TW544490B - Engine start control apparatus - Google Patents
Engine start control apparatus Download PDFInfo
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- TW544490B TW544490B TW090130889A TW90130889A TW544490B TW 544490 B TW544490 B TW 544490B TW 090130889 A TW090130889 A TW 090130889A TW 90130889 A TW90130889 A TW 90130889A TW 544490 B TW544490 B TW 544490B
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- engine
- time
- rotations
- rotation
- starting
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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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
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
544490 ----- 五、發明說明(1) 【發明所屬之技術領域_ 本發明係關於藉由起動馬 制裝置,尤其是,關於適宜擎之弓I擎起動控 馬達之旋轉軸之系統的引璧 、、Ό引擎之曲相轴和起動 【習知之技術】 *起動控制裝置。 在具備起動馬達之習知弓丨擎 使用者導通操作起動開關之 =起動馬達僅在 擎。使用者自引擎旋轉計之扑^ 、電藉以搖轉起動引 引擎有被起動之事項而自動‘:起?音等直覺地判斷 f通操:時若弓L擎未能起動. 事.項爽式一引擎_之再起動。 — 起動開—關之 另一方面,自環境和省伴源的觀點 抑制—空轉時之排放氣體和燃料消費—量Y尤其疋,為了 特開平5-1 4922 1號公報等中已揭示有如下】:引J曰本專利 起動系統,其在若使車輛停止時則自動停止—引墾? !止 動停止狀態檢知有在操作節流把丰等^ ―虽從自 動啟動起動_满—達_以便乓起動引繁。 知、作%,别自 【發明所欲解決之問題】 如採用上述引擎自動停止起動系統之 再起動系統中’必須由系統感知 七,自動 自動停止對起動馬達的通電。 I動凡成之事項後再 在此,在介由減速齒輪輸入起動馬達 ^ 曲柄軸的一般起動機構中,在起動馬達 至引擎之 之旋轉數和引擎之空轉旋轉數之間存:二之引擎之搖轉 ^ ^季又大的旋轉差,由 \\312\2d-code\9l-02\90i30889. ptd 第5頁 544490544490 ----- V. Description of the invention (1) [Technical field to which the invention belongs _ The present invention relates to a system for starting a horse by starting a horse, in particular, a system suitable for controlling a rotating shaft of a motor of a bow of a motor. The crankshaft and start of the engine, and the engine [Known Technology] * Starting control device. In the conventional bow with starter motor, the user turns on the starter switch and the starter motor is only in the engine. The user's flutter from the engine tachometer ^, and the electric power to start the engine to start the engine automatically when it is activated: ‘? Judging intuitively, the f-pass operation: Shi Ruo bow L engine failed to start. Thing. Xiang Shuang-style engine _ restart. — Start-up-Close On the other hand, from the perspective of the environment and provincial sources, the amount of exhaust gas and fuel consumption during idling is particularly high. For the purpose of Japanese Patent Application Laid-Open No. 5-1 4922 1, etc., ]: Introducing the patented starter system, which automatically stops when the vehicle is stopped-reclamation? !! Stop and stop state detection is in the operation of throttling, etc. ^ ― Although starting from automatic start _ full-up _ so that pong start is complicated. If the problem is solved by the invention, if the above-mentioned engine automatic stop and start system is used in the restart system, it must be perceived by the system. The power to the starter motor will be automatically stopped. I move here after everything, in the general starting mechanism of the starter motor through the reduction gear input ^ crankshaft, between the number of rotations of the starter motor to the engine and the number of idle rotations of the engine: two of the engine ^^ Season and large rotation difference, by \\ 312 \ 2d-code \ 9l-02 \ 90i30889. Ptd Page 5 544490
於引擎起動後引擎旋轉數上升,〇 較為容易感知引擎起動之完成。要根據引擎旋轉數即可 然而,在直接連結引擎之曲 起動機構中,起動馬達控制之 轉數的差值縮小。基於上述原 引擎起動之完成,若自動停止 引擎還未完全起動卻結束搖轉 地’即使引擎已完成起動卻仍 生。 ί輛和起動馬達之旋轉軸的 搖轉旋轉數上升而和空轉旋 因,根據引擎旋轉數來判別 起動馬達的話,則會有造成 =情況的發生,或是,相反 售繼續進行搖轉之情況的發 人 此種現象在使用者導诵你 弓丨擎之情況也同樣會產生,立合2起動開關藉以搖轉起動 通操作起動馬達之情況的發:::弓J擎還未完全起動卻導 已完全起動卻仍舊繼續進彳亍I二疋,相反地,即使引擎 本發明之目的在於情況=發生。 確認識起動馬達之停止時間點’1 σ題,其提供一種可正 起動控制裝置。 ·點,错以使其自動停止之引擎 【解決問題之手段】 置為:Ϊi f目的,本發明係為-種引擎起動控制穿 置,係於精由起動馬達搖榦妞 ?工別展 完成時自動停止對上述起動 且田感知引擎起動 擎旋轉數達到…基準旋^4之通| ’其特徵為:在引 :幸“丨擎旋轉數達到上述第 工= 馬達之通電,當引擎旋轉數 ^對起動 低的第2基準旋轉數時,降到比上达弟1基準旋轉數 ' 再開啟對起動馬達之通電。After the engine starts, the number of engine rotations increases, and it is easier to perceive the completion of the engine start. It depends on the number of engine revolutions. However, in the crank starting mechanism directly connected to the engine, the difference in the number of revolutions controlled by the starter motor is reduced. Based on the completion of the original engine start described above, if the automatic stop engine is not fully started but the cranking ends, it will still occur even if the engine has been started. If the number of cranking rotations of the rotating shaft of the vehicle and the starter motor rises and the idling rotation factor is judged based on the number of engine rotations, it may cause a situation, or, on the contrary, the sales continue to be carried out. This kind of phenomenon will also occur when the user recites your bow engine. The situation where the Lihe 2 start switch is turned to operate the start motor by turning the start switch ::: Bow J engine has not been fully started, but It has been fully started but still continues to perform the second and second steps. On the contrary, even if the engine is aimed at the situation = occurrence. It is confirmed that the stop time point of the starter motor is' 1 σ, which provides a control device capable of positive start. · Point, wrong, the engine that causes it to stop automatically [Solution to the problem] Set as: 为 i f purpose, the present invention is a kind of engine starting control gear, is based on the starter motor shake the girl? When the job fair is completed, the above-mentioned start is automatically stopped and the number of engine rotations of the field sensing engine reaches the reference rotation of ^ 4 | 'It is characterized by: In the introduction: Fortunately, the engine rotation number reaches the above-mentioned operation = the motor is energized, When the number of engine revolutions is lower than the second reference revolution number of the start, it is lowered to the upper reference revolution number of '1' and then the power to the starter motor is turned on.
544490 五、發明說明(3) 古^據ΐ述特徵’由於當檢知引擎達到發動狀態之可能性 :私1旋轉數時則自動停止起動馬達,從而可防止引擎 ^後之多餘的搖轉。此外,由於當引擎旋轉數下降後馬 * - Γ ί t動ί達,即使在未達到發動狀態之情況下,藉 動2能。停止前開始的自動再起動,也可快速地移動至發 【發明之實施形態】 用::明^口::巧本發明之實施形態^為適 的整體側視圖,制4置之小型摩托車型自動二輪車 ί關等ί發:二:打嶋把手、或是、導通操作起動 動”,自動;;止::::動驅動起動馬達藉以再起 車匕部係介由低地板部4形成連結’組成 及收納箱(皆;Ί大2由£管6*主管7構成。燃燒箱以 8。目(白未圖不)係由主管7支持,在其上方配有座墊 η車::Π延:ίί頭軸支:;在其上方設有操縱把手 FW。操縱把手! !上:善该前又1 2之下端軸支著前輪 管7之g起部下^復盡者加^用作計器板的把手蓋13。主 π連結支持Λ11ΓΛ 該撐架15介㈣桿構件 擺動單】2上在轉之擺動單元2之懸掛撑架18。 自該引擎Ε朝向車體後::^ ί有早汽缸之4行程引擎Ε。 體後方構成皮帶式無段變速機1 〇,該無 第7頁 C:\2D-C0DE\91-02\90l30889.ptd 544490544490 V. Description of the invention (3) According to the characteristics described in the ancient article ^ As the possibility of detecting that the engine has reached the starting state: when the number of revolutions is 1 rpm, the starting motor is automatically stopped to prevent unnecessary cranking after the engine ^. In addition, as the number of engine rotations decreases when the number of engine revolutions drops, even if the engine is not reached, it can borrow 2 energy. The automatic restart that started before stopping can also be quickly moved to the hair. [Embodiment of the invention] Use :: Ming ^ Mouth :: The embodiment of the present invention ^ is a suitable overall side view, made of 4 scooters Automatic two-wheeled vehicle 关 guan et al. Issued: two: doze the handle, or, turn on the start operation ", automatic ;; stop: ::: drive the starter motor to restart the dagger part is connected by the low floor part 4 ' Composition and storage box (both; Ί2 is composed of £ pipe 6 * supervisor 7. The combustion box is 8. The mesh (not shown in white) is supported by the supervisor 7 and is equipped with a seat cushion η above it: Π 延: Ίί Head shaft support: There is a manipulation handle FW above it. The manipulation handle! Upper: The front shaft is supported by the lower end of the front wheel 7 and the bottom end is supported by the g of the front wheel 7. Handle cover 13. The main π link supports Λ11ΓΛ, the support frame 15 is a swing member 18 of the swing member 2. The support frame 18 on the swinging unit 2 is turned. From the engine E toward the vehicle body: ^ There is an early cylinder The 4-stroke engine E. The belt-type stepless speed changer 1 〇 at the rear of the body. The page 7 C: \ 2D-C0DE \ 91-02 \ 90l3088 9.ptd 544490
五、發明說明(4) 段變速機1 0的後部介由離心離合器而設之減速機構9轴 著後輪RW。該減速機構9之上端和主管7之上部彎曲部之 介裝有後緩衝器3。擺動單元2之前部配設有連接延;^間 擎E之吸氣管1 9的氣化器1 7和連結該氣化器丨7的空氣淨化” 圖2為沿著曲柄軸20 1剖開上 圖,圖3為圖2之局部放大圖, 代表相同或同等之部分。 述擺動單元2所作之剖面 其中,上述相同之元件編號V. Description of the invention (4) The speed reduction mechanism 9 provided on the rear part of the speed changer 10 through the centrifugal clutch has a rear wheel RW. A rear bumper 3 is interposed between the upper end of the reduction mechanism 9 and the upper curved portion of the main pipe 7. The front part of the swing unit 2 is provided with a connecting extension; the gasifier 17 of the suction pipe 19 of the engine E and the air purification connecting the gasifier 7 "FIG. 2 is taken along the crank shaft 20 1 Above, FIG. 3 is a partially enlarged view of FIG. 2, which represents the same or equivalent part. The cross-section made by the swing unit 2 is the same as above.
擺動單元2係由左右曲柄箱202L、202R合體構成之曲柄 箱2 0 2所覆蓋,曲柄軸2 0 1係由固定於曲柄箱2 〇 2 R之轴承丙 208、20 9支持為可旋轉自如狀。曲柄軸2〇1介由曲柄銷2 η 而與連桿(未圖示)連結。 tThe swing unit 2 is covered by a crank case 2 0 2 composed of left and right crank cases 202L and 202R, and the crank shaft 2 1 is supported by bearings C 208 and 20 9 fixed to the crank case 2 0 2 R so as to be rotatable. . The crank shaft 201 is connected to a connecting rod (not shown) via a crank pin 2 η. t
左曲柄箱202L兼作為皮帶式無段變速室箱,延伸入左曲 柄箱202L之曲柄軸201上設有可作旋轉之皮帶驅動皮帶輪 210。皮帶驅動皮帶輪210係由固定側皮帶輪半體21儿和1舌 動側皮帶輪半體21 0R所構成,固定側皮帶輪半體21〇L介由 輪數211固接於曲柄軸201之左端部,在其右側,活動側皮 帶輪半體21 0R係由花鍵嵌合於曲柄軸2〇1,其可進行接 近、離開固定側皮帶輪半體21 0L的動作。兩皮帶輪半體 210L、210R間捲掛著三角皮帶212。 在活動側皮帶輪半體21 0R之右側,凸輪板21 5固接於曲 柄軸2 0 1,設於其外周端之滑動件2丨5 a可滑動自如地繫合 於活動側皮帶輪半體210R之外周端形成於軸線方向的凸"輪 板滑動輪轂部2 1 〇 R a。活動側皮帶輪半體2 1 〇 r之凸輪板The left crank case 202L also serves as a belt-type stepless transmission chamber case. A crank shaft 201 extending into the left crank case 202L is provided with a belt drive pulley 210 that can be rotated. The belt drive pulley 210 is composed of a fixed-side pulley half 21 and a tongue-moving side pulley half 21 0R. The fixed-side pulley half 21oL is fixed to the left end of the crank shaft 201 through the number of wheels 211. On the right side, the movable-side pulley half 21 0R is spline-fitted to the crank shaft 201, and it can move toward and away from the fixed-side pulley half 21 0L. A V-belt 212 is wound between the two pulley halves 210L and 210R. On the right side of the movable-side pulley half body 21 0R, the cam plate 21 5 is fixed to the crank shaft 2 0 1 and the slider 2 provided at its outer peripheral end is slidably coupled to the movable-side pulley half body 210R. The outer peripheral end is formed in the axial direction with a convex "wheel plate sliding hub portion 21a". Cam plate of movable side pulley half 2 1 〇 r
C:\2D-CDDE\91-02\90130889.ptd 544490 五、發明說明(5) 活動側皮帶輪半體麗間之空處收容有淨重球體 富4加曲柄轴2 〇 1之旋韓土亲庚0主 2刚和凸輪議之間共上;活:側皮帶輪半體 離心力之作爾述淨重球體216 ,藉由 動側皮帶於本二”二方向移動,該淨重球體21 6則押壓活 初w反帶輪半體2 1 〇 r使苴向尤士 半體210L。幻士果,挾動而接近固定側皮帶輪 角^212向離心方向移動,其捲掛半徑增大。 車輛後部設有對應於上述皮帶 帶輪(未圖示),:角皮帶2^/^動皮帶輪210之被動皮 藉由該皮帶』送ur自:掛於該被動皮帶輪上。 離心離ΐ 動調整引擎k動力後傳送至 右曲柄箱202R内配設有組合更輪 oACG^tt 之月心錐形部藉由螺絲253固^著外部轉。 配設於外部轉子6 〇之内月伽—+ 固定於曲柄箱2〇2。該外部周轉=定子50係_ ^ 之風扇m。鄰接風扇280 ?二〇:設有藉由螺栓246固定 由風扇罩281所覆蓋。。有政熱器282,該散熱器282係 如圖3中之放大部所示,定 28。該感測器箱28内沿著外^之内周嵌入感測器箱 設有轉子角度感測器(磁性感:=6〇之輪較60a以等間隔 (點火脈衝發生器)3〇。轉子&角益29 ^脈衝發生感測15 角度感測器2 9係為相對a C G起 C:\2D-C0DE\91-02\90130889.ptd 544490 五、發明說明(6) 之定子線圈進行通電控制者,其係分別對應於acg起 動益1之U相、V相、W相一一而設者。點火脈衝發生哭3〇係 為用以引擎E之點火控制者,僅設置一個。轉子角度感測 器29和點火脈衝發生器30均係由霍爾(hau) κ或磁性電 (MR)元件所構成。 # 轉子角度感測裔2 9和點火脈衝發生器3 〇之導線連接至基 板31,又,基板31結合著電線束32。外部轉子“之輪土 6〇a之外周嵌入分2段磁化之磁鐵環33,以便使磁性彳=又八 別影響到轉子角度感測器29和點火脈衝發生器3〇兩者。刀 對應於轉子角度感測器29之磁鐵環33之一方之磁化w 上,、對應於定子之磁極,在圓周方向上隔開3〇度寬之: 形成相互父錯配列之N極和s極,對應於點火脈哭 之磁鐵環33之另一方之磁化帶上,在圓周方向上^處之 度至4 0度的範圍内形成磁化部。 上述ACG起動器丨係在引擎起動時發揮其作為起動馬達 (同步馬達)之功能,是由電池供給之電流進行驅動、 曲柄軸、藉以起動引擎。引擎起動後作為同步發 : ^功能,再由發電電流來充電電池,並將電流供給各電裝 返回到圖2,曲柄軸2〇1上固定有位於上述ACG起 軸承209之間的鏈輪231,該鏈輪231上捲掛著用以從:和 軸201驅動凸輪軸(未圖示)之鏈條。又,上述鏈輪μ】 用以將動力傳送至循環潤滑油之泵的齒輪232 一體形’、和 者。 7C: \ 2D-CDDE \ 91-02 \ 90130889.ptd 544490 V. Description of the invention (5) The empty space between the movable side pulley half body contains a net weight sphere rich 4 plus a crank shaft 2 〇1 spin Han Tu pro Geng 0 The main 2 gang and the cam gang are up together. Live: The centrifugal force of the side pulley half is described as the net weight sphere 216, which is moved by the moving side belt in the two directions. The net weight sphere 21 is pressed to the beginning. w The anti-pulley half body 2 1 〇r makes the head towards the Ushi half body 210L. The magician fruit, which moves close to the fixed side pulley angle ^ 212, moves toward the centrifugal direction, and its rolling radius increases. The rear part of the vehicle is provided with a corresponding On the above-mentioned belt pulley (not shown), the passive belt of the angle belt 2 ^ / ^ movable belt 210 is sent through the belt: it is hung on the passive belt pulley. The centrifugal separation automatically adjusts the engine k power and transmits it The right-side crank case 202R is equipped with a moon-tapered combination oACG ^ tt, which is fixed to the outside by screws 253. It is located in the outer rotor 6 〇 Within the moon ga — + fixed to the crank case 2 〇 2. The external turnover = fan m of the stator 50 series _ ^ Adjacent to the fan 280? 20: It is provided with a fan cover 281 fixed by bolts 246 Cover ... There is a political heater 282, which is shown in the enlarged part in Figure 3, fixed 28. The sensor box 28 is embedded in the sensor box along the outer periphery and the rotor angle is provided. Sensors (Magnetic Sensitivity: = 60% of rounds are 60 (a ignition pulse generator) at equal intervals than 60a. Rotors & angles 29 ^ Pulse occurrence sensing 15 Angle sensors 2 9 series are relative to a CG C: \ 2D-C0DE \ 91-02 \ 90130889.ptd 544490 V. Description of the invention (6) The stator coils are energized controllers, which correspond to the U-phase, V-phase, and W-phase of ACG starting benefit 1, respectively. Let ’s set it. Ignition pulse occurrence 30 is the ignition controller for engine E, only one is provided. The rotor angle sensor 29 and the ignition pulse generator 30 are both made of Hall (hau) κ or magnetic electricity ( MR) element. # The wires of the rotor angle sensor 2 9 and the ignition pulse generator 3 〇 are connected to the base plate 31, and the base plate 31 is combined with the wire harness 32. The outer rotor "wheel soil 60a" is embedded outside The magnetized ring 33 is magnetized in two steps so that the magnetic field 彳 = and the rotor angle sensor 29 and the ignition pulse generator 30 are affected. It should be on the magnetization w of one of the magnet rings 33 of the rotor angle sensor 29, corresponding to the magnetic poles of the stator, and spaced 30 degrees wide in the circumferential direction: forming the N and s poles that are mismatched with each other. The magnetization band corresponding to the other side of the magnet ring 33 corresponding to the ignition pulse forms a magnetized portion in a range from ^ in the circumferential direction to 40 degrees. The ACG starter described above serves as a start when the engine is started. The function of the motor (synchronous motor) is to drive the crankshaft by the current supplied by the battery to start the engine. After the engine is started, it will send synchronously: ^ function, then the battery is charged by the power generation current, and the current is supplied to each electric device to return to FIG. 2. A chain for driving a camshaft (not shown) from the shaft 201 is wound on the sprocket 231. The above-mentioned sprocket [mu]] is integrally formed with a gear 232 of a pump for circulating power to a pump that circulates lubricating oil, and and. 7
1^·ΙΙ 1M \\312\2d-code\91-02\90130889.ptd 第10頁 544490 五、發明說明(7) 圖4為含有ACG起動器1之電裝系統的方塊圖。ECU3包 ^對ACG起動器1之發電功能產生之三相交流進行全波整 3之3 =全波整流電橋電路3〇〇,以及將全波整流電橋電ς 〇〇之輸出限制於預定之穩流電壓(穩流動 14.5V)之穩流器1〇Q。 & ”如為 丄,2施形態之咖3包括··在引擎起動時防止多餘之 ♦ d^ 4又可確貫進行引擎起動之起動控制部5 0 〇 ; 备引挲方疋轉數在預定之低旋轉區域以 電控制部400 ;以及引擎停止之饴民μ /电里之發 規定的位置藉以提升下Λ之之引曲柄/由逆旋轉至 7 〇 〇。 卜口之引挲起動性之擺回控制部 ECU3上連接著點火線圈21 , 點火火花塞22。此外,ECU3J^H®\m職接著 感測器24、座位開關25、空郎;感測器23、燃料 ?7 . η ·+· ^ ^ J ! 工轉開關26、冷卻水溫感測器 27上述轉子角度感測器29以及點火脈衝發 部檢出之信號係輪入ECU3内。 心生益〇自各 二ΙΓίΪΪ著起動繼電器34、起動開關35、止動開 關36、37、備用指示器38、燁斜 切同 4〇、自動分流器41、以及頭=了 39、速度感測器 43。 碩煜42。碩燈42上設有調光開關 來自電池2之電流係介由主炫碎 各部。又,電池2具有不C主開關45供給上述 ECU3,同時,並不介由主開V45而動二電器34直接㈣ ECU3的電路。 堇"由主炼絲44連接於 ;ra 第11頁 \\312\2d-code\91-02\90130889.ptd 544490 五、發明說明(8) 接著’參照圖5之功能方塊圖說明上述之ECU3之啟動控 制部50 0、發電控制部4〇〇以及擺回控制部7〇()。 3相全波整流電橋電路3〇〇係並聯連接2個”丁 一組串聯連 接之共3組而構成者,是根據驅動器8〇之輸出進行控制。 、,,動控制部50 0中,引擎旋轉數判別部52係根據點火 火化基30之檢出信號和發電電壓之頻率數信號等來判別引 擎旋轉數。引擎起動判定部51係根據上述起動開關託之狀 怨、節流開度以及引擎旋轉數等,來控制ACG起動器i 動馬達的功能。 & 、、以下,參照圖6之流程圖以及圖7之時間流程圖, $起動控制部50 0之動作。又,流程圖中所使用之各美 值、時間以及旗標之定義構成為如下。 土準 (1) 起動不良旋轉數&en 其為在對ACG起動器1進行通電之際,若ACG起 並無異常情況時引擎旋轉數應該達到之旋轉數。° ϋ引 (2) 再起動旋轉數 其為使被暫時停止之ACG起動器i再起動之 (3) 起動停止旋轉數1擎疑轉數。 其為暫時停止對ACG起動器i之通電之引 (4) 發動旋轉數Nre“ 疋轉數。 其為引擎已發動時所達到之引擎旋轉數。 (5 )起動完成旗標Ffun 起 其為對引擎之發動狀態以規定時間繼續進 達不需要藉由ACG起動器i之搖轉時,也就是說,在^ ^到 第12頁 \\3l2\2d-code\91-02\90130889.ptd 544490 五、發明說明(9) 動元成時進行設定。 (6)起動中止旗標^1 ^ · ΙΙ 1M \\ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 10 544490 V. Description of the invention (7) Fig. 4 is a block diagram of an electrical equipment system including an ACG starter 1. ECU3 includes ^ Full-wave rectification of three-phase AC generated by the power generation function of ACG starter 1 = 3 = Full-wave rectified bridge circuit 300; and limiting the output of full-wave rectified bridge circuit 〇〇 to predetermined The steady-state voltage (stable current 14.5V) of the current stabilizer 10Q. & "If it is 丄, the coffee of 2 forms 3 includes the prevention of excess when the engine is started d ^ 4 and the start control unit 50 which can perform the engine start consistently; The predetermined low-rotation area is controlled by the electric control unit 400; and the engine stops the people μ / the electric position is set to raise the crank of the lower Λ / from reverse rotation to 7 00. The ignition control unit ECU3 is connected to the ignition coil 21 and the ignition plug 22. In addition, the ECU3J ^ H® \ m is connected to the sensor 24, the seat switch 25, and the air compressor; the sensor 23, and the fuel? 7. η · + · ^ ^ J! The work switch 26, cooling water temperature sensor 27, the rotor angle sensor 29, and the signals detected by the ignition pulse generator are turned into the ECU 3. The heart benefits from the starting relays. 34. Start switch 35, stop switch 36, 37, standby indicator 38, 烨 oblique cut is the same as 40, automatic shunt 41, and head = 39, speed sensor 43. Shuo Yu 42. Shuo lamp 42 A dimmer switch is provided for the current from the battery 2 to break through the main parts. Also, the battery 2 has a non-C main switch 45 is supplied to the ECU3, and at the same time, the second electric appliance 34 is not directly connected to the circuit of ECU3 through the main opening V45. The cord is connected to the main wire 44; ra page 11 \\ 312 \ 2d-code \ 91- 02 \ 90130889.ptd 544490 V. Description of the invention (8) Next, with reference to the functional block diagram of FIG. 5, the above-mentioned start-up control unit 500 of the ECU 3, the power generation control unit 400, and the swing-back control unit 70 () will be described. 3 The phase full-wave rectifier bridge circuit 300 is composed of 3 groups connected in parallel with two "1" groups connected in series, and is controlled according to the output of the driver 80. In the engine control section 500, the engine rotation number discriminating section 52 judges the engine rotation number based on the detection signal of the ignition and cremation base 30 and the frequency number signal of the generated voltage. The engine start judging unit 51 controls the function of the ACG starter i motor based on the state of the start switch bracket, the throttle opening degree, the number of engine rotations, and the like. &, hereinafter, referring to the flowchart of FIG. 6 and the timing chart of FIG. 7, the operation of the start control unit 500 is performed. The definitions of the beauty values, time, and flags used in the flowchart are as follows. Standard (1) Poor number of starts & en This is the number of engine rotations that should be reached when ACG starter is normal when ACG starter 1 is energized. ° Note (2) Restart rotation number This is the restart of ACG starter i which has been temporarily stopped. (3) Start and stop rotation number is 1 engine revolution. It is a guide to temporarily stop energizing the ACG starter i. (4) The number of revolutions Nre "is the number of revolutions. It is the number of engine revolutions reached when the engine has been started. (5) It is the right from the start completion flag Ffun When the engine's starting state continues to reach the specified time, it is not necessary to turn the ACG starter i, that is, at ^ ^ to page 12 \\ 3l2 \ 2d-code \ 91-02 \ 90130889.ptd 544490 5 、 Explanation of invention (9) Set when moving element is completed. (6) Start stop flag ^
、〃、為在引擎旋轉數未達 Μ規疋時間繼續進行時進 (?)暫時停止中旗標FQff 其僅在引擎旋轉數達到 對起動馬達之通電期間進 (8 )第1時間T J ml 對弓丨擎旋轉數未達到起 行計時。 (9 )第2時間丁以 對引擎旋轉數超過發動 時。 (10)起動中止基準值 其為根據時間Tml之計時 值’當時間Tml之計時值達 為起動中止旗標F 。 (1 1 )起動完成基準值Ln 其為根據時間Tm2之計時 準值,當時間Tro2之計時值 設定為起動完成旗標F 。 'run 本實施形態之引擎起動 定部5 1中,以規定的周期 圖6之步驟S1 〇中,當檢 到起動不良旋轉數Nrefl之狀態而 行設定。 起動停止旋轉數Nref3而暫時停止 行設定。 動不良旋轉數Nrefl之繼續時間進 旋轉數Nrei4之繼續時間進行計 值用以判定引擎起動不良之基準 到起動中止基準值TstQP時,設定 值用以判定引擎已完全起動之基 達到起動完成基準值Trun時,則 控制處理,係於上述引擎起動判 以插入方式反覆加以執行。 知起動開關35之導通操作、或, 〃, to advance when the engine rotation number does not reach the specified time (?) Temporarily stop the flag FQff. It only advances (8) the first time TJ ml when the engine rotation number reaches the power to the starter motor. The number of bow rotations did not reach the start timing. (9) At the second time Ding, when the number of engine revolutions exceeds the starting time. (10) Start-stop reference value This is the timing value based on time Tml 'when the timing value of time Tml reaches the start-stop flag F. (1 1) Starting completion reference value Ln is a timing reference value according to time Tm2, and when the timing value of time Tro2 is set to the startup completion flag F. 'run The engine start setting unit 51 of this embodiment is set at a predetermined cycle in step S10 of FIG. 6 when the state of the start failure rotation number Nrefl is detected. The number of start-stop rotations Nref3 is set to temporarily stop. When the number of unsuccessful rotations Nrefl continues, the number of revolutions Nrei4 continues to be counted to determine the starting point of the engine's poor start to the starting stop reference value TstQP, the set value is used to determine that the engine has fully started to reach the starting completion reference value At Trun, the control process is executed repeatedly by the above-mentioned engine start judgment in an inserting manner. Know the ON operation of the start switch 35, or
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\\312\2d-code\9l-02\90130889.ptd\\ 312 \ 2d-code \ 9l-02 \ 90130889.ptd
第13頁 ^44490 五、發明說明(10) 是、規定之發進操作時, 步驟s1〇中是否也檢知起動貝驟川中,判別在前次之 步驟中未被檢知的情況,則'哥35之導通狀態。若在前次 步驟S12中對如下動作進彳_ 乂驟312執行初期處理。Page 13 ^ 44490 V. Description of the invention (10) Yes, during the specified launch operation, is step S10 detected whether the start-up shell is also detected, and if it is not detected in the previous step, then ' Brother 35's on state. If the following operation was performed in the previous step S12, step 312 is executed to perform initial processing.
起動器1之通電時所設定之即、在暫時停止對ACG 起動器1未充分搖轉起動 :τ止中旗標FQii、由於acg 定之起動中止旗標Fst 、對ACT 4強制中止引擎起動時所設 引擎之繼續時心;時^V"士動器u法充分搖轉起動 數Ne超過發動旋轉數!^之縧# 1間Tml以及對弓丨擎旋轉 Tm2 〇 _之繼續時間進行計時之第2時間 步驟S1 3中’係參照上述暫 為重設狀態而進入步驟Sl4 其不F〇”,由於最初 完成時進行設定之起動完4成旗步J14:,,參照引擎起動 態而進入步驟S15。步驟Sl5中;;由於最初為重設狀 琴1、d嗲茲Λ ΔΓ 供、、,6驅動電流至ACG起動 益1、引擎错由ACG起動器!來搖轉(圖 之動 步驟S16中,比較引擎旋轉數Ne與起動不;=: 如圖7之時刻tl,當引擎旋棘心柄^不良叙轉數1^⑽。 二:則在步驟丨”’增加上述扪時間L。二疋8 = 比較上述第1時間Tmi之計時值與起動中止基準值τ,由 :最初其計時值低於基準值τ_ ’此次之動作循尤此結 束。 在下動作循環中,自上述步驟S11跳過步驟S12進入步 驟S13、S14、S15、S16,步驟Sl6中,直到判定引擎旋轉 數Ne超過起動不良旋轉數Nren為止,再與上述相同地進入Set when the starter 1 is energized, that is, when the ACG starter 1 is not fully cranked when it is temporarily stopped: τ stop flag FQii, the start stop flag Fst due to agg, and ACT 4 when the engine is forcibly suspended. Let ’s set the engine's continuity time. ^ V " Fully shake the start number Ne to exceed the number of rotations! ^ 之 绦 # 1 room Tml and the timing of the continuous time of the bow 丨 engine rotation Tm2 〇_ In step 2 of step S1 3, 'refer to the above-mentioned temporary reset state and proceed to step S14. It is not F0'. Since the initial setting is completed and the start is completed, the flag step J14: is completed, and the engine proceeds to step S15. In step S15 ;; because the resetting piano 1, d 嗲 z Λ ΔΓ was initially supplied, and 6 drive current to the ACG starter benefit 1, the engine is wrongly turned by the ACG starter! To move (in the step S16 of the figure, the comparison The number of engine rotations Ne does not start; =: As shown at time t1 in the figure, when the engine spines shank ^ bad number of rotations 1 ^ ⑽. Second: then increase the above-mentioned 增加 time L in step 丨 "'. 疋 8 = Compare the timing value of the above-mentioned first time Tmi with the reference value of starting and stopping suspension τ, from: When the time value is lower than the reference value τ_ 'This time the operation cycle ends here. In the next operation cycle, step S11 is skipped from step S11 to step S13, S14, S15, and S16. In step S16, it is determined that the number of engine rotations Ne Until the number of bad starting starts Nren, enter again as above
544490 五、發明說明(11) 产德 J曰加上述第1時間Tml後繼續進行。 & 後,如圖 7 之 _、口 s 士 n 續低於起動不pm,刻t6為止使引擎旋轉數心繼 第!時&動之^良^轉數l,上述步财,當判定上述 驟S19中/設定大於起動中止基準值Τ_ρ時,則在步 動作循環之後·Λ上述,動中止旗標F-。藉此’在下- ACG起動y 處理自步驟SU進入步,由於切斷 成為規定重新導通操作起動開關35、或是、在 成為f疋之發進操作前中止搖轉之動作。 社 超止第1時化之計時值 於起動不良旋轉ΐΝ str〆時刻t2引擎旋轉數^高 則該項處理m Λ丰ren虽此情況在步驟S16中被檢知後, 則哀項處理進入步驟S21。步驟S21中,重 且重設上述起動中止旗標Fst〇p。 •述π 3 η 比較H22 4引擎力疋轉數Ne係與再起動旋轉數U行 比軼例如,如時刻u,當引擎旋轉數Nm :"eC ;ΛΤ23 ^ ^ , # 為重設狀態,因而,其趣^ 之步驟625、S27返回步驟S16。 隨後,在時刻t4中,引擎旋轉數Ne達到544490 V. Description of the invention (11) Producing morality J. Adding the above first time Tml continues. After &, as shown in Fig. 7, _, s, n, continue to be lower than the starting pm, and the engine will rotate for several seconds until t6! At the time & the number of revolutions, the number of revolutions l, the above step, when it is determined that the step S19 / setting is greater than the start suspension reference value T_ρ, then after the step cycle, the above-mentioned, the suspension flag F- is activated. In this way, the ACG start-up process proceeds from step SU, and the cut-off becomes the prescribed re-engagement operation start switch 35, or the turning operation is suspended before the start operation becomes f 疋. When the timing value of the first time exceeded by the company is not good, the engine rotation number at the time t2 is high at the start of the poor rotation. At this time, the number of engine rotations is high. However, after this situation is detected in step S16, the processing of the sad item enters the step. S21. In step S21, the startup suspension flag Fstop is reset. • Describe π 3 η to compare the H22 4 engine power, the number of revolutions Ne, and the number of restarted revolutions U. For example, at time u, when the number of engine revolutions Nm: "eC; ΛΤ23 ^ ^, # is the reset state, so Then, steps 625 and S27 of the interest are returned to step S16. Then, at time t4, the number of engine rotations Ne reaches
Nref2,當此情況在步驟S22中被檢知之後,則在二s25 中’比較引擎旋轉數Ne與起動停止旋轉數N 。’ J要引擎 低於㈣停止旋轉料ei3,則經由^m返回步 隨後,在時刻17,引擎旋轉數Ne達到起動停止旋轉數 Μ Μ \\312\2d-code\91-02\90130889.ptd 第15頁 544490 五、發明說明(12)Nref2, after this condition is detected in step S22, then the number of engine rotations Ne and the number of start-stop rotations N are compared in two s25 '. 'J wants the engine to stop rotating material ei3 below, then return to step ^ m. Then, at time 17, the number of engine rotations Ne reaches the number of starting and stopping rotations Μ Μ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 15 544490 V. Description of the invention (12)
Kef3,當此情況在步驟525中被檢知之後,則在步驟S26 中,切斷上述ACG起動器1,且、重設為暫時停止中旗標 F〇ff。步驟S27中,雖然有比較引擎旋轉數Ne與發動旋轉數Kef3, after this condition is detected in step 525, in step S26, the ACG starter 1 is cut off and reset to the temporarily stopped flag F0ff. In step S27, the number of engine revolutions Ne and the number of engine revolutions are compared.
NreH,但是,最初其引擎旋轉數Ne低於發動旋轉數n , 因而返回步驟S1 6。 隨後’雖有反覆進行上述步驟316以降之處理,但是當 引擎未完全起動時,在時刻口從使得ACG起動器i停止後之 最快時間開始,引擎旋轉數Ne漸漸下降(情況2)。於是, 在時刻t8引擎旋轉數Ne下降至再起動旋轉數%,當此情 況在步驟S22中被檢知後,則在步驟S23中, 中旗標Foif。 … 此次,i述步驟S26中,由於已設定為暫時停止中旗標 ,因而進入步驟S24。步驟S24中,再起動AC(;起動器 ,重設暫時停止中旗標。藉此,引擎旋轉數n 再次轉向上升。 =一方面,引擎成為發動狀態(情況3),引擎旋轉數Ne ^刻t9至tlO内達到發動旋轉數& “,當此情況在步驟 22中被檢▲知後,則在步驟S28中,增加第之時間步驟 舛Β”έ t較第2時間I之計時值與起動完成基準值L,當 t值達到起動完成基準值U,則在步獅〇中Γ設定 起動完成旗標Frun ’從而結束該引擎起動控制。 ,實=態,在藉由起動馬達之ACG起動器搖轉時 虽引擎旋轉數上升達到規定的旋轉數 轉而監視引擎旋轉Η後,當引擎旋轉數低於規定的旋 第16頁 W312\2d-code\91-02\90130889.ptd 544490 五、發明說明(13) 轉數(Nrei2)時,再起動ACG起動器而再次搖轉,因此,可防 止過剩之搖轉,同時,可達到確實起動引擎之作用。 返回圖5,發電控制部40 0,除具有通常之控制發電量 (電~壓)之功能之外,又具有相對於上述ACG起動器1之各相 之疋子線圈自電池2進行遲角通電藉以增加發電量之(以 下、稱為「ACG通電控制」)功能。 在此’遲角通電係指自利用上述轉子角度感測器2 9檢出 之上述磁化帶3 3之磁極變化時之檢出信號延遲相當於預定 之電性角度來對定子線圈充電之事項。但是,為了防止在 低旋轉£域因藉由上述穩流器1 〇 〇進行動作之事項所產生 之引擎負載的急變而引起的引擎旋轉之不穩定化,全波整 流器電橋電路30 0之輸出電壓(電池電壓)被控制在穩流電 壓以下之預定電壓範圍内。發電控制部4 0 0中,引擎旋轉 數判別部48,例如係根據點火脈衝發生器3〇之檢出信號檢 出引擎旋轉數,該引擎旋轉數若為預定之發電控制區域則 提供遲角指令至驅動器8 0。受信遲角指令之驅動器8 〇係自 遲角量設定部49讀出預先設定之通電遲角量藉以進行遲角 通電。通電負荷比是自負荷比設定部4 7供給驅動器8 〇。 驅動器8 0檢出轉子角度感測器2 9之磁極檢出信號、亦 即、於感測器2 9檢出對應於外部轉子6 〇之磁極而形成的磁 鐵環33的磁化帶的過程中上升為導通之信號。而且,使該 信號之上升開始延遲相當於通電遲角量之遲角,而將pw/ 控制信號輸出至全波整流電橋電路3〇0之各FET。 電池電壓判別部46係將電池電壓Vb、與規定電壓控制矿NreH, however, since the number of engine revolutions Ne is lower than the number of engine revolutions n initially, the process returns to step S16. Subsequently, although the above-mentioned step 316 is repeatedly performed to lower the processing, when the engine is not completely started, the engine rotation number Ne gradually decreases from the fastest time after the ACG starter i is stopped at the moment (case 2). Then, at time t8, the number of engine revolutions Ne decreases to the number of restarting revolutions%. When this condition is detected in step S22, then in step S23, the middle flag Foif is marked. … This time, in step S26, since the flag of temporarily stopping has been set, the process proceeds to step S24. In step S24, restart the AC (; starter, reset the temporarily stopped flag. By this, the number of engine rotations n turns to rise again. = On the one hand, the engine is started (case 3), and the number of engine rotations Ne ^ moment From t9 to t10, the number of rotations & "is reached, and when this condition is detected in step 22, then in step S28, the first time step 舛 Β" is added. t is greater than the timing value of the second time I and Starting completion reference value L. When the value of t reaches the starting completion reference value U, Γ sets the starting completion flag Frun 'in the step l 〇 to end the engine starting control., Real = state, starting with ACG of the starting motor When the engine rotates, the engine rotation number rises to the specified number of rotations and then monitors the engine rotation. After the engine rotation number is lower than the specified number of rotations, page 16 W312 \ 2d-code \ 91-02 \ 90130889.ptd 544490 5. Description of the Invention (13) When the number of revolutions (Nrei2) is started, the ACG starter is restarted and then cranked again. Therefore, the excessive cranking can be prevented, and at the same time, the engine can be reliably started. Returning to FIG. 5, the power generation control unit 40 0 , Except for those with the usual control of power generation (electricity ~ voltage) Besides, it also has the function of increasing the power generation (hereinafter, referred to as "ACG energization control") by applying delayed-angle energization from the battery 2 to the above-mentioned ACG starter 1's phase coils of each phase. Current energization refers to a matter that the detection signal delay when the magnetic pole of the magnetized strip 33 detected by the rotor angle sensor 29 is changed corresponds to a predetermined electrical angle to charge the stator coil. However, in order to prevent the In the low rotation range, the engine rotation becomes unstable due to the sudden change in engine load caused by the operation of the above-mentioned current stabilizer 100, and the output voltage (battery voltage) of the full-wave rectifier bridge circuit 300 It is controlled within a predetermined voltage range below the steady-state voltage. In the power generation control unit 400, the engine rotation number determination unit 48, for example, detects the engine rotation number based on the detection signal of the ignition pulse generator 30, and the engine rotation If the number is a predetermined power generation control area, a retard angle command is provided to the driver 80. The driver 8 receiving the retard angle command 〇 reads the preset energized retard angle from the retard amount setting unit 49. The energizing load ratio is supplied to the driver 8 from the load ratio setting unit 47. The driver 80 detects the magnetic pole detection signal of the rotor angle sensor 29, that is, the sensor 29 detects When the magnetization band of the magnet ring 33 formed corresponding to the magnetic pole of the external rotor 60 is output, the signal rises to a conduction signal. Further, the start of the rise of the signal is delayed by a retardation angle corresponding to the amount of the energization retardation angle, and pw / The control signal is output to each FET of the full-wave rectifier bridge circuit 300. The battery voltage discriminating unit 46 controls the battery voltage Vb and a predetermined voltage to control the ore.
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ϊ ΐ r i取大值Vmax及控制電壓最小值ν—進行比 車^並根據,比較結果來增減設於負荷比設定部47之通電 負何,精以將電池電壓Vb收納於上述控制範圍β,也 沉,若電池電壓Vb達到控制電壓最大彳έ ν 士 朴ω Η工利电i取大值Vmax時,使通雷i 何僅降低預定之微小值(例如為〗% ) 負 〜』m、例如局1 /G),若電池電壓Vb 控制電壓最小值V m i η B寺,則使通電| ^ ^ Ί 〜從迎电貝何僅上升相同之微小 值0 圖8為顯示上述發電控制部4〇〇之動作的流程圖,其是 上述起動控制部50 0之引擎起動控制結束後進行起動。 步驟S4 1中,判斷引擎旋轉數是否存在於發電控制區域 内。發電控制區域例如係設定於1〇〇〇卯〇]至35〇(^1)111内。若 引擎旋轉數存在於發電控制區域内,則進入步驟S42,判 另jJ顯示引擎旋轉數存在於發電控制區域之事項的旗標‘g ,否被設定( = 1)。若旗標匕⑶未被設定,則進入步驟 疋旗‘FACG。步驟S44中,通電遲角量acgagi係設定為預定 值ACGAGL。預定值ACGAGL可預先予以適當地設定,本實施 形態中,例如設為電性角6 〇度。 接著之步驟S45中,通電負荷acciuty係設定為初期值 ACDUTY。上述初期值ACDUTY也可預先予以適當地設定,但 是’本實施形態中,例如設為4〇%。若步驟S43至345結束 的話則進入步驟S47。若上述步驟s42為肯定的話,則跳過 步驟S43至S45直接進入步驟S47。此外,若引擎旋轉數未 存在於發電控制區域内時,則在步驟S46中重設旗標 facg( = 〇)後,再進入步驟S47。取 ΐ ri takes a large value Vmax and a minimum control voltage ν—compares the vehicle ^ and increases or decreases the energization load provided in the load ratio setting unit 47 according to the comparison result, and stores the battery voltage Vb in the above control range β. Also, if the battery voltage Vb reaches the maximum control voltage, ν Shipu ω, when the power and electric power i takes a large value Vmax, make the thunder i only decrease by a predetermined small value (for example, 〖%). (E.g., round 1 / G), if the minimum battery voltage Vb control voltage V mi η B temple, then energize | ^ ^ Ί ~ only the same small value rises from the oncoming beihe 0 Figure 8 shows the above power generation control unit The flowchart of the operation of 400 is for starting after the engine start control of the start control unit 500 has been completed. In step S41, it is determined whether the number of engine rotations exists in the power generation control area. The power generation control region is set, for example, within the range of 100 000 to 35 00 (^ 1) 111. If the number of engine rotations exists in the power generation control area, the process proceeds to step S42, and it is judged whether or not the flag 'g' indicating that the number of engine rotations exists in the power generation control area is set (= 1). If the flag is not set, go to step ‘FACG. In step S44, the energizing retardation amount aggagi is set to a predetermined value ACGAGL. The predetermined value ACGAGL can be appropriately set in advance. In this embodiment, for example, the electrical angle is 60 degrees. In the next step S45, the energizing load accuty is set to the initial value ACDUTY. The initial value ACDUTY may be appropriately set in advance. However, in this embodiment, it is set to, for example, 40%. When steps S43 to 345 are completed, the process proceeds to step S47. If the above step s42 is affirmative, skip steps S43 to S45 and go directly to step S47. If the number of engine revolutions does not exist in the power generation control area, the flag facg (= 0) is reset in step S46, and then the process proceeds to step S47.
544490 五、發明說明(15) 步驟S47中’判別是否有設定旗標FACG。若有設定旗標544490 V. Description of the invention (15) In step S47, it is determined whether a flag FACG is set. If set flag
Facg則在步驟判斷電池電壓μ是否在控制電壓最大值Facg determines in step whether the battery voltage μ is at the maximum control voltage
Vma^c之上。控制電壓最大值Vmax比穩流電壓低之值例如係 設定為13. 5V。若電池電壓Vb不在控制電壓最大值Vmax之 上時,進入步驟S49,並判斷電池電壓Vb是否在控制電壓 最小值Vm 1 η以下。該控制電壓最小值Vm丨n例如係設定 13· 0V。 · 步驟S49中,若電池電壓Vb不在控制電壓最小值以 下牯,則判斷其落在設定為比穩流器之穩流電壓低之值的 ACG通電電壓範圍内,進入步驟S5〇,根據上述通電遲角量 acgagl和通電負荷acduty進行ACG通電控制。 在步驟S48中’若判斷電池電壓Vb在控制電壓最大值 Vmax之上時,進入步驟S51,僅將通電負荷acduty減少微 小值DDUTY。微小值ddUTY例如為1%。此外,步驟§49中當 判電池電壓Vb在控制電壓最小值丨n以下時,則進入步 驟S52,僅將通電負荷acduty增加微小值DDUTY。在步驟 S51、S52之處理後進入步驟S5〇。 又,增大和減少通電負荷acduty時之上述微小值⑽ 並不Γ疋要為相同值,也可按照控制電壓最大值Vmax或控 制電壓最小值Vmin和現在值之差之比例來變化上述微小 DDUTY 〇 另一方面,步驟S47中,若未設定旗標匕⑶,由於未在發 電控制區域内而進入步驟S53停止ACG通電控制。 圖9為顯示ACG通電控制時流動於定子線圈之各相的電流 阶.1 第19頁 \\312\2d-code\91-02\90130889.ptd 544490Vma ^ c. 5V。 The maximum value of the control voltage Vmax is lower than the steady-state voltage, for example, is set to 13. 5V. If the battery voltage Vb is not higher than the maximum control voltage Vmax, it proceeds to step S49, and it is judged whether the battery voltage Vb is below the minimum control voltage Vm 1 η. The minimum value of the control voltage Vm | n is set to 13.0V, for example. · In step S49, if the battery voltage Vb is not below the minimum value of the control voltage, it is judged that it falls within the ACG energizing voltage range set to a value lower than the steady-state voltage of the current stabilizer, and the process proceeds to step S50. The retardation amount acgagl and the energizing load acduty perform ACG energization control. In step S48 ', if it is determined that the battery voltage Vb is above the maximum control voltage Vmax, the process proceeds to step S51, and the energizing load acduty is reduced by only a small value DDUTY. The minute value ddUTY is, for example, 1%. In addition, when it is judged in step §49 that the battery voltage Vb is below the minimum control voltage 丨 n, it proceeds to step S52, and the energizing load acduty is only increased by a small value DDUTY. After the processing in steps S51 and S52, the process proceeds to step S50. In addition, the above-mentioned minute value 时 when increasing and decreasing the energizing load acduty does not have to be the same value, and the above-mentioned minute DDUTY may be changed according to the ratio of the maximum value of the control voltage Vmax or the minimum value of the control voltage Vmin to the current value. On the other hand, if the flag is not set in step S47, the process proceeds to step S53 to stop the ACG power-on control because it is not in the power generation control area. Figure 9 shows the current levels flowing through the phases of the stator coil during ACG energization control. 1 Page 19 \\ 312 \ 2d-code \ 91-02 \ 90130889.ptd 544490
五、發明說明(16) (相電流)和轉子角度感測器29之輸出的時間圖。不進“ 角通電控制、一般情況下係響應轉子角度感測器29之^, 檢出輸出(NS)的變化將電流供給定子線圈之u、v、w負 相。另一方面,在進行遲角通電控制的情況,自轉、 感測器29之正負檢出輸出(NS)的變化時開始延遲預度 角量d( = 60度)將電流供給定子線圈之u、v、w的各相。遲 圖9中,負荷斬波之通電角?為18〇度,但是,根據自 ^,設定部47供給驅動器80之通電負荷而可在18〇度以= 圖1 0為將引擎旋轉數Ne、亦即、ACG起動器j之 為參數設定之通電負荷之圖表。檢出引擎旋轉數 = 8決定響應引擎旋轉數之通電負荷。 …、圖 如上所述,根據本實施形態之發電控制,在低旋轉 不動作通常之電壓穩流器可圖獲穩定之電 = 此趟在空轉運轉時等減少引擊負載之變動電;力=。 方疋轉之變動,可穩定空轉運轉。 1擎 返:圖5,」罷回控制部7 0 0為了降低起動引擎之際 轉矩猎以提尚引擎之起動性,係在引擎停止後馬上逆旋 曲柄軸使其返回規定的位置。 柄f二判二匕3係根據轉子角度感測器2 9之輸出信號將曲 柄軸201之1 -人凝轉分割為級數#〇〜#35之36級, 脈衝發生器3 0產生夕脱你尸咕 > 认* , 力u人 Γ * ji -之脈衝彳&娩之松知蛉間點作為基準級數 C、,及數# 0 )來判疋現在之級數。 級數通過時間檢知部74係根據自上述多級判定部73判定V. Description of the invention (16) (phase current) and time chart of the output of the rotor angle sensor 29. The "Angle energization control" is generally performed in response to the rotor angle sensor 29, and a change in the output (NS) is detected to supply current to the u, v, and w negative phases of the stator coil. On the other hand, In the case of angular energization control, when the rotation and the change of the positive and negative detection output (NS) of the sensor 29 are delayed, the angle d (= 60 degrees) is delayed and the current is supplied to the u, v, and w phases of the stator coil. In FIG. 9, the energization angle of the load chopping? Is 180 °. However, according to ^, the energization load provided by the setting unit 47 to the driver 80 can be changed to 180 ° at 180 °. In other words, the ACG starter j is a graph of the energized load set by parameters. The number of detected engine revolutions = 8 determines the energized load in response to the number of engine revolutions.... Normally, the voltage stabilizer that can't rotate can get stable electricity. This time, it can reduce the change of impact load when idling, etc .; force =. The change of the square rotation can stabilize the idling operation. 5, "recalled the control department 7 0 0 In still provide hunting startability of the engine, the engine is stopped immediately after the line reverse rotation of the crank shaft to return to a predetermined position. The handle f two judges two daggers 3 are based on the output signal of the rotor angle sensor 2 9 to divide the crank shaft 201 1-person into three stages of # 〇 ~ # 35 , the pulse generator 30 produces a trip You corpse > recognize *, force u person Γ * ji-the pulse of 彳 & the point of maternity of childbirth as the reference series C, and the number # 0) to determine the current series. The number of stages passing time detection unit 74 is determined based on the multi-stage judging unit 73 described above.
\\312\2d-code\91-02\90130889.ptd 第20頁 544490 五、發明說明(17) 新的級數後至判定下一級數為止的時間來檢知該級數通過 時間Atn。逆旋轉控制部75係根據上述多級判定部73判定 的結果和上述級數通過時間檢知部74檢知的通過時間 產生逆旋轉驅動指令。 負荷比設定部7 2係根據上述多級判定部7 3的判定結果來 動態地控制供給全波整流電橋電路3〇〇之各動力FET的閘極 電壓的負荷比。驅動器8 0將上述設定之負荷比之驅動脈衝 供給全波整流電橋電路300之各動力!?£丁。 接著’參照圖11之流程圖及圖1 2之動作說明圖說明上述 擺回控制部700的動作。圖I2(a)顯示逆旋轉曲柄軸2〇1而 需要之曲柄轉矩(逆旋轉負載)和曲柄角度的關係,曲柄轉 矩在到達壓縮上死點直前(逆旋轉時)急遽上升。圖1 2 (&) 顯示曲柄角度和級數的關係,圖丨2 (c)顯示逆旋轉時之曲 柄轴的角速度的變化。 步驟S61中’當檢知引擎停止時,步驟S62、S63中係參 照多級判定部7 3已判定的現在級數。在此,現在級數若為 級數#〇〜#11中任一級數的話進入步驟S64,若為級數#12 〜#32中任一級數的話進入步驟S65,若為上述以外(亦 即、級數#33〜#35中任一級數)的話進入步驟S66。步驟 S64、S66中,負荷比設定部72中設定驅動脈衝之負荷比 70 %,步驟S65中,設定為80 %。 、 … 如此之負荷比的動態控制如以後之詳述,係恰好移至 柄轉矩增大之壓縮上死點相當角前充分地降低逆旋轉時 柄軸201的角速度,同時,在此以外之角度係用於可極為\\ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 20 544490 V. Description of the invention (17) The time from the new stage to the judgment of the next stage is used to detect the passage time Atn of the stage. The reverse rotation control unit 75 generates a reverse rotation drive command based on the result determined by the multi-stage determination unit 73 and the passage time detected by the number of stages by the time detection unit 74. The duty ratio setting unit 72 dynamically controls the duty ratio of the gate voltage of each power FET supplied to the full-wave rectifier bridge circuit 300 based on the determination result of the multi-stage determination unit 73. The driver 80 supplies driving power of the full-wave rectifier bridge circuit 300 with driving pulses of the load ratio set above. Next, the operation of the swing-back control unit 700 will be described with reference to the flowchart of FIG. 11 and the operation explanatory diagram of FIG. 12. Figure I2 (a) shows the relationship between the crank torque (reverse rotation load) and crank angle required to reversely rotate the crankshaft 201, and the crank torque rises sharply before reaching the compression top dead center (during reverse rotation). Fig. 12 (&) shows the relationship between the crank angle and the progression, and Fig. 2 (c) shows the change in the angular velocity of the crank shaft during reverse rotation. In step S61 ', when it is detected that the engine is stopped, in steps S62 and S63, the current stage number determined by the multi-stage judging unit 73 is referred to. Here, if the number of stages is any of the number of stages # 〇 ~ # 11, the process proceeds to step S64. If the number of stages is any of the stages # 12 to # 32, the process proceeds to step S65. If it is other than the above (also In other words, if the number of stages is # 33 to # 35, the process proceeds to step S66. In steps S64 and S66, the duty ratio of the driving pulse is set to 70% in the duty ratio setting unit 72, and in step S65, it is set to 80%. ... As described in detail later, the dynamic control of such a load ratio is just moved to a point where the compression top dead center where the handle torque increases is substantially reduced, and the angular speed of the handle shaft 201 during reverse rotation is sufficiently reduced. At the same time, Angle system is used
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快速逆旋轉。 帝,驟S67中驅動80以上述設定之負荷比控制全波整济 =橋電路3GG之各動力FET開始進行逆旋轉。而步驟⑽μ t ’通過之級數#n之通電時間Atn係由上述級數通過 檢知部7 4所計測。 才門 步驟S69中,逆旋轉控制部75中,判定曲柄軸如是否通 =、、及數#0、亦即、上死點近旁。若曲柄軸2〇1未通過級 #〇,則在步驟S71中,將剛通過之上述級數#11的通過時間 △ tn、和在此之前通過之級數的通過時間△“—1的 比[△tn/zun-l],與基準值訏以(本實施形態中為4/3)進 打比較。上述通過時間比[△^/△乜-丨]若低於基準值 Rref,則返回上述步驟562而隸屬於逆旋轉驅動,與此 時反覆進行上述各處理。 、 在此,引擎停止位置、亦即、逆旋轉開始位置係如圖 12(c)中之曲線a所示,比前次及下次之壓縮上死點的中間 位置更為接近下次之壓縮上死點側,也就是說,若為從通 過排氣上死點(正旋轉時)到達壓縮上死點的過程,^使 ACG起動器1以70%的負荷比進行逆旋轉驅動,曲柄軸也可 通過級數#〇(排氣上死點)。因此,由步驟369檢知此點而 進入步驟S 7 0,判定曲柄軸2 〇 1是否到達級數# 3 2。若判定 曲柄轴201到達級數#32時,在步驟S72中,由於停止上述 逆旋轉通電,因此,在其後,曲柄軸因慣性力再逆旋轉後 才停止。 另一方面,逆旋轉開始位置係如圖丨2 ( c )中之曲線B所Fast reverse rotation. D. In step S67, the drive 80 controls the full-wave rectification at the load ratio set above. Each power FET of the bridge circuit 3GG starts to perform reverse rotation. On the other hand, the energization time Atn of the number of steps #n passed in step ⑽t 'is measured by the above-mentioned number-of-pass detection section 74. In the step S69, in the reverse rotation control unit 75, it is determined whether or not the crank shaft is turned on, and the number # 0, that is, near the top dead center. If the crankshaft 201 has not passed the stage # 0, in step S71, the ratio of the passage time Δtn of the above-mentioned stage number # 11 that has just passed to the passage time △ "-1 of the stage that has passed before it is passed. [△ tn / zun-l] is compared with the reference value 訏 (4/3 in this embodiment). The above passage time ratio [△ ^ / △ 乜-丨] is returned if it is lower than the reference value Rref. The above step 562 belongs to the reverse rotation drive, and performs the above-mentioned processes repeatedly at this time. Here, the engine stop position, that is, the reverse rotation start position is shown as a curve a in FIG. 12 (c), The middle position of the compression top dead point of the next and next compression is closer to the compression top dead center of the next compression, that is, if it is the process from passing through the exhaust top dead center (when it is rotating forward) to the compression top dead center, ^ Make the ACG starter 1 drive in reverse rotation at a load ratio of 70%, and the crankshaft can also pass through the stage # 〇 (exhaust top dead point). Therefore, if this point is detected in step 369, the process proceeds to step S 70. It is determined whether the crank shaft 2 〇1 has reached the number of stages # 3 2. If it is determined that the crank shaft 201 has reached the number of stages # 32, in step S72, it is stopped due to the stop. Curve B in the reverse rotation power, and therefore, thereafter, stopped crankshaft inertial force and then reverse rotated. On the other hand, the reverse rotation start position based Shu FIG 2 (c) in the
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示,比前次及下次之壓縮上死點 之壓縮上死點側,也就是說,力中間位置更為接近前次 旋轉時)到達排氣上死點的過程為/通過壓縮上死點(正 負荷比進行逆旋轉驅動,因此,甘由於ACG起動器1以70%的 所示,若在將要到達級數#0之前?如圖12(a) 曲柄軸20 1之角速度急遽下降。,疋、仃上升時,則 上述通過時間比中’當判定 時’則在步驟S72中停止上述逆旋$ ,re之4/3以九 轉係在通電停止的幾乎同一時間也被停止。丙*的逆旋 ::土:述’本實施形態之擺回控制中,纟引擎停止後之 角:Ϊ ?,監視曲柄軸是否通過上死點相當角及曲柄Ϊ的 =疋否下降、:若曲柄軸逆旋轉時通過上死點,則在』 ^匕後馬上結束逆旋轉通電,曲柄軸之角速度在萨 = 轉負載之增大而下降的情況也結束逆旋轉通電。^此,^ 逆方疋轉開始位置無關,可將曲柄軸返回至前次之靠芦^ 上死點之位置(逆旋轉時)之壓縮反力低的位置。罪 聖縮 又’本實施形態之擺回控制中,由於根據檢知ACG起 器之轉子角度(亦即、級數)之轉子角度感測器29的輪 來檢知曲柄軸2 〇 1之角速度,因此,無另外設置用以产 曲柄軸2 0 1之角度的感測器的必要。 #知 【發明之效果】 根據本發明,由於當檢知引擎達到發動狀態之可能性^ 的引擎旋轉數時則自動停止起動馬達,從而可防止引擎= 動後之多餘搖轉。此外’由於根據引擎旋轉數之發動岁彳^It shows that the compression top dead center side of the previous and next compression top dead center, that is, the middle position of the force is closer to the previous rotation) The process of reaching the exhaust top dead center is / through compression top dead center (The positive load ratio is driven in reverse rotation. Therefore, as the ACG starter 1 shows 70%, if it reaches the stage # 0? As shown in Figure 12 (a), the angular velocity of the crank shaft 20 1 drops sharply., When 疋 and 仃 rise, the above-mentioned passing time ratio 'when judged' stops the above reverse spin $ in step S72, and 4/3 of re is stopped at almost the same time as the power is stopped at the nine-turn system. C * Backspin :: Earth: Review 'In the swing control of this embodiment, the angle after the engine stops: Ϊ?, Monitor whether the crank shaft passes the equivalent angle of the top dead point and the crank 疋 = 疋 is not lowered, if the crank When the shaft passes through the top dead point during reverse rotation, the reverse rotation energization ends immediately after the ^ ^, and the reverse rotation energization ends when the angular speed of the crank shaft decreases with the increase of the sa = rotation load. ^ This, ^ Inverse square 疋Regardless of the turning start position, you can return the crankshaft to the previous dead center position. (In the case of reverse rotation) The position where the compression reaction force is low. Sin Shrinking 'In the swing control of this embodiment, the rotor angle sensor based on the rotor angle (that is, the number of stages) of the ACG starter is detected. The 29 wheel is used to detect the angular velocity of the crankshaft 2 001, so there is no need to separately provide a sensor for producing the crankshaft 2 0 1 angle. # 知 【发明 的 结果】 According to the present invention, When the number of engine revolutions is reached when the engine reaches the starting state ^, the starter motor is automatically stopped to prevent the engine from turning unnecessarily after the engine is turned on. In addition, 'Because of the age of the engine based on the number of engine revolutions ^^
\\312\2d-code\9l-02\90130889.ptd 第23頁 544490 五、發明說明(20) 為誤判的情況而使引墾 一仗51擎疑轉數在其後下降時,則馬 動起動馬達。藉此,由於 1⑷馬上再啟 弓丨擎之空轉旋轉數為”、、達?丨擎之搖轉旋轉數和 發動判定為較難的情、、 壬度’因此根據引擎旋轉數即使 1 ACG起動器 2 擺動單元(圖i) 2 電池(圖4 ) 3 後緩衝器 4 地板部 6 豎管 7 主管 8 座墊 9 減速機構 10 皮帶式無段變迷 11 操縱把手 12 前叉 13 把手蓋 14 空氣淨化器 15 撐架 16 連桿構件 17 氣化器 18 懸掛樓架 19 吸氣管 【元件編號之說明】月况’也可成為確實之引擎起動。\\ 312 \ 2d-code \ 9l-02 \ 90130889.ptd Page 23 544490 V. Description of the invention (20) When the number of suspected revolutions in the battle for reclamation 51 drops after the misjudgement, it will move. Start the motor. As a result, since 1⑷ re-start the bow immediately, the engine's idling rotation number is ",,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, And, yy, ning 2 Swing unit (figure i) 2 Battery (figure 4) 3 Rear bumper 4 Floor 6 Standpipe 7 Main tube 8 Seat cushion 9 Reduction mechanism 10 Belt-type stepless fan 11 Handle 12 Front fork 13 Handle cover 14 Air Purifier 15 Bracket 16 Link rod member 17 Vaporizer 18 Suspension floor 19 Suction pipe [Explanation of component number] Monthly conditions can also be used as a reliable engine start.
\\312\2d-code\91-02\90130889.ptd 第24頁 544490 五、發明說明(21) 22 點火火花塞 23 節流感測器 2 4 燃料感測益 25 座位開關 26 空轉開關 2 7 冷卻水溫感測裔 28 感測器箱 29 轉子角度感測器 30 脈衝發生感測器(點火脈衝發生器) 31 基板 32 電線束 33 磁鐵環 34 起動繼電器 35 起動開關 3 6、3 7 止動開關 38 備用指示器 39 燃料指示器 40 速度感測器 41 自動分流器 42 頭燈 43 調光開關 44 主熔絲 45 主開關 46 電池電壓判別部\\ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 24 544490 V. Description of the invention (21) 22 Ignition spark plug 23 Flu sensor 2 4 Fuel sensing benefit 25 Seat switch 26 Idling switch 2 7 Cooling water Temperature sensor 28 Sensor box 29 Rotor angle sensor 30 Pulse generation sensor (ignition pulse generator) 31 Substrate 32 Wiring harness 33 Magnet ring 34 Start relay 35 Start switch 3 6, 3 7 Stop switch 38 Spare indicator 39 Fuel indicator 40 Speed sensor 41 Automatic shunt 42 Headlight 43 Dimming switch 44 Main fuse 45 Main switch 46 Battery voltage discrimination section
C:\2D-CODE\91-02\90130889.ptd 第25頁 544490 五、發明說明(22) 4 7 負荷比設定部 48 引擎旋轉數判別部 4 9 遲角量設定部 50 定子 51 引擎起動判定部 52 引擎旋轉數判別部 60 外部轉子 6 0a 輪轂 72 負荷比設定部 73 多級判定部 7 4 級數通過時間檢知部 75 逆旋轉控制部 80 驅動器 100 穩流器 2 01 曲柄軸 2 0 2 曲柄箱 202L 左曲柄箱 202R 右曲柄箱 2 0 8、2 0 9 軸承 210 皮帶驅動皮帶輪 210L 固定側皮帶輪半體 21 0R 活動側皮帶輪半體 210Ra 凸輪板滑動輪轂部 211 輪轂C: \ 2D-CODE \ 91-02 \ 90130889.ptd Page 25 544490 V. Description of the invention (22) 4 7 Load ratio setting section 48 Engine rotation number determination section 4 9 Delay angle setting section 50 Stator 51 Engine start determination Unit 52 Engine rotation number discriminating unit 60 External rotor 6 0a Hub 72 Load ratio setting unit 73 Multi-stage judging unit 7 4 Stage passing time detecting unit 75 Reverse rotation control unit 80 Drive 100 Stabilizer 2 01 Crank shaft 2 0 2 Crank case 202L Left crank case 202R Right crank case 2 0 8, 2 0 9 Bearing 210 Belt drive pulley 210L Fixed side pulley half 21 0R Moving side pulley half 210Ra Cam plate sliding hub 211 Hub
\\312\2d-code\91-02\90130889.ptd 第26頁 544490 五、發明說明(23) 212 三角皮帶 213 曲柄銷 215 凸輪板 215a 滑動件 216 淨重球體 231 鏈輪 232 齒輪 246 螺栓 253 螺絲 279 螺栓 280 風扇 281 風扇罩 282 散熱器 300 3相全波整流電橋電路 400 發電控制部 500 起動控制部 700 擺回控制部 acgagl 通電遲角量 acduty 通電負荷 E 引擎 FW 前輪 Nref i 起動不良旋轉數 Nref2 再起動旋轉數 Nref3 起動停止旋轉數\\ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 26 544490 V. Description of the invention (23) 212 V-belt 213 Crank pin 215 Cam plate 215a Slider 216 Net ball 231 Sprocket 232 Gear 246 Bolt 253 Screw 279 Bolt 280 Fan 281 Fan cover 282 Radiator 300 3-phase full-wave rectifier bridge circuit 400 Power generation control unit 500 Start-up control unit 700 Swing-back control unit acgagl Power-on delay angle acduty Power-on load E Engine FW Front wheel Nref i Start poor rotation number Nref2 Restart rotations Nref3 Start stop rotations
\\312\2d-code\91-02\90130889.ptd 第27頁 544490\\ 312 \ 2d-code \ 91-02 \ 90130889.ptd Page 27 544490
五、發明說明(24) Nref4 發動旋轉數 Frun 起動完成旗標 F 1 stop 起動中止旗標 F〇ff 暫時停止中旗標 Ne 引擎旋轉數 RW 後輪 Tmi 第1時間 Tm2 第2時間 T A stop 起動中止基準值 Trun 起動完成基準值 Vb 電池電壓 Vmax 控制電壓最大值 Vm i n 控制電壓最小值 Facg 旗標 #n 級數 Δ t n 通過時間 \\312\2d-code\91-02\90130889.ptd 第28頁 544490 圖式簡單說明 圖1為適用於本發明之小型 側視圖。 車里自動二輪車的整體 圖2為沿著圖丨中擺動單元之 圖3為圖2之局部放大圖。#轴所作之拍圖。 圖4為起動器兼穩流器之控制系 圖5為顯示圖4之ecu之主要部社姓▲回。 ISI R ^ Pf ^Jr , β、、、° 構的方塊圖。 圖6為引擎起動控制之流程圖。 兄㈡ n引擎起動控制之時間流種圖。 圖8為顯示輸出控制裝置之處 圖9為顯示ACG通電控制時之^圖。 度感測器的輸出的時間圖。 、,、 的相電流和轉子角 圖1 〇為將引擎旋轉數作為參 圖11為擺回控制之流程圖。之通電負荷的圖表。 圖12(a)〜12(C)為擺回控回 二別之動作說明圖。V. Description of the invention (24) Nref4 Start the rotation number Frun Start completion flag F 1 stop Start stop flag F0ff Temporarily stop the flag Ne Engine rotation number RW Rear wheel Tmi 1st time Tm2 2nd time TA stop Start stop Reference value Trun Starting completion reference value Vb Battery voltage Vmax Control voltage maximum value Vm in Control voltage minimum value Fagg Flag #n Number of stages Δ tn Passing time \\ 312 \ 2d-code \ 91-02 \ 90130889.ptd page 28 544490 BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a small side view suitable for the present invention. The whole of the two-wheeled motor vehicle in the car. Fig. 2 is a view along the swing unit in Fig. 丨 Fig. 3 is a partially enlarged view of Fig. 2. # 轴 作 之 拍 图. Fig. 4 shows the control system of the starter and current stabilizer. Fig. 5 shows the name of the main department of the ecu in Fig. 4. ISI R ^ Pf ^ Jr, β ,,, ° block diagram. Fig. 6 is a flowchart of engine starting control. Brother ㈡ n Time chart of engine start control. Fig. 8 is a diagram showing the output control device. Fig. 9 is a diagram showing the ACG power-on control. Time diagram of the output of the degree sensor. Phase currents and rotor angles of,,, Figure 10 is a flow chart of the swing-back control using the number of engine revolutions as a reference. Graph of its electrical load. Figures 12 (a) to 12 (C) are explanatory diagrams of two operations of swinging back and controlling back.
Claims (1)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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JP2000387255A JP3998119B2 (en) | 2000-12-20 | 2000-12-20 | Engine start control device |
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TW544490B true TW544490B (en) | 2003-08-01 |
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TW090130889A TW544490B (en) | 2000-12-20 | 2001-12-13 | Engine start control apparatus |
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JP (1) | JP3998119B2 (en) |
CN (1) | CN1196858C (en) |
ES (1) | ES2203306A1 (en) |
TW (1) | TW544490B (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TWI404858B (en) * | 2011-11-23 | 2013-08-11 | Kwang Yang Motor Co | Method and apparatus of engine starting control |
Families Citing this family (17)
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JP4246452B2 (en) * | 2002-07-29 | 2009-04-02 | ダイハツ工業株式会社 | Hybrid vehicle |
JP4082578B2 (en) * | 2002-10-04 | 2008-04-30 | 本田技研工業株式会社 | Engine start control device |
JP4166160B2 (en) * | 2004-01-19 | 2008-10-15 | トヨタ自動車株式会社 | Control device for rotating electrical machine for starting internal combustion engine |
US7028657B2 (en) * | 2004-05-14 | 2006-04-18 | General Motors Corporation | Multi-stage compression ignition engine start |
JP4980270B2 (en) * | 2008-03-10 | 2012-07-18 | 富士重工業株式会社 | Engine start control device |
JP5247554B2 (en) * | 2009-03-24 | 2013-07-24 | 本田技研工業株式会社 | Engine start control device |
EP2594778A4 (en) * | 2010-07-16 | 2013-11-27 | Toyota Motor Co Ltd | Engine starting device and vehicle mounted with same |
CN102457135B (en) * | 2010-10-20 | 2016-08-10 | 德昌电机(深圳)有限公司 | Starting motor used by engine |
CN102174922A (en) * | 2011-01-27 | 2011-09-07 | 华伟 | Engine secondary ignition protection structure |
AT511612B1 (en) * | 2011-06-17 | 2013-01-15 | Ge Jenbacher Gmbh & Co Ohg | METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE |
JP2014092114A (en) * | 2012-11-06 | 2014-05-19 | Denso Corp | Engine starting device |
JP6278390B2 (en) * | 2013-12-17 | 2018-02-14 | 株式会社ケーヒン | Engine control device |
JP6182099B2 (en) * | 2014-03-31 | 2017-08-16 | 本田技研工業株式会社 | Power unit for saddle-ride type vehicles |
JP2016098708A (en) * | 2014-11-20 | 2016-05-30 | いすゞ自動車株式会社 | Starting device of engine |
JP6002269B1 (en) * | 2015-03-30 | 2016-10-05 | 本田技研工業株式会社 | Starter for vehicle engine |
EP4116570A1 (en) * | 2018-07-12 | 2023-01-11 | Briggs & Stratton, LLC | Internal combustion engine with electric starting system |
JP6972354B2 (en) * | 2018-08-02 | 2021-11-24 | 新電元工業株式会社 | Vehicle power supply device and control method for vehicle power supply device |
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US4006723A (en) * | 1972-07-25 | 1977-02-08 | Paul Schmidli | Control system for starting and stopping an internal combustion engine |
US5337713A (en) * | 1993-02-22 | 1994-08-16 | Ingersoll-Rand Company | Feedback controlled engine starting system |
US5742137A (en) * | 1994-07-05 | 1998-04-21 | Chrysler Corporation | Starter motor control circuit and method |
-
2000
- 2000-12-20 JP JP2000387255A patent/JP3998119B2/en not_active Expired - Lifetime
-
2001
- 2001-05-30 CN CNB011193360A patent/CN1196858C/en not_active Expired - Fee Related
- 2001-12-13 TW TW090130889A patent/TW544490B/en not_active IP Right Cessation
- 2001-12-18 ES ES200102811A patent/ES2203306A1/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TWI404858B (en) * | 2011-11-23 | 2013-08-11 | Kwang Yang Motor Co | Method and apparatus of engine starting control |
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JP2002188548A (en) | 2002-07-05 |
ES2203306A1 (en) | 2004-04-01 |
CN1360146A (en) | 2002-07-24 |
JP3998119B2 (en) | 2007-10-24 |
CN1196858C (en) | 2005-04-13 |
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