値Tm所合計超 (請先閱讀背面之注意事項再填寫本頁) φ 訂 —--------------- 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） 479106 A7 B7 6951pif.doc/008 五、發明說明（η ) 過最初壓縮行程的負載。 第6圖與第7圖所示爲本發明之引擎啓動控制順序的 流程圖。在此，CPU 32在步驟S1時依例打開點火開關39， 並在步驟S2中判斷是否進行啓動開關34之開關。打開啓 動開關34之後即進入步驟S3，引擎一旦反轉。即由第5 圖之停止位置Pa開始向爆發行程進行引擎之反轉。 接著，在步驟S4中係判斷引擎反轉時是否有點火基 準信號輸入。此時之點火基準信號係在前述曲軸軸心13 每旋轉一次即輸入一次。請參考第5(e)圖所示，引擎由第 5圖之停止位置Pa開始反轉，由吸入行程開始至排氣行程 之間輸入點火基準信號。在步驟S4中得到點火基準信號 則朝向步驟S5進行。利用活塞之絕對位置進行曲軸軸心 之絕對角度的辨識與修正。 此時，發動機10之旋轉控制係利用第5圖所表示的 整流位置脈衝信號所取得。第8圖所示爲此整流位置脈衝 信號與點火基準信號的關係說明圖。請參照第8圖所示， 發動機10係均分成3個位置設置整流位置檢出偵測器25 以偵測三相的整流偵測信號U、V及W之輸入。即各信號 開始時予以捕捉，以形成所定週期的整流位置脈衝信號。 此時，點火基準信號係由阻抗40通過脈衝線圈41時所輸 入，所得之曲軸角常維持一定（上終止點前）。又，整流 位置脈衝信號則依所定之曲軸角間隔而得到。接著，點火 基準信號得到之後，將整流位置脈衝信號輸入計算器中， 再依據所定曲軸角開始的旋轉角度進行區分，以正確的掌 20 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 .··--------訂_________線 — ·!1!!:ί______ 479106 A7 B7 6951pif.doc/008 五、發明說明（（¾) 握目前之曲軸角。 在掌握住曲軸軸心絕對角度之後，進行步驟S6，利用 曲軸角控制器來判斷活塞是否到達爆發行程之中間位置， 當辨識出到達爆發行程中間位置時，則進行步驟S7，停止 反轉通電。 另一方面，如果未到達爆發行程中間位置，則進行步 驟S8，以判斷活塞是否到達反轉壓縮之狀態。即曲軸軸心 在反轉中到達爆發行程中間位置之前，判斷是否有受到壓 縮負載之狀態。此時，步驟S8之反轉壓縮狀態之判定， 係利用捕捉曲軸角的變化量來進行判定。檢出整流位置脈 衝信號的週期係利用此次取得之數値與上次取得之數値進 行比較而得到。當差値在所定之數値之上時，判斷活塞受 到壓縮力之影響而減少曲軸角之變化量，進而判定爲反轉 壓縮狀態。再與利用週期速度所算出之數値進行比較，也 可以與利用所定値求得之加速度變化進行比較。但是，前 述週期中利用疑似加速度變化之判定方法具有可減少CPU 32負擔的優點。 在步驟S8中檢出爲反轉壓縮狀態之情形下，則進行 步驟S7以停止反轉通電。反之，未檢查出反轉壓縮之情 形時，則進行步驟S9，判定是否經過所設定之最大反轉時 間。當經過最大反轉時間時，進行步驟S7以停止反轉通 電，而未經過最大反轉時間則返回步驟S6進行前述之操 作順序。 當進行步驟S7停止反轉通電後，曲軸軸心13會有惰 本紙張尺度適用中國國家標準（CNS)A4規格（21〇 X 297公爱） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 ·________訂_________線—·——— J — I — — i — II一_______ 479106 A7 B7 6951pif.doc/008 五、發明說明（Η ) 性旋轉，之後再切換至正轉驅動。本發明之控制係利用絕 對角度•動作•時間等三條件在（1)曲軸軸心在反轉容許 位置（壓縮至上終止點前）反轉、（2)開始正轉、（3) 經過所定時間停止通電之間的切換等進行判斷。 又在步驟S5所進行之曲軸軸心之絕對角度的辨識’ 會影響到步驟S10對曲軸角反轉容許最大位置（反轉容許 位置）到達與否之判定。即到達反轉容許位置（第5(c)圖 所示之Qa)時，進行步驟S11，曲軸軸心13開始進行正 式的正轉動作。 前述反轉容許位置可視引擎溫度（水溫、氣溫、單元 溫度或發動機溫度）或電瓶電壓狀態等進行調整。即依據 引擎溫度或電瓶電壓，設定發生超過轉矩之最適合的反轉 容許位置之判斷，以在相對最短的時間內啓動。例如引擎 停止後的再啓動時，高的電瓶電壓與高的引擎溫度作爲啓 動的條件時正轉會返回排氣行程。又較低的電瓶電壓或引 擎未暖機時，則正轉會返回爆發行程。另外，當電壓較低 或引擎較低溫時，可利用爆發行程的壓縮反作用力來正 轉。且在電壓較低或引擎較低溫之情形下，一旦正轉所利 用之反轉的壓縮行程的反作用力，藉由壓縮行程的反作用 力加以啓動。更進一步說，警告燈之主要目的在使操作人 員知道，進行啓動的動作需符合預測的條件，啓動動作才 會自行作用。 在步驟S10中，辨識出未達反轉容許位置，則進行步 驟S12，判定曲軸軸心13是否爲正轉狀態。即判定在反轉 22 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 I Γ k I -r— I I I I I I ·111 - I — - I I I I I I J- I I I - I - I--I------ A7 B7 經濟部智慧財產局員工消費合作社印製 479106 6 9 5 lp i f . doc /0 0 8 五、發明說明（）u) 容許位置之前的壓縮力是否開始進行正轉。如果已經開始 正轉則進行步驟S11開始進行正轉動作。 又在步驟S12中未檢查出有正轉之情形’則進行步驟 S13判定是否經過所定之停止通電時間（例如是100ms) ° 即所定之最大値設定爲反轉後的惰性旋轉時間，當經過此 時間時，且在到達正轉容許位置之前’進行步驟S11開始 正轉。反之，未經過通電停止時間前之情形則返回步驟10 ’ 返回進行前述之操作順序。 本發明之啓動控制係利用點火基準信號與整流位置脈 衝信號判定出正確的曲軸角。特別是利用另外設置之偵測 器檢出曲軸角，並利用曲軸軸心的絕對角度爲基礎確實進 行反轉正轉的控制。又藉由反轉通電時間或停止通電時 間的最大値之設定，以防止啓動時的反轉超過所定之時間 而發生的啓動遲滯。 另一方面，在引擎停止之時活塞不會位於壓縮行程之 下終止點附近。例如在第5(c)圖之Pb位置係在排氣行程 之下停止點附近停止之情形，未得到點火基準信號。即在 步驟S4未得到點火基準信號之情形，前述之絕對角度無 法進行控制。前述之要點中對此情形並非沒有提及太多， 控制裝置在前述之疑似加速度變化之判定中以決定正轉適 當時機。 在步驟S4中未得到點火基準信號之情形，則進行第7 圖的步驟S14，判定是否有與步驟S8相同的反轉壓縮狀 態。當檢出沒有反轉壓縮之情形時，進行步驟S16，以判 23 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐〉 (請先閱讀背面之注意事項再填寫本頁)V. Description of the invention (丨 U) Based on the detection signals or signals printed by measuring devices of the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs, the control signals of the engine unit 31 or the fire-occupying unit 36 are output to perform the engine 1 Or engine ignition control. The engine 10 itself, the CPU 32, and the like are used to drive a battery power source mounted on a vehicle (not shown). The CPU 32 is provided with the following functional devices. Fig. 4 is an explanatory diagram showing a functional constitution device using the CPU 32 as a start-up control. The CPU 32 is provided with an ignition reference signal acquisition device 51 having an ignition reference signal obtained by a pulse coil 41, a rectified position pulse signal acquisition device 52 which obtains a rectified position pulse signal of the engine 10 by a rectified position detection detector 25, and an ignition using Based on the reference signal and the rectified position pulse signal, an absolute angle calculation device 53 that calculates the absolute angle of the crankshaft axis 13 described later, and an absolute angle of the crankshaft axis 13 calculated by the absolute angle calculation device 53 are used to control the engine control of the engine 10指 装置 54。 Indication device 54. Further, the CPU 32 is further provided with a battery voltage detection device 55 that detects the battery voltage of the vehicle and an engine temperature detection device 56 that detects the temperature of the engine such as cooling water. Fig. 5 is a schematic diagram showing the starting principle when the starting device of the present invention is suitable for a four-stroke cylinder engine: (a) starting load for each stroke, (b) starting energy, (c) piston position during starting operation (D) The pulse signal from the start of the rectified position detector, and (e) the ignition reference signal. This engine has a suction stroke in which the piston is lowered from the upper end point when the suction valve is opened and the exhaust valve is closed, so that the mixed gas is sucked into the cylinder, and the compression stroke is compressed when the suction valve and the exhaust valve are closed. This paper size applies to China National Standard (CNS) A4 specification (210 X 297 mm) f Please read the precautions on the back before filling this page) • -------- Order — • ** 1 «· Line丨 f —II —-------------- 479106 A7 B7 6951pif.doc / 008 V. Description of the invention (π) Reduce the stroke to the end point above the end point and ignite a little mixed gas. When the suction valve and the exhaust valve are closed, a high-pressure gas is generated by combustion to cause the piston to perform an explosive stroke of the working stroke. When the suction valve is closed and the exhaust valve is opened, the expansion gas is discharged to the outside exhaust stroke to form a crankshaft shaft. The heart 13 rotates twice with one cylinder and four strokes. In the state where the engine is stopped and when the engine starts to rotate at 10, the stroke position at which the engine is started is different from the load when starting as shown in Figure 5 (a). During the exhaust stroke or the suction stroke, the suction valve and the exhaust valve are respectively opened to move the piston up and down, and the load when the crankshaft axis 13 is rotated is small. In contrast, when the engine is started in the compression stroke, the suction valve and the exhaust valve are both closed, which makes it difficult for the piston to rise, and increases the rotational load of the crankshaft axis 13. This point is the largest near the upper end point. In the foregoing, when the engine is stopped, the piston usually stops at a position near the end point below the compression stroke. The conventional starting device is to start the engine at this position. When starting, the load of the compression stroke exceeds the crankshaft axis 13 and the necessary energy for starting the engine as shown by the dashed line in Figure 5. The starting device of the present invention starts the engine in a stopped state at the stop position Pa in the normal stop range P shown in FIG. 5 (c). Once the engine reverses through the positions of the intake stroke and the exhaust stroke, it bursts. The crankshaft axis 13 is reversed during the stroke. During this reversal, the piston moves in the opposite direction to the direction indicated by the arrow in the upper column of Figure 5. The piston moves upward at the end point when it is in the position of the suction stroke, and moves downward at the end point when it is in the position of the exhaust stroke. At the position of the burst stroke, it moves up to the end point. Then 'when this reverses to the burst stroke, the suction valve and exhaust valve are both closed. The paper size is applicable to China National Standard (CNS) A4 (21〇X 297 public love) (Please read the precautions on the back before filling (This page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs # -------- Order --------- line · !!!!!!! 479106 6951pif.doc / 〇〇8 A7 B7 Economy Printed by the Ministry of Intellectual Property Bureau's Consumer Cooperatives V. Invention Description ((G) In the closed state, the gas remaining in the combustion chamber is compressed and the energy of positive rotation is accumulated using the compression reaction force in the combustion chamber. Section 5 (b) The two dotted lines in the figure indicate the energy accumulated by gas compression. Therefore, when the piston is in the normal stop range P when starting, the piston stops at the position of the intake stroke or exhaust stroke, and then starts from this position. Start the engine and perform the same reverse operation described above. When the crankshaft axis 13 is in the forward rotation start range Q of the burst stroke, for example, after the reverse position is finally reversed to the forward rotation position Qa, the crankshaft axis 13 in the engine Starts to turn forward. At this point, burning The positive rotation energy accumulated by the gas compression in the inside is released by the rotation system containing the flywheel of the crankshaft elbow 13, and the energy of the compression reaction force released in the rotation system is added to the energy added by the engine 10. In Section 5 (b ) In the figure, the energy change of the engine added by the crankshaft axis 13 during the normal rotation of the engine 10 is shown by a solid line, and the change of the inertial energy accumulated in the rotating system is shown by a dashed line. The gas energy accumulated in the compression of the rotary system is higher than the inertial energy generated by the reaction force of rapid compression. In the process of the rotational force of the engine 10 from the explosion stroke of the rotary system to the compression stroke, the inertial energy slowly increases. But In the compression stroke, the combined energy of the inertial energy accumulated by the rotating system and the energy of the engine 10 is represented by a thick solid line, and the crankshaft axis 13 is not added. The crankshaft axis 13 is accompanied by a reduction in the number of rotations. It releases the inertia energy consumed in the compression stroke and drives the rotational torque of the engine 10. The maximum overriding torque T is used The maximum energy released by the torque is the maximum of Ti and the maximum torque of the engine. The total of Tm is exceeded (please read the precautions on the back before filling this page) φ Order —------------- -This paper size is in accordance with China National Standard (CNS) A4 (210 X 297 mm) 479106 A7 B7 6951pif.doc / 008 V. Description of the invention (η) The load after the initial compression stroke. Figures 6 and 7 Shown is a flow chart of the engine startup control sequence of the present invention. Here, the CPU 32 turns on the ignition switch 39 as usual in step S1, and determines in step S2 whether to turn on the start switch 34. After the start switch 34 is turned on, Proceed to step S3, once the engine reverses. That is, the engine is reversed from the stop position Pa in FIG. 5 to the burst stroke. Next, it is determined in step S4 whether an ignition reference signal is input when the engine is reversed. The ignition reference signal at this time is inputted every time the crankshaft axis 13 is rotated. Please refer to Figure 5 (e), the engine starts to reverse from the stop position Pa in Figure 5, and the ignition reference signal is input from the start of the intake stroke to the exhaust stroke. When the ignition reference signal is obtained in step S4, the process proceeds to step S5. Use the absolute position of the piston to identify and correct the absolute angle of the crankshaft axis. At this time, the rotation control of the engine 10 is obtained by using the rectified position pulse signal shown in FIG. Figure 8 illustrates the relationship between the rectified position pulse signal and the ignition reference signal. Please refer to FIG. 8, the engine 10 is divided into three positions, and a rectification position detection detector 25 is provided to detect the input of the three-phase rectification detection signals U, V, and W. That is, each signal is captured at the beginning to form a rectified position pulse signal with a predetermined period. At this time, the ignition reference signal is input when the impedance 40 passes through the pulse coil 41, and the obtained crank angle is always maintained constant (before the upper end point). The rectified position pulse signal is obtained at a predetermined crank angle interval. Next, after the ignition reference signal is obtained, input the rectified position pulse signal into the calculator, and then distinguish according to the rotation angle starting from the set crankshaft angle. The correct paper size is in accordance with the Chinese National Standard (CNS) A4 specification (210 X 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs. ·· -------- Order _________ Line — ·! 1 !!: ί ______ 479106 A7 B7 6951pif.doc / 008 V. Description of the invention ((¾) Grasp the current crankshaft angle. After grasping the absolute angle of the crankshaft axis, proceed to step S6, and use the crankshaft angle controller to determine whether the piston has reached the explosion stroke. In the intermediate position, when it is recognized that the intermediate position of the burst stroke is reached, step S7 is performed to stop the reverse power. On the other hand, if the intermediate position of the burst stroke is not reached, step S8 is performed to determine whether the piston has reached the reverse compression state. That is, before the crankshaft axis reaches the intermediate position of the burst stroke during the reversal, it is judged whether there is a state of receiving a compressive load. At this time, the reverse compression state of step S8 The judgment is made by capturing the amount of change in the crankshaft angle. The cycle of detecting the rectified position pulse signal is obtained by comparing the number obtained this time with the number obtained last time. When the difference is within the predetermined number At this time, it is judged that the piston is affected by the compression force to reduce the amount of change in the crankshaft angle, and then it is determined to be the reverse compression state. Then it can be compared with the number calculated using the cycle speed, and it can also be compared with the acceleration change obtained using the predetermined value. Compare. However, the determination method using the suspected acceleration change in the foregoing cycle has the advantage of reducing the load on the CPU 32. In the case where the reverse compression state is detected in step S8, step S7 is performed to stop the reverse power supply. Otherwise, When no reverse compression is checked, step S9 is performed to determine whether the set maximum reversal time has passed. When the maximum reversal time has passed, step S7 is performed to stop the reversal power without the maximum reversal. The time returns to step S6 to perform the aforementioned operation sequence. When the reverse rotation is stopped in step S7, the crankshaft axis 13 will have an inertia. Zhang scale is applicable to China National Standard (CNS) A4 specification (21〇X 297 public love) (Please read the precautions on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs. ________Order _________ Line — · ——— J — I — — i — II 一 _______ 479106 A7 B7 6951pif.doc / 008 V. Description of the invention (Η) The rotation is then switched to the forward rotation drive. The control system of the present invention uses an absolute angle • The three conditions of operation and time are (1) the rotation of the crankshaft axis at the reverse rotation allowable position (before compression to the upper end point), (2) the start of forward rotation, and (3) the switching between stopping the energization after a predetermined time, etc. Judge. The identification of the absolute angle of the crankshaft center in step S5 'will affect the determination of whether the maximum allowable position of the crankshaft angle reversal (reversal allowable position) is reached in step S10. That is, when the reverse rotation allowable position is reached (Qa shown in Fig. 5 (c)), step S11 is performed, and the crankshaft axis 13 starts a normal forward rotation operation. The allowable reverse position can be adjusted based on engine temperature (water temperature, air temperature, unit temperature, or engine temperature) or battery voltage status. That is, based on the engine temperature or battery voltage, the judgment of the most suitable reversal allowable position that exceeds the torque is set to start in a relatively short time. For example, when the engine is restarted after stopping, high battery voltage and high engine temperature are used as starting conditions to return to the exhaust stroke. When the battery voltage is low or the engine is not warmed up, the forward rotation will return to the burst stroke. In addition, when the voltage is low or the engine temperature is low, the compression reaction force of the burst stroke can be used to forward rotation. And in the case of low voltage or low temperature of the engine, the reaction force of the reverse compression stroke used in the forward rotation is activated by the reaction force of the compression stroke. Furthermore, the main purpose of the warning light is to let the operator know that the starting action must meet the predicted conditions, and the starting action will act on its own. In step S10, if it is recognized that the reverse rotation allowable position has not been reached, step S12 is performed to determine whether the crankshaft axis 13 is in a forward rotation state. That is to say, it is determined that the Chinese paper standard (CNS) A4 (210 X 297 mm) is applied to the 22 paper sizes (Please read the precautions on the back before filling this page) Printed by the Intellectual Property Bureau Staff Consumer Cooperative of the Ministry of Economic Affairs I Γ k I -r— IIIIII · 111-I —-IIIIII J- III-I-I--I ------ A7 B7 Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 479106 6 9 5 lp if. doc / 0 0 8 V. Description of the invention () u) Whether the compression force before the allowable position starts to rotate forward. If the forward rotation has been started, step S11 is performed to start the forward rotation operation. If no forward rotation is detected in step S12, then step S13 is performed to determine whether or not the predetermined time for stopping power (for example, 100ms) has passed. That is, the predetermined maximum value is set to the inert rotation time after reversal. At time, and before reaching the forward rotation allowable position, step S11 is performed to start forward rotation. Conversely, if the situation before the power-on stop time has elapsed, return to step 10 'to return to the aforementioned operation sequence. The starting control of the present invention uses the ignition reference signal and the rectified position pulse signal to determine the correct crank angle. In particular, a crankshaft angle is detected by a separately provided detector, and the reverse rotation control is surely performed based on the absolute angle of the crankshaft axis. In addition, by setting the maximum time to reverse the power-on time or power-off time to prevent the start-up hysteresis that occurs when the reversal at start-up exceeds a predetermined time. On the other hand, when the engine is stopped, the piston will not be near the end point of the compression stroke. For example, when the Pb position in Fig. 5 (c) is stopped near the stopping point below the exhaust stroke, the ignition reference signal is not obtained. That is, in the case where the ignition reference signal is not obtained in step S4, the aforementioned absolute angle cannot be controlled. The above points are not without mentioning too much about this situation. The control device determines the right turn timing in the aforementioned determination of the suspected acceleration change. When the ignition reference signal is not obtained in step S4, step S14 in FIG. 7 is performed to determine whether there is the reverse compression state similar to that in step S8. When it is detected that there is no reverse compression, go to step S16 to judge 23 this paper size is applicable to Chinese National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page)

經濟部智慧財產局員工消費合作社印製 479106 A7 6 9 5 lp i f .d〇c/Ο Ο 8 _B7_ 五、發明說明p 1) 定是否經過了所設定之最大反轉時間。當經過了最大反轉 時間後，則進行步驟S15以停止反轉通電，如是未經過最 大反轉時間之情形下，則返回步驟S4進行上述之順序。 步驟S15係停止通電，且同時曲軸軸心13進行惰性 旋轉。接著，進行步驟S 17，判定曲軸軸心13是否爲正轉 狀態。即，判定活塞之返回壓縮力及曲軸軸心13是否開 始正轉。當開始正轉則進行步驟S18開始正轉動作。 又在步驟S17中未檢查出正轉之情形，則進行步驟 S19，判定是否經過所定之停止通電時間。當經過停止通 電時間之情形，則於檢查出正轉之前，進行步驟S18開始 正轉。反之，未經過停止通電時間，則返回步驟S17重複 前述之順序。 此動作使發動機1〇開始正轉。此時，曲軸軸心13係 在排氣行程與吸氣行程之低負載下旋轉，發動機1〇在活 塞進入壓縮行程前，已在近乎無負載旋轉數下達到最大之 旋轉數。接著，曲軸軸心13在進行壓縮行程前已達成利 用發動機10之可能最大旋轉數進行旋轉，此旋轉系統在 慣性質量積蓄慣性能量達最大之狀態下進入壓縮行程。 曲軸軸心13在第4(b)圖所示之壓縮行程中係利用慣· 性能量（一點虛線）與發動機能量（實線）所合成出的合 成能量（粗實線）進行旋轉。又，在第4(b)圖中所示之發 動機10的驅動能量係利用曲軸軸心13分別超過2次之助 走所提供。接著，1次的能量可供應之壓縮行程負載超過 習知之發動機所能供應之能量，因此可以使發動機能量更 2 4 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐) (請先閱讀背面之注意事項再填寫本頁) ;·________訂______線 —•i — Ji i — li! 479106 A7 B7 6951pif.doc/008 i、發明說明（）1) 有效率的活用。 在超過剛開始的壓縮行程之後’慣性能量積蓄已在之 後的壓縮行程可以輕易地超越負載。如此可利用所定之適 當的點火線圏35產生飛濺之火花啓動引擎。 如此，本發明之發動機10在引擎啓動時先驅動活塞 一圏，再回到爆發行程啓動引擎。接著，超過第一次之壓 縮行程後，曲軸軸心13所持有的慣性能量會越來越高。 即設定曲軸軸心13助走之區間’此區間可利用來積蓄能 量，且可以使用比習知所使用之發動機轉矩小之轉矩進行 第一次壓縮行程的超越。如此，可使發動機可以小型化或 低成本畫，且可以減低發電機所消耗之電力。 另外，活塞在返回爆發行程之時，活塞之絕對位置（曲 軸軸心之絕對角度）可利用點火基準信號與整流位置脈衝 信號進行掌握，並以此爲基礎控制發動機10停止反轉或 適度的正轉。因此，不需額外使用凸輪角度偵測器或曲軸 角偵測器等的其他偵測器，僅使用已存在之偵測器即可正 確地控制反轉—正轉。又，以絕對角度爲基礎即可正確且 適度地控制曲軸軸心之反轉-正轉，而得到效率良好之慣 性啓動控制方式。 此啓動動作係由超過壓縮行程之點火開始，且在之後 停機的時候，利用取得之絕對角度爲基礎，進行下次啓動 時，控制發動機10之反轉•正轉動作。如此可以避免發動 機10無法啓動，且可以利用較佳效率進行啓動。 又，在等待信號時停止空轉，發車時引擎啓動之停止 25 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公爱） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 i#________t____!_____^ — φ____·ί._____! I____ 479106 A7 B7 經濟部智慧財產局員工消費合作社印製 6951pif.d〇c/〇〇8 五、發明說明（A) 或啓動之動作，且在引擎由停止至再啓動之過程中，可以 利用少於引擎所定之旋轉數的時間內辨識出絕對角度，並 在引擎在啓動時，利用停止時之絕對角度爲基準進行反轉 •正轉動作，以利用較佳效率進行啓動。 縱上所述，藉著取得包含有起動之整流脈衝或直接的 曲軸旋轉信號的旋轉脈衝與點火基準信號及絕對角度，即 可控制啓動發動機。 (第二較佳實施例） 接下來之第二較佳實施例係在第一較佳實施例啓動時 之反轉動作之前先進行預備正轉的動作，以確實地取得絕 對角度之控制型態進行說明。 在第一較佳實施例的控制型態係前述之活塞在第5圖 之Pb位置停止之情形下，藉由第7圖的疑似加速度變化 之判定所設定之適當的反轉—正轉切換，以得到點火基準 信號。但是在未停止於Pb位置之情形下，點火基準信號 之輸出位置位於1度時，無法通過點火基準信號而得到控 制曲軸軸心的絕對角度。因此，在第二較佳實施例中，係 於第一較佳實施例之反轉動作之前以不超過壓縮行程之驅 動力的程度，進行預備正轉，即一旦吸入行程之活塞向壓 縮行程方向正轉至進行反轉動作爲止，活塞無論停止於何 位置上必定可以輸出點火基準信號。 第9圖所示爲本發明之第二較佳實施例之起動原理的 示意圖：（a)各行程之啓動負載’（b)啓動能量，（c)啓動動 作時之活塞位置，（d)整流位置偵測器開始的脈衝信號，（e) 2 6 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） • ϋ H ϋ ϋ ϋ ϋ ϋ ϋ I ϋ I ϋ I ϋ ϋ ϋ ^1 n I ϋ ϋ 1 1 ϋ H ϋ .1 I I ϋ ϋ I n ϋ I ϋ n ϋ ϋ n n I I I I H ϋ ϋ n I (請先閱讀背面之注意事項再填寫本頁) 479106 A7 B7 6951pif.doc/008 五、發明說明（ 表示點火基準信號。第10圖所示爲控制順序的流程圖。 請參照第10圖所示，在本實施例中，CPU 32係爲步 驟S20時依例打開點火開關39，並在步驟S21中判斷是 否進行啓動開關34之開關。打開啓動開關34之後即進入 步驟S22，引擎一旦正轉即進行預備正轉處理。第11圖所 示爲預備正轉處理順序的流程圖。 正轉處理係由第5圖之Pb開始向壓縮行程側之停止 位置Pa進行的引擎預備正轉。前述的疑似加速度變化判 定係用來決定最佳的反轉切換。即，在步驟S41中發動機 10進行預備的正轉。在此情形下的正轉動作係活塞由排氣 行程之下終止點附近開始向壓縮行程之下終止點附近移動 之全部驅動力，且發動機10輸出低於正常之正轉啓動之 旋轉。 接著，進行步驟S42，判斷活塞是否在正轉壓縮狀態 下。即，在曲軸軸心預備正轉時判斷活塞進入壓縮行程是 否受到壓縮負載之狀態。在步驟S42中正轉壓縮狀態之判 定係利用前述之疑似加速度變化判定。 當步驟S42中檢查出正轉壓縮狀態之情形下進行步驟 S43以停止正轉通電。反之未檢查出正轉壓縮狀態之情形， 則進行步驟S44,判定是否經過所設定之最大預備正轉時 間。當經過最大預備正轉時間時，進行步驟S43以停止正 轉通電，如果爲未經過之情形時，則返回步驟S42重複前 述之順序。 在進行步驟S43之停止正轉通電後，依例離開第11 27 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 ________! I_____0 — φ____i._____111 — ! Μ ! I! 479106 A7 6 9 5 lp i f ·doc /〇 〇 8 _______ _B7_ _ 五、發明說明（〇 (請先閱讀背面之注意事項再填寫本頁) 圖，進行第10圖之步驟S23之反轉動作。此爲曲軸軸心13 進行反轉，以在步驟S24中取得點火基準信號。此時，在 步驟S23中反轉動作開始之時，活塞係在壓縮行程中存在 於吸入行程下終止點附近，由此向爆發行程側驅動，且在 排氣行程上終止點附近必然會通過點火基準信號發生位 置。即，活塞即使停止於Pb之位置，一旦活塞向壓縮行 程側移動，則必然會通過點火基準信號發生位置。因此， 在步驟S24中，可以確實地取得點火基準信號，之後，可 利用此點火基準信號與整流位置脈衝信號來確實地掌握曲 軸角。 在取得點火基準信號之後，進行步驟S25，利用活塞 之絕對位置進行曲軸軸心之絕對角度的辨識與修正。之 後，利用此絕對角度爲基礎，進行步驟S26至S33之反轉 —正轉的控制。由於步驟S26至S33的控制與第一較佳實 施例中之步驟S6至S13相同，因此在此省略詳細之說明。 經濟部智慧財產局員工消費合作社印製 在本實施例中進行反轉動作之前會先進行一次預備正 轉的動作，以使在反轉動作中必定會通過點火基準信號發 生位置，並確實地取得點火基準信號，以對曲軸軸心之絕 對角度進行正確的辨識控制。 由於停止在Pb點時，靠近點火基準信號發生位置及 爆發行程，因此可得到2次點火基準信號以用於對任何之 絕對角度的控制。又在得到基準信號時，較佳爲直接停止 預備正轉通電，進行反轉。 (第三較佳實施例） 28 t紙張尺度適用中國國家標準（CNS)A4規格（210 x 297公釐） 479106 6951pif.doc/008 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（>6) 另外，第三較佳實施例係對本發明也適用於二衝程引 擎之情形進行說明。在發動機1〇中，點火基準信號係由 曲軸軸心13每旋轉一次即輸出一次所構成。在二衝程引 擎只有一次旋轉一次點火之情形下，無法利用前述利用慣 性啓動助走區間之基準信號進行控制。 在二衝程引擎中，加入前述之點火基準信號，並利用 追加第2阻抗以提供在慣性啓動助走期間發生之信號。藉 由辨識曲軸角所得到之基準信號（第2基準信號）以實現 本發明之控制型態。此時，追加的阻抗’係設置於吸入混 合氣體至汽紅內未到達開始排氣丫了程之下終止點之間的基 準信號輸出位置，此點火信號不會影響引擎之燃燒動作。 在前述之外的位置適當地追加設置阻抗，此時所輸出 之基準信號必須要進行禁止點火之處理。又，可以利用配 置多個阻抗進行精密的點火控制，以利用阻抗所產生的信 號爲基礎進行適當的控制。 另一方面，利用追加脈衝線圈來代替追加阻抗是更適 當的。即，加入第1圖所示之脈衝線圏41 ’在非壓縮行程 (BTDC約90度至270度）之位置上設置第2脈衝線圈， 以在曲軸軸心旋轉1圈時輸出2個基準信號。 前述2個脈衝線圏最好使用相同的材質，如此，與正 式的脈衝線圈41相同，追加的脈衝線圈之信號也可以進 行點火動作。在爆發行程下終止點附近的點火不會對燃燒 動作有所妨害’且不會影響點火能量。又’利用絕對位置 之辨識結果爲基礎以對下終止點側有較佳之判斷。所以， 29 (請先閱讀背面之注意事項再填寫本頁) t · ·ϋ ϋ 1 1·— ϋ ^1 mmMMm a ·ϋ ϋ 線 --------------------- 本紙張尺度適用中國國家楳率（CNS)A4規格（210 X 297公釐） 479106 A7 B7 經濟部智慧財產局員工消費合作社印製 6951pif.doc/008 五、發明說明（ο ) 追加的脈衝線圈之極性（電壓變化之順序）與正式的脈衝 線圏41是相反的2個不同的信號，以使CPU 32易於進行 判別。因此，可以抑止正式點火位置以外的點火動作，且 可以防止對燃燒動作有傷害的點火及可節省共用能源之浪 費。 (第四較佳實施例） 接著，第四較佳實施例係對曲軸角檢出裝置適用於在 引擎（內燃機）中使用啓動發動機之情形進行說明。在此， 使用與第一較佳實施例相同的材料，因此部份使用相同符 號之說明予以省略。 本第四較佳實施例之啓動發動機係由與第1圖至第3 圖相同之方法所構成，所以省略第1圖至第3圖之說明。 在CPU 32中係設置了接下來的機能裝置。第13圖所 示爲本發明適於利用CPU 32作爲曲軸角查出處理之相關 機能構成裝置的說明圖。CPU 32係用來算出利用點火基 準信號與角度脈衝爲基礎之曲軸軸心的絕對角度，且由利 用脈衝線圈41取得引擎的點火基準信號之點火基準信號 取得裝置51、利用整流位置檢出偵測器25取得控制發動 機1〇用的整流位置檢出偵測信號（整流位置信號）以形 成後述之角度脈衝的角度脈衝形成裝置152、利用點火基 準信號與角度脈衝爲基礎算出曲軸軸心13之絕對角度的 曲軸角度算出裝置153及利用曲軸角度算出裝置153所算 出之曲軸軸心13絕對角度爲基礎控制發動機1〇之發動機 控制指示裝置154所構成。 30 本紙張尺度適用中國國豕標準（CNS)A4規格（210 X 297公楚） (請先閱讀背面之注意事項再填寫本頁)Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 479106 A7 6 9 5 lp i f .d〇c / 〇 〇 8 _B7_ V. Description of the invention p 1) Determine whether the set maximum reversal time has passed. When the maximum reversal time has elapsed, step S15 is performed to stop the reverse power supply. If the maximum reversal time has not elapsed, the process returns to step S4 to perform the above-mentioned sequence. In step S15, the power supply is stopped, and at the same time, the crankshaft axis 13 performs inertia rotation. Next, step S17 is performed to determine whether the crankshaft axis 13 is in the forward rotation state. That is, it is determined whether the return compression force of the piston and the crankshaft axis 13 start to rotate forward. When the forward rotation is started, step S18 is performed to start the forward rotation operation. If the forward rotation is not checked in step S17, step S19 is performed to determine whether the predetermined power-off time has passed. When the power-off time has elapsed, before the forward rotation is checked, step S18 is performed to start the forward rotation. On the other hand, if the power-off time has not elapsed, the process returns to step S17 and repeats the foregoing sequence. This action makes the engine 10 start to rotate forward. At this time, the crankshaft axis 13 rotates under the low load of the exhaust stroke and the intake stroke. Before the piston 10 enters the compression stroke, the engine 10 has reached the maximum number of rotations under almost no-load rotations. Then, the crankshaft axis 13 has reached the maximum possible number of rotations of the engine 10 before the compression stroke is performed. This rotation system enters the compression stroke in a state where the inertial mass accumulates the inertia energy to the maximum. In the compression stroke shown in FIG. 4 (b), the crankshaft axis 13 is rotated using a synthetic energy (thick solid line) synthesized by inertia and energy (a dotted line) and engine energy (solid line). In addition, the driving energy of the engine 10 shown in Fig. 4 (b) is provided by using the crankshaft axis 13 more than two times to drive. Then, the compression stroke load that can be supplied by one energy exceeds the energy that a conventional engine can supply, so the engine energy can be increased. 2 This paper size is in accordance with China National Standard (CNS) A4 (210 X 297 mm) ( Please read the precautions on the back before filling this page); ________Order ______ line — • i — Ji i — li! 479106 A7 B7 6951pif.doc / 008 i. Description of the invention () 1) Efficient use . After the initial compression stroke has been exceeded, the inertial energy accumulation has been followed by the compression stroke which can easily exceed the load. In this way, the engine can be started by using the appropriate ignition line 圏 35 to generate splash sparks. In this way, the engine 10 of the present invention drives the piston once when the engine starts, and then returns to the burst stroke to start the engine. Then, after the first compression stroke, the inertial energy held by the crankshaft axis 13 will become higher and higher. That is, the interval of the crankshaft axis 13 to assist in walking is set. This interval can be used to accumulate energy, and a torque smaller than the conventionally used engine torque can be used to exceed the first compression stroke. In this way, the engine can be miniaturized or painted at low cost, and the power consumed by the generator can be reduced. In addition, when the piston returns to the burst stroke, the absolute position of the piston (the absolute angle of the crankshaft axis) can be grasped using the ignition reference signal and the rectified position pulse signal, and based on this, the engine 10 is controlled to stop the reverse rotation or a moderate positive turn. Therefore, there is no need to use other detectors such as cam angle detector or crank angle detector, and only the existing detector can be used to correctly control the reverse rotation-forward rotation. In addition, based on the absolute angle, the reverse rotation and forward rotation of the crankshaft axis can be controlled accurately and moderately, and an inertia starting control method with good efficiency can be obtained. This starting operation starts from the ignition exceeding the compression stroke, and when stopping afterwards, the absolute angle obtained is used as the basis to control the reverse rotation and forward rotation of the engine 10 at the next start. This can prevent the engine 10 from failing to start, and can start with better efficiency. Also, stop idling while waiting for the signal, stop the engine starting when the vehicle starts. 25 This paper size applies Chinese National Standard (CNS) A4 specification (210 X 297 public love) (Please read the precautions on the back before filling this page) Ministry of Economy Printed by the Intellectual Property Bureau employee consumer cooperative i #________ t ____! _____ ^ — φ ____ · ί ._____! I____ 479106 A7 B7 Printed by the Intellectual Property Bureau employee consumer cooperative of the Ministry of Economic Affairs 6951pif.d〇c / 〇〇8 V. Description of the Invention ) Or start, and in the process from engine stop to restart, the absolute angle can be identified in less than the number of rotations set by the engine, and when the engine is started, the absolute angle at stop is used as a reference Perform reverse and forward motions to start with better efficiency. As described above, the engine can be controlled to start by obtaining a rotation pulse including a starting rectification pulse or a direct crankshaft rotation signal, an ignition reference signal, and an absolute angle. (Second preferred embodiment) The next second preferred embodiment is to perform a preliminary forward operation before the reverse operation at the start of the first preferred embodiment, in order to reliably obtain the control pattern of the absolute angle. Be explained. In the case where the control mode of the first preferred embodiment is that the aforementioned piston is stopped at the Pb position in FIG. 5, an appropriate reverse-forward rotation setting is set by the determination of the suspected acceleration change in FIG. 7, To get the ignition reference signal. However, when the output position of the ignition reference signal is at 1 degree without stopping at the Pb position, the absolute angle of the crank shaft axis cannot be controlled by the ignition reference signal. Therefore, in the second preferred embodiment, the pre-reverse rotation is performed to the extent that the driving force of the compression stroke does not exceed the driving force of the compression stroke before the reverse operation of the first preferred embodiment, that is, once the piston in the suction stroke is in the direction of the compression stroke No matter where the piston is stopped, the piston can output the ignition reference signal until the reverse rotation is performed. Figure 9 shows a schematic diagram of the starting principle of the second preferred embodiment of the present invention: (a) starting load of each stroke '(b) starting energy, (c) piston position during starting operation, (d) rectification Pulse signal from the position detector, (e) 2 6 This paper size applies the Chinese National Standard (CNS) A4 (210 X 297 mm) • ϋ H ϋ ϋ ϋ ϋ ϋ I ϋ I ϋ ϋ ϋ ϋ ^ 1 n I ϋ ϋ 1 1 ϋ H ϋ .1 II ϋ ϋ I n ϋ I ϋ n ϋ ϋ nn IIIIH ϋ I n I (Please read the notes on the back before filling this page) 479106 A7 B7 6951pif.doc / 008 V. Description of the invention (Represents the ignition reference signal. Figure 10 shows the flow chart of the control sequence. Please refer to Figure 10. In this embodiment, when the CPU 32 is in step S20, the ignition switch 39 is turned on as usual. In step S21, it is determined whether to start the start switch 34. After the start switch 34 is turned on, the process proceeds to step S22, and the engine performs a forward rotation process as soon as the engine rotates forward. Figure 11 shows a flowchart of the sequence of the preliminary forward rotation process The forward rotation process starts from Pb in Fig. 5 to the stop position on the compression stroke side. The engine prepares a forward rotation by Pa. The aforementioned pseudo acceleration change determination is used to determine the optimal reverse rotation switching. That is, the engine 10 performs a preliminary forward rotation in step S41. In this case, the forward rotation operation is performed by the piston. All driving forces starting near the end point below the exhaust stroke to move near the end point below the compression stroke, and the engine 10 outputs a rotation that is lower than the normal forward start. Then, step S42 is performed to determine whether the piston is compressing in the forward direction. In the state, that is, when the crankshaft axis is ready to rotate forward, it is judged whether the piston enters the compression stroke under a compression load state. The determination of the forward rotation compression state in step S42 is determined by using the aforementioned suspected acceleration change. When a positive check is detected in step S42 In the case of the compression state, step S43 is performed to stop the forward rotation. Otherwise, if the condition of the forward compression state is not checked, step S44 is performed to determine whether the set maximum pre-forward time has passed. When the maximum pre-forward time has elapsed Step S43 to stop the forward rotation, if it has not passed, return to step S42 before repeating After stopping the forward power supply in step S43, leave the paper according to the rules. 27 27 This paper size applies the Chinese National Standard (CNS) A4 specification (210 X 297 mm) (Please read the precautions on the back before filling out (This page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs! I_____0 — φ ____ i ._____ 111 —! Μ! I! 479106 A7 6 9 5 lp if · doc / 〇〇8 _______ _B7_ _ V. Description of the invention (〇 ( Please read the precautions on the back before filling this page), and perform the reverse operation of step S23 in Figure 10. This is the reverse rotation of the crankshaft axis 13 to obtain the ignition reference signal in step S24. At this time, at the start of the reverse operation in step S23, the piston system exists near the end point under the suction stroke in the compression stroke, thereby driving toward the burst stroke side, and the ignition will inevitably pass near the end point on the exhaust stroke. Reference signal occurrence position. That is, even if the piston is stopped at the position of Pb, once the piston moves to the compression stroke side, it will inevitably pass the ignition reference signal generation position. Therefore, in step S24, the ignition reference signal can be reliably obtained, and thereafter, the crank reference angle can be accurately grasped by using the ignition reference signal and the rectified position pulse signal. After obtaining the ignition reference signal, step S25 is performed to identify and correct the absolute angle of the crankshaft axis using the absolute position of the piston. Thereafter, using this absolute angle as a basis, the reverse rotation-forward rotation control of steps S26 to S33 is performed. Since the control of steps S26 to S33 is the same as steps S6 to S13 in the first preferred embodiment, detailed description is omitted here. Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs before performing the reverse operation in this embodiment, a preliminary forward operation will be performed first, so that the ignition reference signal generation position will surely be obtained during the reverse operation, and it will be reliably obtained Ignition reference signal to accurately identify and control the absolute angle of the crankshaft axis. Since it is stopped at the Pb point, it is close to the ignition reference signal generation position and burst stroke, so the secondary ignition reference signal can be obtained for the control of any absolute angle. When the reference signal is obtained, it is preferable to directly stop the power supply for the forward rotation and perform the reverse rotation. (Third preferred embodiment) 28 t paper size applies Chinese National Standard (CNS) A4 (210 x 297 mm) 479106 6951pif.doc / 008 A7 B7 Printed by the Consumers ’Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs (≫ 6) In addition, the third preferred embodiment describes a case where the present invention is also applicable to a two-stroke engine. In the engine 10, the ignition reference signal is constituted by outputting the crankshaft center 13 every time it rotates. In the case where the two-stroke engine has only one revolution and one ignition, it cannot be controlled by using the reference signal of the inertia start-up assisted walking zone. In a two-stroke engine, the aforementioned ignition reference signal is added, and an additional second impedance is used to provide a signal that occurs during the inertial start assist. A reference signal (a second reference signal) obtained by identifying the crank angle is used to implement the control mode of the present invention. At this time, the additional impedance 'is set at the reference signal output position between the time when the mixed gas is inhaled and the end point below the start of the exhaust gas is not reached. This ignition signal does not affect the combustion behavior of the engine. Add an appropriate impedance at a position other than the above, and the reference signal output at this time must be processed to prohibit ignition. In addition, precise ignition control can be performed by arranging multiple impedances, and appropriate control can be performed based on signals generated by the impedances. On the other hand, it is more appropriate to use an additional pulse coil instead of the additional impedance. That is, the pulse line 圏 41 'shown in the first figure is added, and a second pulse coil is provided at the position of the non-compressed stroke (about 90 degrees to 270 degrees of BTDC) to output two reference signals when the crankshaft axis rotates once. . The two pulse wires 2 are preferably made of the same material. In this way, similar to the normal pulse coil 41, the signal of the additional pulse coil can also be used for ignition. Ignition near the end point under the burst stroke does not interfere with the combustion action 'and does not affect the ignition energy. It also uses the recognition result of the absolute position as a basis to make a better judgment on the lower end point side. So, 29 (Please read the notes on the back before filling in this page) ----- This paper size applies to China's National Standard (CNS) A4 specification (210 X 297 mm) 479106 A7 B7 Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 6951pif.doc / 008 V. Description of the invention (ο) The polarity (order of voltage change) of the added pulse coil is two different signals from the official pulse line 圏 41, so that the CPU 32 can easily determine. Therefore, it is possible to suppress the ignition operation other than the official ignition position, prevent ignition that is harmful to the combustion operation, and save the cost of shared energy. (Fourth preferred embodiment) Next, a fourth preferred embodiment will be described in a case where the crank angle detecting device is suitable for use in a start-up engine in an engine (internal combustion engine). Here, the same materials as those of the first preferred embodiment are used, and therefore the descriptions using the same symbols are omitted. The starting engine of the fourth preferred embodiment is constituted by the same method as in Figs. 1 to 3, so the description of Figs. 1 to 3 is omitted. The CPU 32 is provided with the following functional devices. Fig. 13 is an explanatory diagram showing a related functional constitution device suitable for utilizing the CPU 32 as a crank angle detecting process according to the present invention. The CPU 32 is an ignition reference signal acquisition device 51 for calculating the absolute angle of the crankshaft shaft center based on the ignition reference signal and the angle pulse, and the ignition reference signal of the engine is obtained by using the pulse coil 41, and the detection is performed by using the rectified position. The generator 25 obtains an angle pulse forming device 152 for detecting a rectified position detection detection signal (rectified position signal) for controlling the engine 10 to form an angle pulse described later, and calculates the absolute value of the crankshaft axis 13 based on the ignition reference signal and the angle pulse. The crank angle calculation device 153 and the absolute angle of the crank shaft center 13 calculated by the crank angle calculation device 153 are configured as an engine control instruction device 154 for controlling the engine 10 based on the absolute angle. 30 This paper size is applicable to China National Standard (CNS) A4 (210 X 297 cm) (Please read the precautions on the back before filling this page)

479106 6951pif.d〇c/〇〇8 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明d ) 另一方面，發動機10之旋轉控制係由第14圖所示之 整流位置檢出偵測信號所取得。第14圖所示爲此整流位 置檢出偵測信號、利用整流位置檢出偵測信號所形成之角 度脈衝及點火基準信號等的關係說明圖。 請參照第14圖所示，發動機10係均分成3個位置設 置整流位置檢出偵測器25以偵測三相的整流位置檢出偵 測信號U、V及W之輸入。即各信號變化時予以捕捉，以 形成所定週期的角度脈衝。在第14圖係表示利用三相的 整流位置檢出偵測信號U、V及W開始的邊緣爲基礎，形 成以20度爲間隔之角度脈衝的樣子。 此時，點火基準信號係由阻抗40通過脈衝線圏41時 所輸入，所得之曲軸角常維持一定（上終止點前）。即點 火基準信號輸出之曲軸角0。常維持一定。又，在一定之 曲軸角間隔（在第14圖中係爲20度）形成角度脈衝。接 著利用點火基準信號得到曲軸角0。之後角度脈衝輸入計 算器中，再依據曲軸角(9 〇開始的旋轉角度進行區分，以 掌握目前曲軸角。 接著，沒有增設阻抗40，利用一個阻抗即可以掌握曲 軸角，當設有多個阻抗之情形下，同樣利用一個阻抗進行 控制，且增設阻抗需要之工數可能會減少成本之降低。由 於不需使用額外的凸輪角度偵測器或曲軸角偵測器等其他 之偵測器，只需利用既存之偵測器即可正確地掌握曲軸 角，因此可以抑制生產成本之增加。 CPU 32係利用所檢出之曲軸角之絕對角度爲基礎以 (請先閱讀背面之注意事項再填寫本頁) 訂i 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） ··♦···* •線— ·!Ί —--------------- 479106 A7 B7 ；951pif.doc/008 五、發明說明（，彳） 控制引擎的點火時機。利用歸納各種控制程序之唯讀記憶 體37爲基礎可進行引擎啓動控制、適度燃料噴射控制及 燃料噴射量控制等的各種能量控制。 曲軸角檢出精密度由第14圖進行區分，可以對角度 脈衝之週期變化進行適度的變更。第15圖與第16圖係各 自依據角度脈衝間隔爲60度、10度之情形下對角度脈衝 與點火基準信號之間的關係所得到的說明圖。 在第15圖中，整流位置檢出偵測信號係利用第1相 分（U相）表示，由此開始形成角度脈衝，此間隔比第14 圖所表示之間隔長。因此，在第15圖之情形，曲軸角本 身之檢出精密度不會比在第14圖之情形低多少。但可以 減輕CPU 32之負擔，此在不需要進行嚴密控制之一般引 擎控制是十分有效的。 相對地，在第16圖之情形，利用整流位置檢出偵測 器25的三相信號形成由開始至節述之兩側所使用的角度 脈衝，此間隔比第14圖所表示之間隔短，因此，比在第15 圖之情形的曲軸角所檢出之精密度高，比較適合使用於需 要進行嚴密控制之高性能引擎。 在第16圖中，係表示整流位置檢出偵測器25使用於 與單極性檢出型的整個積體電路之情形，此時，單極性檢 出型的整個積體電路之高功率比大於50%。藉由脈衝間隔 之窄、寬發生交互作用，而形成所使用之角度脈衝之開始 邊緣與結束邊緣之兩側。此時，角度脈衝的週期測量係爲 偶數週期（例如是2週期）之平均，在等間隔週期下，可 32 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 #--------訂！——f_!i!! 479106 A7 B7 6951pif.doc/008 五、發明說明（> ) 以檢出曲軸角。但整流位置檢出偵測器25使用於與雙極 性檢出型的整個積體電路時，雙極性檢出型的整個積體電 路之功率比可能會略低一些。 另外整流位置檢出偵測信號利用CPU 32對角度脈衝 形成裝置52進行適度之處理，可以進行角度脈衝的最佳 化。在第17(a)圖中，爲了提升控制精密度，利用角度脈 衝之分周處理可得到物理的整流位置檢出偵測信號的變化 點，例如在沒有物理信號的地方，可利用角度脈衝形成。 在第17(a)圖中，利用開始邊緣與結束邊緣兩側所形 成之10度間隔，再利用角度脈衝之分周處理可以形成5 度間隔之角度脈衝。如此，會在當初10度間隔的角度脈 衝所不存在之位置上形成角度脈衝，整流位置檢出偵測器 25的個數不需改變，即可以使回路之軟體上所對應之檢出 精密度上升。 另一方面，一個脈衝進行分周的分周處理，可以形成 如第17(b)圖所示之15度間隔之角度脈衝，如此，在當初 之1〇度間隔的角度脈衝所不存在之位置上形成角度脈衝。 更進一步地說，在引擎高旋轉區域的角度脈衝的間隔 (週期）較短，會產生超出CPU 32之演算處理能力之情 形。在第17(c)圖中形成物理的角度脈衝回路之軟體可以 適度的調整脈衝間隔。如此，當超過所定旋轉之情形，可 以利用整流位置檢出偵測信號之一相，以用來控制切換至 對應的信號。 雖然本發明已以上述之較佳實施例揭露如上，然其並 33 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 ;·_________訂_______線 1·!.,!1! 479106 A7 B7 695lpif.doc/008 五、發明說明㈠/ ) 非用以限定本發明，任何熟習此技藝者，在不脫離本發明 之精神和範圍內，當可作各種之更動與潤飾。 例如，在前述之第一較佳實施例至第三較佳實施例 中，雖然利用二輪機動車用的引擎做爲例子進行說明，但 是本發明也可以適用於四輪汽車用的引擎。另外，不限於 使用單汽缸的引擎，也可以適用於具有多汽缸之引擎中。 再加上前述之實施例中，雖然利用引擎曲軸軸心直接連接 於發動機上做爲例子進行說明，但是不限於直接連接於發 動機上，也可以適用於藉由齒輪驅動曲軸軸心之啓動發動 機之類型上。且，發動機之種類不限制於前述之外接旋翼 類型，也可以適用於內接旋翼之發動機。 雖然，發動機的界面磁極與本身爲磁性體的控制磁極 配置於界面磁控制發動機上，也可以適用於利用永久磁鐵 與前述之控制磁極交互配設之混合型發動機。 再加上在前述之實施例中，發動機的「反轉-> 正轉」 及「正轉θ反轉—正轉」進行打開啓動開關，當引擎停止 時或點火開關打開時，啓動開關打開時任何適當的操作可 以進行適度之選擇。第12圖所示爲控制測試表。χ係主 要表示沒有進行動作。 例如，在前述之第四較佳實施例中，係說明了在發動 機的旋轉子上形成阻抗，但阻抗形成位置不限於此，可以 設置於其他的曲軸軸心上，也可以設置於旋翼或飛輪上。 又，在前述之實施例中，雖然利用二輪機動車用的引擎做 爲例子進行說明，但是本發明也可以適用於四輪汽車用的 34 本紙張尺度適用中國國家標準（CNS)A4規格（210 χ 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 *····*_ p T 象 _ I · ϋ MBBi *_ ·1* n ·ϋ ai·^δ,，I ·ϋ i— ϋ ϋ emmf ΛΜ§ i^i I ϋ ϋ i^i ϋ 1_1 1··^ ^1· 1_ι 1* mmMMm it ϋ n 1 —.1 n ϋ >ϋ ϋ ϋ ^1 -^1 479106 A7 B7 6951pif.doc/008 五、發明說明（41) 引擎。另外，不限於使用單汽缸的引擎，也可以適用於具 有多汽缸之引擎中。更進一步說，本發明雖然是以適用於 四衝程引擎之情形加以說明，然而本發明並不限於四衝程 引擎也可以適用於二衝程引擎。 本發明之內燃機啓動控制裝置雖然是利用點火基準信 號與整流位置脈衝信號爲基礎取得曲軸軸心之絕對角度， 再利用此絕對角度爲基礎控制啓動發動機，然而也可以直 接利用點火基準信號與整流位置脈衝信號等既存之信號進 行啓動發動機之控制。因此，曲軸角偵測器等不需另外附 設，即可以利用曲軸軸心的絕對角度爲基礎進行正確的啓 動控制，以進行高效率的引擎啓動。 又，利用曲軸軸心一旦反轉後之絕對角度爲基礎，以 啓動內燃機之正轉，藉由曲軸軸心之適度地反轉—正轉可 以正確地控制。因此，可以不進行無用之啓動控制，即可 進行高效率的慣性啓動控制。 另外，在反轉啓動前，曲軸軸心也可以進行適當的預 備正轉，如此，曲軸軸心在反轉時必然會通過點火基準信 號發生位置，可以確實地取得點火基準信號。 再加上至少利用電瓶電壓與引擎溫度任何一種爲基礎· 以對曲軸軸心之反轉量進行調整，如此，利用電瓶或引擎 之狀態爲基礎進行適度地啓動控制，可以縮短啓動時間。 另一方面，本發明之內燃機的啓動控制裝置係具備有 點火基準信號取得裝置與整流位置脈衝信號取得裝置、利 用點火基準信號與整流位置脈衝信號爲基礎算出曲軸軸心 35 本紙張尺度適用中國國家標準（CNS)A4規格（21〇 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) 經濟部智慧財產局員工消費合作社印製 訂！——手·！！ ———I! 479106 6951pif.doc/008 A7 B7 經濟部智慧財產局員工消費合作社印製 五、發明說明（Μ ) 之絕對角度之絕對角度算出裝置、及利用絕對角度爲基礎 控制啓動發動機之發動機控制指示裝置。也可以利用點火 基準信號或整流位置脈衝信號等既存之信號取得曲軸軸心 之絕對角度爲基礎進行啓動發動機之控制。因此，曲軸角 偵測器等不需另外附設，即可以利用曲軸軸心的絕對角度 爲基礎進行正確的啓動控制，以進行高效率的引擎啓動。 又，在啓動控制裝置中，設有電瓶電壓檢知裝置與引 擎溫度檢知裝置，發動機控制指示裝置也可以至少利用電 瓶電壓與引擎溫度任何一種爲基礎對啓軌發動機進行控 制。如此，利用電瓶或引擎之狀態爲基礎進行適度地啓動 控制，可以縮短啓動時間。 另外，本發明的曲軸角檢出裝置係利用由脈衝線圈得 到之電氣信號或整流位置檢出偵測信號來檢出曲軸軸心之 絕對角度。因此不需額外增設阻抗或曲軸角偵測器，即可 以掌握曲軸軸心之絕對角度。因此，不會增加加工工數或 零件數，且利用曲軸角爲基礎進行引擎之控制，不會使成 本增加，也不會有無法應用於高性能引擎控制之情形。 就上述而言，利用基準脈衝與ACG起動的整流脈衝 來檢出曲軸軸心的絕對角度，因此不需增設阻抗（除了使 用於點火基準之外）或曲軸角偵測器，即可精密地進行點 火時期控制、EFI控制與啓動控制。 36 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) .· 訂---------線——IJ——.---------------479106 6951pif.d〇c / 〇〇8 A7 B7 Printed by the Consumers ’Cooperative of Intellectual Property Bureau of the Ministry of Economic Affairs 5. Description of invention d) On the other hand, the rotation control of engine 10 is detected by the rectified position shown in Figure 14. Measurement signal. Figure 14 illustrates the relationship between the detection signal for the rectified position detection, the angular pulse formed by detecting the detection signal with the rectified position, and the ignition reference signal. Referring to Fig. 14, the engine 10 is divided into three positions, and a rectifying position detection detector 25 is provided to detect the input of three-phase rectifying position detection signals U, V, and W. That is, each signal is captured to form an angular pulse with a predetermined period. Fig. 14 shows a state where the three-phase rectified position detection detection signals U, V, and W are used to form an angle pulse at intervals of 20 degrees based on the edges. At this time, the ignition reference signal is input when the impedance 40 passes through the pulse line 圏 41, and the obtained crank angle is always maintained constant (before the upper end point). That is, the crank angle of the ignition reference signal output is 0. Often remain constant. In addition, an angular pulse is formed at a certain crank angle interval (20 degrees in FIG. 14). Then, the crank angle 0 is obtained by using the ignition reference signal. After that, the angle pulse is input into the calculator, and then distinguished according to the crank angle (the rotation angle starting from 90) to grasp the current crank angle. Then, without adding the impedance 40, the crank angle can be grasped by using one impedance. When multiple impedances are provided In this case, the same impedance is used for control, and the number of labor required to increase the impedance may reduce the cost. Since no other detectors such as a cam angle detector or a crank angle detector are needed, only Need to use the existing detector to accurately grasp the crank angle, so it can suppress the increase in production costs. CPU 32 is based on the absolute angle of the detected crank angle based on (Please read the precautions on the back before filling this Page) Order i This paper size applies Chinese National Standard (CNS) A4 (210 X 297 mm) ·· ♦ ··· * • Line — ·! Ί —------------- -479106 A7 B7; 951pif.doc / 008 V. Invention description (, 彳) Controls the ignition timing of the engine. Using the read-only memory 37 that summarizes various control programs, it can perform engine start control and moderate fuel injection control. Various energy controls such as fuel injection amount control, etc. The accuracy of crankshaft angle detection can be distinguished from Fig. 14, and the period change of the angle pulse can be appropriately changed. Fig. 15 and Fig. 16 are based on the angle pulse interval. An explanatory diagram of the relationship between the angle pulse and the ignition reference signal in the case of 60 degrees and 10 degrees. In Figure 15, the rectified position detection detection signal is expressed by the first phase division (U phase), As a result, an angle pulse starts to form, and the interval is longer than the interval shown in Fig. 14. Therefore, in the case of Fig. 15, the detection accuracy of the crank angle itself will not be much lower than that in the case of Fig. 14. But it can be This reduces the burden on the CPU 32, which is very effective in general engine control that does not require strict control. In contrast, in the case of Figure 16, the three-phase signal formation from the rectified position detection detector 25 is performed from the beginning to the end. The angle pulses used on both sides are shorter than the interval shown in Figure 14. Therefore, the accuracy is higher than that of the crank angle detected in the case of Figure 15. High-performance engine under strict control. Figure 16 shows the case where the rectified position detection detector 25 is used with the entire integrated circuit of the unipolar detection type. At this time, the entire product of the unipolar detection type is used. The high power ratio of the body circuit is greater than 50%. The narrow and wide pulse intervals interact to form the two sides of the starting edge and the ending edge of the angle pulse. At this time, the period measurement of the angle pulse is an even number The average of the cycle (for example, 2 cycles). Under the equally spaced cycle, 32 paper sizes can apply the Chinese National Standard (CNS) A4 specification (210 X 297 mm) (Please read the precautions on the back before filling this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs # -------- Order! ——F_! I !! 479106 A7 B7 6951pif.doc / 008 5. Description of the invention (>) To detect the crank angle. However, when the rectified position detection detector 25 is used with the entire integrated circuit of the bipolar detection type, the power ratio of the entire integrated circuit of the bipolar detection type may be slightly lower. In addition, the rectified position detection detection signal uses the CPU 32 to appropriately process the angle pulse forming device 52 to optimize the angle pulse. In Figure 17 (a), in order to improve the control accuracy, the angular rectification can be used to obtain the physical rectified position to detect the change point of the detection signal. For example, where there is no physical signal, the angle pulse can be used to form . In Fig. 17 (a), a 10-degree interval formed on both sides of the start edge and the end edge is used, and then the angular pulse is used to form an angular pulse with a 5-degree interval. In this way, angle pulses will be formed at the positions where the angle pulses at the original 10 degree interval do not exist. The number of rectified position detection detectors 25 need not be changed, that is, the detection accuracy corresponding to the software of the circuit can be made. rise. On the other hand, one pulse is divided into several cycles, which can form angle pulses at 15-degree intervals as shown in Figure 17 (b). In this way, in the original position where the angle pulses at 10-degree intervals do not exist Angular pulses are formed. Furthermore, the shorter the interval (period) of the angle pulses in the high rotation area of the engine, it may cause the calculation processing capacity of the CPU 32 to be exceeded. The software that forms the physical angle pulse loop in Figure 17 (c) can moderate the pulse interval. In this way, when the predetermined rotation is exceeded, a phase of the detection signal can be detected by using the rectified position to control switching to the corresponding signal. Although the present invention has been disclosed in the above-mentioned preferred embodiment, the paper size of this paper applies to the Chinese National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page) Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs; _________Order _______ Line 1 !!.,! 1! 479106 A7 B7 695lpif.doc / 008 V. Description of the Invention ㈠ /) It is not intended to limit the invention, any Those skilled in the art can make various changes and decorations without departing from the spirit and scope of the present invention. For example, in the foregoing first to third preferred embodiments, although an engine for a two-wheeled motor vehicle is used as an example for description, the present invention can also be applied to an engine for a four-wheeled vehicle. In addition, it is not limited to an engine using a single cylinder, but can also be applied to an engine having multiple cylinders. In addition, in the foregoing embodiment, although the crankshaft axis of the engine is directly connected to the engine as an example for illustration, it is not limited to being directly connected to the engine. It can also be applied to starting the engine by driving the crankshaft axis with gears. Type. In addition, the type of the engine is not limited to the aforementioned external rotor type, and it can also be applied to an internal rotor engine. Although the interface magnetic pole of the engine and the control magnetic pole that is a magnetic body are disposed on the interface magnetically controlled engine, it can also be applied to a hybrid engine that is configured by using a permanent magnet and the aforementioned control magnetic pole alternately. In addition, in the foregoing embodiment, the engine "Reverse-> Forward" and "Forward θ Reverse-Forward" are turned on to start the switch. When the engine is stopped or the ignition is turned on, the start switch is turned on. Any appropriate operation can be selected appropriately. Figure 12 shows the control test table. The χ series mainly indicates that no action is performed. For example, in the foregoing fourth preferred embodiment, it is described that the impedance is formed on the rotor of the engine, but the impedance forming position is not limited to this, and may be provided on other crankshaft axes, and may also be provided on a rotor or a flywheel. on. Also, in the foregoing embodiment, although the engine for a two-wheeled motor vehicle is used as an example for description, the present invention can also be applied to a four-wheeled vehicle. χ 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs * ···· * _ p T Elephant _ I · ϋ MBBi * _ · 1 * n · ϋ ai · ^ δ ,, I · ϋ i— ϋ ϋ emmf ΛΜ§ i ^ i I ϋ ϋ i ^ i ϋ 1_1 1 ·· ^ ^ 1 · 1_ι 1 * mmMMm it ϋ n 1 —.1 n ϋ > ϋ ϋ ϋ ^ 1-^ 1 479106 A7 B7 6951pif.doc / 008 5. Description of the invention (41) Engine. In addition, it is not limited to an engine using a single cylinder, but can also be applied to an engine having multiple cylinders. Furthermore, although the present invention has been described as being applied to a four-stroke engine, the present invention is not limited to a four-stroke engine and may be applied to a two-stroke engine. Although the internal combustion engine starting control device of the present invention uses the ignition reference signal and the rectified position pulse signal as the basis to obtain the absolute angle of the crankshaft axis, and then uses this absolute angle as the basis to control the start of the engine, it can also directly use the ignition reference signal and the rectified position. Existing signals such as pulse signals are used to start the engine. Therefore, the crank angle detector and the like do not need to be separately attached, that is, they can use the absolute angle of the crankshaft axis as the basis to perform correct start control for efficient engine starting. In addition, based on the absolute angle of the crankshaft axis once reversed, and based on the normal rotation of the internal combustion engine, the crankshaft axis can be properly reversed, and the forward rotation can be accurately controlled. Therefore, it is possible to perform high-efficiency inertial start control without performing useless start control. In addition, before the start of reverse rotation, the crankshaft axis can also be properly prepared for forward rotation. In this way, the crankshaft axis will definitely pass the ignition reference signal generation position during reverse rotation, and the ignition reference signal can be reliably obtained. In addition, at least one of the battery voltage and the engine temperature is used as the basis. The amount of crankshaft axis reversal is adjusted. In this way, the battery or the engine state is used to properly start the control to shorten the start time. On the other hand, the start-up control device of the internal combustion engine of the present invention is provided with an ignition reference signal acquisition device and a rectified position pulse signal acquisition device, and calculates a crankshaft axis based on the ignition reference signal and the rectified position pulse signal. Standard (CNS) A4 specification (21〇X 297 mm) (Please read the notes on the back before filling out this page) Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs! --hand·! !! ——— I! 479106 6951pif.doc / 008 A7 B7 Printed by the Consumers' Cooperative of Intellectual Property Bureau of the Ministry of Economic Affairs 5. The absolute angle calculation device for the absolute angle of the invention description (M), and the engine that starts the engine based on the absolute angle control Control indicating device. It is also possible to control the starting of the engine based on the absolute angle of the crankshaft axis using existing signals such as the ignition reference signal or the rectified position pulse signal. Therefore, there is no need to attach a crank angle detector, etc., that is, accurate starting control can be performed based on the absolute angle of the crankshaft axis to perform efficient engine starting. In addition, the start-up control device is provided with a battery voltage detection device and an engine temperature detection device. The engine control instruction device may also control the start-up engine based on at least one of the battery voltage and the engine temperature. In this way, moderate start-up control based on the state of the battery or engine can shorten the start-up time. In addition, the crank angle detecting device of the present invention detects the absolute angle of the crankshaft axis using an electrical signal obtained by a pulse coil or a rectified position detection detection signal. Therefore, no additional impedance or crank angle detector is needed to grasp the absolute angle of the crankshaft axis. Therefore, it will not increase the number of processing workers or parts, and use the crankshaft angle as the basis for engine control. It will not increase the cost, and it will not be impossible to apply it to high-performance engine control. As mentioned above, the absolute angle of the crankshaft axis is detected using the reference pulse and the rectified pulse started by ACG. Therefore, it is possible to accurately perform the measurement without adding an impedance (except for the ignition reference) or a crank angle detector. Ignition control, EFI control and start control. 36 This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page). · Order --------- line——IJ— —.---------------

Claims (1)

479106 B8 6951pif.doc/008 惡 六、申請專利範圍 (請先閱讀背面之注意事項再填寫本頁) 1·一種內燃機的啓動裝置，係包括連結於一啓動發動 機上的一內燃機的一曲軸軸心、在該內燃機中所取得的一 點火基準信號、利用一旋轉脈衝信號爲基礎取得該曲軸軸 心的一絕對角度、以及利用該絕對角度爲基礎控制該啓動 發動機之一控制裝置。 2. —種內燃機的啓動裝置，係包括連結於一啓動發動 機上的一內燃機的一曲軸軸心、在該內燃機中所取得的一 點火基準信號、利用該啓動發動機之一旋轉脈衝信號爲基 礎取得該曲軸軸心的一絕對角度、以及利用該絕對角度爲 基礎控制該啓動發動機之一控制裝置。 3. 如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該控制裝置係包括利用該絕對角度爲基礎， 在一反轉通電之後至一正轉通電之前的該曲軸軸心所定之 一曲軸位置啓動該內燃機。 4·如申請專利範圍第3項所述之內燃機的啓動裝置， 其中該正轉通電之時機係爲檢出該曲軸軸心到達所定之一 曲軸角位置時。 經濟部智慧財產局員工消費合作社印製 5·如申請專利範圍第3項所述之內燃機的啓動裝置， 其中該正轉通電之時機係爲檢出該曲軸軸心開始進行一正 轉時。 6·如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該點火基準信號更包括在該內燃機爲二衝程 引擎時，設有一阻抗與一脈衝線圈所產生之一第二基準信 號。 37 ^紙張尺度it用中國國家標準（CNS)A4規格（210 X 297公釐） 479106 B8 6951pif.doc/008 D8 六、申請專利範圍 (請先閱讀背面之注意事項再填寫本頁) 7.如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該控制裝置係包括在停止或啓動時或在該內 燃機停止後之再啓動時，利用少於該內燃機所定之一旋轉 數之時進行該絕對角度之辨識，利用停止後之該絕對角度 爲基礎再啓動該內燃機，在該反轉通電之後至該正轉通電 之前的該曲軸軸心所定之該曲軸位置啓動該內燃機。 8·如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該控制裝置更包括在該內燃機超過一壓縮行 程後停止之情形，一接下來的啓動係利用在該內燃機停止 前所取得之該絕對角度爲基礎，在該反轉通電之後至該正 轉通電之前的該曲軸軸心所定之該曲軸位置啓動該內燃 機。 9. 如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該控制裝置更包括在該反轉之前，該曲軸軸 心由一點火基準信號發生位置向一正轉方向側進行一預備 旋轉。 經濟部智慧財產局員工消費合作社印製 10. 如申請專利範圍第1項或第2項所述之內燃機的啓 動裝置，其中該控制裝置包括至少利用一電瓶電壓與一引 擎溫度之任何一種爲基礎進行對該曲軸軸心之一停止反轉 通電位置與一開始正轉位置之調整。 Π.—種內燃機的啓動控制裝置，適用於一內燃機的一 曲軸軸心連接於一啓動發動機的一驅動控制之進行，包 括： 在該內燃機中取得一點火基準信號之一點火基準信號 38 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公楚了 A8B8C8D8 479106 6951pif.doc/008 六、申請專利範圍 取得裝置； 取得該啓動發動機的一整流位置脈衝信號之一整流位 置脈衝信號取得裝置； 利用該點火基準信號與該整流位置脈衝信號爲基礎.， 算出該曲軸軸心的一絕對角度之一絕對角度算出裝置；以 及 利用所算出之該絕對角度爲基礎控制該啓動發動機之 發動機控制指示裝置。 12.如申請專利範圍第11項所述之內燃機的啓動控制 裝置，其中該發動機控制指示裝置係包括利用該絕對角度 爲基礎在該曲軸軸心所定之一曲軸位置進行一反轉通電， 並於檢出到達該曲軸軸心所定之一曲軸角位置後進行一正 轉通電。 13·如申請專利範圍第11項或第12項所述之內燃機的 啓動控制裝置，其中該發動機控制指示裝置係包括利用該 絕對角度爲基礎在該曲軸軸心所定之該曲軸位置進行該反 轉通電，並於檢出該曲軸軸心開始正轉後進行該正轉通 電。 14·如申請專利範圍第11項或第12項所述之內燃機的 啓動控制裝置，其中該發動機控制指示裝置係包括在具備 有檢知一電瓶電壓之一電瓶電壓檢知裝置以及檢知一引擎 、?皿度之引擎溫度檢知裝置的該啓動控制裝置中，至少利 用該電瓶電壓與該引擎溫度之任何一種以及該絕對角度爲 基礎控制該啓動發動機。 39 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁) · 經濟部智慧財產局員工消費合作社印製 ί _*V*—*-·· amMmm earn— ϋ ϋ n n ϋ I ϋ ϋ I ϋ ϋ n I I n «ϋ I .^1 in n i_i n ϋ 1_1 I ϋ I 經濟部智慧財產局員工消費合作社印製 479106 A8 B8 695:pif.doc/008 ------- D8 — __ 六、申請專利範圍 15. —種內燃機的曲軸角檢測裝置，適用於啓動連接有 一曲軸軸心之一電刷啓動發動機，包括： 在設置於該曲軸軸心上之一旋轉體上形成有一阻抗； 一在該旋轉體附近配置有一基準信號發生裝置，係利用 該阻抗通過所定之一曲軸角伴隨發生一電氣信號； 伴隨著該啓動發動機之旋轉，發生該啓動發動機控制 用的整流位置信號之整流位置信號發生裝置； 利用g亥整流flL置信號爲基礎形成具有所定週期之一角 度脈衝的角度脈衝形成裝置；以及 利用該基準ig號發生裝置所形成之該電氣信號與該角 度脈衝爲基礎算出該曲軸軸心之一絕對角度之曲軸角度算 出裝置。 16. 如申請專利範圍第15項所述之內燃機的曲軸角檢 測裝置’其中該基準信號發生裝置係包括利用該內燃機之 適度地點火以決定該點火基準信號之輸出。 17 ·如申g靑專利範圍第15項或第16項所述之內燃機的 曲軸角檢測裝置，更包括： 利用該整流位置信號發生裝置輸出一具有複數相之脈 衝信號； 利用該角度脈衝形成裝置，藉由該具有複數相之脈衝 信號的變化爲基礎做成所定週期的該角度脈衝信號；以及 利用該曲軸角度算出裝置，藉由該基準信號發生裝置 輸入之該電氣信號及該角度脈衝之計數算出該曲軸軸心之 絕對角度。 40 本紙張尺度適用中國國家標準（CNS)A4規格（210 X 297公釐） (請先閱讀背面之注意事項再填寫本頁)479106 B8 6951pif.doc / 008 Evil application scope (please read the precautions on the back before filling out this page) 1. An internal combustion engine starting device, which includes a crankshaft axis of an internal combustion engine connected to a starting engine An ignition reference signal obtained in the internal combustion engine, an absolute angle of the crankshaft axis obtained based on a rotation pulse signal, and a control device for controlling the starting engine based on the absolute angle. 2. A starting device for an internal combustion engine, which includes a crankshaft axis of an internal combustion engine connected to a starting engine, an ignition reference signal obtained in the internal combustion engine, and is obtained based on a rotation pulse signal of the starting engine. An absolute angle of the crankshaft axis and a control device for controlling the starting engine based on the absolute angle. 3. The starting device for an internal combustion engine according to item 1 or 2 of the scope of patent application, wherein the control device includes the crankshaft shaft based on the absolute angle and after a reverse current application and before a positive rotation application. The crankshaft is started at a desired crankshaft position. 4. The starting device for an internal combustion engine as described in item 3 of the scope of patent application, wherein the timing of the forward rotation is when the crankshaft center is detected to reach a predetermined crankshaft angular position. Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 5. The starting device for an internal combustion engine as described in item 3 of the scope of patent application, wherein the timing of the forward rotation is when the crankshaft axis is detected to start a forward rotation. 6. The starting device for an internal combustion engine as described in item 1 or 2 of the scope of patent application, wherein the ignition reference signal further includes a second generated by an impedance and a pulse coil when the internal combustion engine is a two-stroke engine. Reference signal. 37 ^ Paper size it uses the Chinese National Standard (CNS) A4 specification (210 X 297 mm) 479106 B8 6951pif.doc / 008 D8 6. Scope of patent application (please read the precautions on the back before filling this page) 7. The starting device for an internal combustion engine as described in item 1 or 2 of the scope of the patent application, wherein the control device includes when the engine is stopped or started or restarted after the internal combustion engine is stopped, using less than one of the number of rotations set by the internal combustion engine At that time, the absolute angle is identified, the internal combustion engine is restarted based on the absolute angle after stopping, and the internal combustion engine is started at the crankshaft position determined by the crankshaft axis after the reverse energization and before the forward energization. 8. The starting device for an internal combustion engine according to item 1 or 2 of the scope of patent application, wherein the control device further includes a situation where the internal combustion engine stops after exceeding a compression stroke. A subsequent starting system uses the internal combustion engine to stop. Based on the previously obtained absolute angle, the internal combustion engine is started at the crankshaft position determined by the crankshaft axis after the reverse rotation is energized and before the forward rotation is energized. 9. The starting device for an internal combustion engine according to item 1 or 2 of the scope of patent application, wherein the control device further includes the crankshaft axis from a ignition reference signal generation position to a forward rotation direction side before the reverse rotation Perform a preliminary spin. Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 10. The starting device for an internal combustion engine as described in item 1 or 2 of the scope of patent application, wherein the control device includes at least one of a battery voltage and an engine temperature as a basis Adjustments are made to one of the crankshaft axes, the stop-reverse current energization position and the start-forward rotation position. Π.—A start control device for an internal combustion engine, suitable for a crankshaft center of an internal combustion engine connected to a drive control of a start engine, including: obtaining an ignition reference signal in the internal combustion engine, one of the ignition reference signals, 38 papers Standards apply to China National Standard (CNS) A4 specifications (210 X 297), A8B8C8D8 479106 6951pif.doc / 008 6. Applicable patent range acquisition device; Acquires one of the rectified position pulse signals of the starting engine. ; Using the ignition reference signal and the rectified position pulse signal as a basis to calculate an absolute angle and an absolute angle calculating device of the crankshaft axis; and using the calculated absolute angle as a basis to control the engine control instruction of the starting engine 12. The start-up control device for an internal combustion engine as described in item 11 of the scope of patent application, wherein the engine control indicating device includes a reverse current energization at a crankshaft position determined by the crankshaft center using the absolute angle as a basis, And upon reaching the center of the crankshaft A forward rotation is applied after the crankshaft angular position. 13. The start-up control device for an internal combustion engine as described in claim 11 or 12, wherein the engine control indicating device includes using the absolute angle as a basis for the crankshaft shaft. The cranking position determined by the center is subjected to the reverse energization, and the forward energization is performed after the crankshaft axis is detected to start the forward rotation. 14. The start-up control of the internal combustion engine according to item 11 or 12 of the scope of patent application A device, wherein the engine control instruction device includes at least the starting control device provided with a battery voltage detection device for detecting a battery voltage and an engine temperature detection device for detecting an engine and a battery temperature. Either the battery voltage or the engine temperature and the absolute angle are used to control the starting engine. 39 This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling (This page) · Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs ί _ * V * — *-·· amMmm earn— ϋ ϋ nn ϋ I ϋ ϋ I II n II n «ϋ I. ^ 1 in n i_i n ϋ 1_1 I ϋ I Printed by the Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs 479106 A8 B8 695: pif.doc / 008 ------- D8 — __ 6 15. Patent application scope 15. A crankshaft angle detection device for an internal combustion engine, which is suitable for starting and connecting an electric brush to start the engine with a crankshaft axis, including: forming an impedance on a rotating body provided on the crankshaft axis; A reference signal generating device is arranged near the rotating body, and an electrical signal is generated by using the impedance through a predetermined crank angle; along with the rotation of the starting engine, a rectified position signal of the rectified position signal for starting the engine is generated. Generating device; forming an angle pulse forming device having an angle pulse with a predetermined period based on a signal set by the rectifier gL; and calculating the crankshaft shaft based on the electrical signal and the angle pulse formed by the reference ig number generating device Crank angle calculation device for absolute angle of the center. 16. The crankshaft angle detection device of an internal combustion engine according to item 15 of the scope of the patent application, wherein the reference signal generating device includes a modest ignition of the internal combustion engine to determine the output of the ignition reference signal. 17 · The crankshaft angle detection device for an internal combustion engine as described in claim 15 or 16, further comprising: using the rectified position signal generating device to output a pulse signal having a complex phase; using the angle pulse forming device , Making the angle pulse signal of a predetermined period based on the change of the pulse signal having a complex phase; and using the crank angle calculation device, counting the electrical signal and the angle pulse input by the reference signal generating device Calculate the absolute angle of the crankshaft axis. 40 This paper size applies to China National Standard (CNS) A4 (210 X 297 mm) (Please read the precautions on the back before filling this page)
TW089124761A 1999-11-24 2000-11-22 Starter, start control device, and crank angle detector of internal combustion engine TW479106B (en)

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CN1279279C (en) 2006-10-11
WO2001038728A1 (en) 2001-05-31

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