^56872 九、發明說明： 【發嗎所屬之技術領域】 本發明係有關於一種引擎的點火控制方法， 右' 1特別是 ·*於一種處於怠速熄、火（idle st〇P)狀態下之 控制方法。 擎的點火 【先前技術】 規今全球暖化、空氣污染以及能源短缺之 ::到人們的重視’而為了改善上述問題，在習知技術中辧 、則已有人提出能使怠速中的引擎自動熄火的 述之「機動車用發動機怠速控制裝置」。 下所 _1係為目前習知的機動車用發動機台 架構圖控制裳置之 停等,機車 及降低廢氣的排放量。 、消粍以 -蓄^ 1所揭路之「機動車用發動機怠速控制《置」，係由 畜電池100、一主開關〗m 」係由 -Mf^ios 、〜車訊號開關單元102、 電⑽1〇3、-啟動開關1〇4 106、一火星夷1〇7 ^ 双勒馬達105、1擎 星塞W、-殘電警示燈1〇8、 器（CDI)l〇9、一車速感測 逼敌電點火 2| ^ ^ 心、态U〇、一油門開度感測器1U、 一引擎轉__2、—料料 1 等急速_114組成。主開^ 及一停 電性連接，教車⑽皁訊號開關早几⑽ 單如虎開關單元1〇2電性連接至繼 正端，繼電器103負端電 接電盗1〇3 按啟動開關104，啟動開關 1356872 本發明之另一目的係提供一種引擎怠速狀態之控制方 法，其能增加汽缸的壽命，同時改善火星塞與汽缸積碳的 問題。 本發明所提出解決上述問題之技術手段在於：本發明 : 係提出一種引擎怠速狀態之控制方法，其係適用於處於怠 - 速熄火狀態之一引擎。此引擎包括一汽缸頭、一汽缸、一 活塞及一連動之曲轴，而上述引擎怠速狀態之控制方法如 下：偵測曲軸角度以判斷活塞運轉時的位置。接著，當引 ® 擎處於冷車啟動的怠速狀態時以一正常點火角度進行點 火；當引擎熱車怠速時，曲軸正轉至上死點後第一點火角 度時進行點火動作，使曲軸正轉之慣性力因點火位置的延 . 遲而在逐次的點火動作後遞減。當曲軸正轉慣性力不足以 ， 克服上死點而逆轉時，應用一反壓縮裝置開啟汽缸頭内的 一排氣閥，且當曲轴逆轉至第二點火角度時，進行一點火 動作，以燃燒汽缸内的剩餘油氣。 φ 其中，上述曲軸的第一點火角度，係位於曲轴上死點 後5度；上述曲轴的第二點火角度為曲轴上死點前40度。 其中，上述引擎與一交流發電機的一飛輪組裝中，飛 輪的轉動與曲軸的運動同步，且飛輪具有一凸塊，凸塊頭 端對應於第二點火角度，凸塊尾端對應於第一點火角度， 其中偵測活塞的位置之步驟包括：偵測凸塊的位置。 其中，上述凸塊的位置係透過電磁感應的方式來偵測。 其中，上述點火動作的步驟如下：透過一線圈與凸塊 1356872 t ^ ，:1 之間的電磁感應，產生一負電壓脈衝訊號。接著，根據負 電壓脈衝訊號，令一火星塞點火。 其中，上述引擎為化油器引擎或喷射點火引擎。 本發明另提出一種引擎怠速狀態之控制方法，其適用 : 於上述處於怠速熄火狀態之引擎，並包括以下之步驟：偵 • 測曲軸角度以判斷活塞的位置。接著，當引擎處於冷車啟 動的怠速狀態時以一正常點火角度進行點火；當引擎熱車 怠速時曲軸順時針方向正轉至上死點後5度〜10度之間時 _ 進行點火動作，使曲軸正轉之慣性力因點火位置的延遲而 在逐次的點火動作後遞減。當曲轴正轉慣性力不足以克服 上死點而逆轉時，應用一反壓縮裝置開啟汽缸頭的一排氣 . 閥。當曲軸逆轉至上死點前35度〜45度之間時，進行一點 火動作，以燃燒汽缸内的剩餘油氣。 上述引擎與一交流發電機的一飛輪組裝中，其飛輪具 有一凸塊，凸塊之頭端對應於曲軸之上死點前45度，凸塊 φ 之尾端對應於曲軸之上死點後5度，其中偵測曲轴角度之 步驟包括：偵測該凸塊的位置。 上述之凸塊的位置是透過電磁感應的方式來偵測。 採用上述本發明之技術手段所獲得有益的功效係在 於： 1. 本發明係能燃燒汽缸内的剩餘油氣，以改善習知空 氣污染之問題。 2. 本發明能縮短剩餘油氣殘留在汽缸内之時間，以防 止π虹被油氣所彳紐，進而增加汽缸之壽命。 3·本發明能改善發生火星塞與汽缸積碳之問題，以延 I火生塞與汽二者的使用壽命，並讓引擎再啟動順利， 以降低蓄電池的耗電量。 •本發明還可以提高引擎的燃燒效率，以減少引擎的 耗油量，進而提升引擎的工作效能。 【實施方式】 # ^使對本發明之方法的内容及目的有進―步之了解， 兹配合相關之最佳實施例及圖式詳細說明如下： 么圖2係為本發明之引擎怠速狀態之控制方法之流程示 〜圖’而® 3為本發明實施例之延遲點火之動作示意圖。 f發明之引m狀態之控制方法適用於具有怠速媳火功 月匕的弓|擎200 ’其包括一汽缸頭25〇、一汽缸23〇、一活塞 210、與活塞210藉由—連桿21〇1連接之一曲轴22〇以及 火星塞240 ’其中汽虹頭250具有一排氣閥232,而引擎 φ 200為化油器引擎或噴射點火引擎。 &本發明之引擎怠速狀態之控制方法係在引擎200處於 、、速燒'火狀鱗執行，即引擎媳火，但車輛總電源尚 未關閉，例如鑰匙尚未拔出之狀態下進行。 控制引擎2GO進行怠速熄火的裝置為一點火線圈2〇2 以及一點火|§ (例如是CDI) 2〇4，其中點火線圈2〇2係連 接於點火器204與火星塞240之間’並能施加電壓給火星 塞240，以使火星塞24〇點火。點火器2〇4内係具有控制 1356872 1 曰= ' 戶斤以點火器204能發出點火訊號來控_火線 圈202，進而控制火星塞240點火。 點火器2〇4可以透過多種感測器（未繪示），讓引擎 _在f ^件下進行线^。舉例來說，點火器如 可以”㈣斋連接（未緣不）。藉由計時器的計時，點火器 2〇4能得知引擎持續怠速的時間，並判斷此時間是否 大於預設閒置時間，其例如是3分鐘。倘若引擎持續 怠速的時間大於預設間置時間的話，則點火器2G4便會進 行怠速熄火，讓引擎200熄火。 其次，點火器204也可以藉由引擎轉速感·(未_ 示）來檢測引擎200之轉速是否低於轉速預設值，其例如 2400rPm，進而控制引擎200進行怠逮熄火。再者，點火器 204更可以藉由車速感測H (切示）來檢測車輛的車速 是否低於車速預設值’其例如時速3公里。如此，點火器 204能判斷車輛是否處於靜止狀態，進而決定是否將引擎 φ 200怠速熄火，以避免發生行車危險。 值得一提的是，點火器204還可以搭配油門開度感測 器（未繪示），其例如是化油器上之節流閥開度感測器，或 是機車之加油手把的旋轉開度，以檢測油門開度是否低於 開度電壓預設值，其例如1伏特。這樣可以使點火器2〇4 能判斷機車之油門開度是否處於變動狀態，以決定是否進 行怠速熄火，或是讓思速熄火後之引擎2〇〇能再啟動。 當引擎200處於怠速熄火狀態時，隨即進行本發明之 1356872 ν' 引擎怠速狀態之控制方法，其包括以下步驟：首先，偵測 曲轴220角度以判斷活塞210運轉時所處位置（步驟 S100)，活塞210的位置可以透過曲軸220的旋轉角度來偵 測，進而確認活塞210行程中是否位於一適當的點火位置。 ; 其中當曲軸220正當運轉時以順時針方向正轉為例， - 當引擎處於冷車啟動的怠速狀態時以一正常點火角度進行 點火（步驟S110);當引擎熱車怠速時，曲軸220正轉至 一第一點火角度Α時，此時曲軸的角度係曲轴帶動活塞至 • 通過上死點之後約5度〜10度，較佳為5度，活塞210係 在剛剛通過一上死點U之後的位置，而此時的汽缸頭250 内仍會暫時持續進行油氣R的供給，並進行一點火動作（步 驟S120)，即火星塞240進行點火。 承上述，由於點火角度經過延遲到曲軸220通過上死 點U之後，故在此一點火位置並無法提供曲轴220來持續 運行，但因曲軸220的轉動慣性力仍可使該曲轴220再續 鲁 行正轉數圈，儘管該曲軸220在通過第一點火角度A時仍 持續供油、點火，作爆炸推動活塞210，但在慣性力持續 喪失的情形下，最後終將因曲轴220正轉的慣性力不足以 克服上死點U而產生逆轉。 之後，當偵測出曲轴220產生逆轉時，應用氣缸頭上 的一反壓縮裝置400來開啟汽缸頭250的排氣閥232 (步 驟S130)，因此開啟後的排氣閥232可以讓汽缸230内的 壓力與外界大氣壓力相等，使得活塞210的運轉順利。 11 1356872 «' >/ 且當曲軸220持續逆轉到一第二點火角度時，約為曲 軸帶動活塞至上死點U前35度〜45度，較佳為40度，進 行一點火動作，以燃燒該汽缸内的一剩餘油氣，並由開啟 .之排氣閥232排出（步驟S140)。 : 請參照圖4所繪示之本發明實施例之曲軸逆轉的動作 - 示意圖。詳細而言，上死點U所對應的點火角度為0度， 而下死點D所對應的點火角度為180度，因此活塞210所 能夠移動的位置係在〇度至180度之間。由於活塞210在 • 正常運轉時的點火角度係在上死點U前15至30度之間， 因此，當點火動作係在上死點U後5度進行時，點火動作 對活塞210所產生之推力會小於其在正常運轉時之推力。 而，活塞210向上移動的推力係來自於曲軸220慣性 之轉動，而雖在上述點火動作持續進行之中仍可提供部分 推力，但因推力的力量可能不足，在經過數次曲轴220正 轉之後即無法使活塞210到達上死點U。 φ 圖5係為本發明實施例之逆轉後點火動作示意圖。請 同時參閱圖3與圖5，在本實施例中，引擎200與一交流 發電機（ACG) 300的一飛輪310組裝，其中飛輪310的 轉動與活塞210的運動同步，即活塞210在移動時，飛輪 310亦會跟著轉動，而飛輪310所轉動的圈數能對應到活 塞210之所在位置。 承上述，飛輪310具有一凸塊312，凸塊312的頭端 3121對應於第二點火角度B，凸塊312的尾端3122乃對應 12 1356872 «» 於第一點火角度A’而當飛輪310正向轉動時，凸塊312 亦會跟著移動。當凸塊312經過一線圈32〇時，凸塊312 能與線圈320產生電增感應，且係先感應凸塊312之頭端， 再感應其尾端。因此，偵測活塞210的位置之步驟可以是 ; 透過電磁感應的方式來彳貞測。 圖6係為本發明實施例之飛輪凸塊與線圈之偵測訊號 示意圖。請同時參閱圖3與圖5,當凸塊312經過線圈320 時，線圈320與凸塊312之間的電磁感應會產生一正電壓 鲁脈衝訊號P1與一負電墨脈衝訊號P2，而點火器204會接 收正電壓脈衝訊號Pi與負電壓脈衝訊號1>2。 點火器204可以根據正電壓脈衝訊號Pi與負電壓脈衝 sfl號P2 ’來彳貞測曲轴220的角度或活塞21 〇的位置。此外， . 當曲軸220處於第一點火角度a，並進行點火動作時，此 預定位置，其不論係對應之點火角度是在上死點U前35 度至45.度之間或是在上死點u後5度至10度之間，都會 φ 對應到負電壓脈衝訊號P2。因此，點火器204在曲軸220 逆轉的當時，可以根據負電壓脈衝訊號P2,來令火星塞240 點火。 綜上所述，本發明係能對怠速熄火下之引擎進行點火 動作’以燃燒汽缸内的剩餘油氣。如此，本發明能讓剩餘 油氣再燃燒，以降低對人體有害之物質的排放量，進而改 善空氣污染之問題。 其次，由於本發明能讓剩餘油氣再燃燒，因此剩餘油 1356872 .» 氣殘留在汽缸内之時間得以縮短。如此，本發明能防止汽 缸被油氣所侵钱，進而能增加汽缸之壽命。 再者，因為本發明能縮短剩餘油氣殘留在汽缸内之時 間，所以本發明能改善火星塞與汽缸積碳之問題。因此， - 本發明能延長火星塞與汽缸二者的使用壽命，並且讓引擎 . 再啟動順利，以降低蓄電池的耗電量。 此外，由於本發明能讓剩餘油氣再燃燒，並使引擎再 啟動順利，因此本發明可以提高引擎的燃燒效率，以減少 • 引擎的耗油量，並提升引擎的工作效能。 雖然本發明係以最佳實施例揭露如上，然其並非用以 限定本發明，任何熟習相像技藝者，在不脫離本發明之精 神和範圍内，所作更動與潤飾之等效替換，仍為本發明之 專利保護範圍内。 【圖式簡單說明】 圖1係為先前技術之機動車用發動機怠速控制裝置之架 鲁 構圖， 圖2係為本發明之引擎怠速狀態之控制方法之流程示意 圖；. 圖3 係為本發明實施例之延遲點火之動作示意圖； 圖4係為本發明實施例之曲軸逆轉的動作示意圖； 圖5 係為本發明實施例之逆轉後點火動作示意圖；及 圖6 係為本發明實施例之飛輪凸塊與線圈之偵測訊號示 意圖。為本發明實施例之延遲點火之動作示意圖。 14 1356872 【主要元件符號說明】 100 蓄電池 101 主開關 102 煞車訊號開關單元 1020 左煞車桿煞車訊號開關 1021 右煞車桿煞車訊號開關 103 繼電器 104 啟動開關 105 啟動馬達 106 引擎 107 火星塞 108 殘電警示燈 109 電容放電點火器 110 車速感測器 111 油門開度感測器 112 引擎轉速感測器 113 停等怠速開關指示燈 114 停等怠速開關 200 引擎 202 點火線圈 204 點火器 210 活塞 2101 連桿 220 曲轴 230 汽缸 232 排氣閥 15 1356872 • > 240 火星塞 250 汽缸頭 300 交流發電機 310 飛輪 312 凸塊 3121 頭端 3122 尾端 320 線圈 400 反壓縮裝置 A 第一點火角度 B 第二點火角度 D 下死點 U 上死點 P1 正電壓脈衝訊號 P2 負電壓脈衝訊號 R 剩餘油氣 步驟S100 偵測曲轴角度以判斷活塞運轉時之位置 步驟S110當引擎處於冷車啟動的怠速狀態時以一正常點 火角度進行點火 步驟S120當引擎熱車怠速時曲軸正轉至上死點後一第一 點火角度時進行點火動作 步驟S130當曲軸逆轉時，應用一反壓縮裝置開啟汽缸頭 的一排氣閥 步驟S140當曲軸逆轉至一第二點火角度時，進行一點火 動作 16^56872 IX. Description of the invention: [Technical field to which the hair is applied] The present invention relates to an ignition control method for an engine, and the right '1 is especially * in a state of idle speed and idle (idle st〇P) Control Method. Ignition of the engine [previous technology] Global warming, air pollution and energy shortages are now: "To the attention of people" and in order to improve the above problems, in the conventional technology, it has been proposed that the engine in the idle speed can be automatically The "engine idle speed control device for motor vehicles" described in the flameout. The following _1 series is the conventional motor vehicle engine platform architecture diagram to control the stop of the locomotive and reduce the emissions of exhaust gas.粍 粍 蓄 蓄 蓄 所 所 所 揭 揭 1 1 1 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车 机动车(10)1〇3,-Start switch 1〇4 106, One Mars 1夷7 ^ Double motor 105, 1 engine star W, - Residual warning light 1〇8, CDI) l〇9, a sense of speed The measured enemy electric ignition 2| ^ ^ heart, state U 〇, a throttle opening sensor 1U, an engine turn __2, - material 1 and other rapid _114. Main open ^ and a power outage connection, teach the car (10) sip signal switch early (10) single as the tiger switch unit 1 〇 2 electrically connected to the positive end, relay 103 negative end of the electric thief 1 〇 3 press the start switch 104, start Switch 1356872 Another object of the present invention is to provide a method of controlling the idle state of an engine that can increase the life of the cylinder while improving the problem of carbon deposits between the spark plug and the cylinder. The technical means for solving the above problems proposed by the present invention is: the present invention: A control method for an engine idle state is proposed, which is applicable to an engine that is in a 怠-speed stall state. The engine includes a cylinder head, a cylinder, a piston and a linked crankshaft, and the engine idle state is controlled as follows: the crank angle is detected to determine the position of the piston when it is running. Then, when the engine is in the idle state of the cold start, the ignition is performed at a normal ignition angle; when the engine is idling, the crankshaft is rotated to the first ignition angle after the top dead center, and the ignition is performed to make the crankshaft rotate forward. The inertial force is decremented after the successive ignition action due to the delay of the ignition position. When the crankshaft forward rotation inertia force is insufficient to reverse the top dead center, an anti-compression device is applied to open an exhaust valve in the cylinder head, and when the crankshaft is reversed to the second ignition angle, an ignition action is performed to burn Remaining oil and gas in the cylinder. φ wherein the first ignition angle of the crankshaft is 5 degrees after the top dead center of the crankshaft; and the second ignition angle of the crankshaft is 40 degrees before the top dead center of the crankshaft. Wherein, in the assembly of the flywheel of the engine and an alternator, the rotation of the flywheel is synchronized with the movement of the crankshaft, and the flywheel has a bump, the head end of the bump corresponds to the second ignition angle, and the tail end of the bump corresponds to the first point. The fire angle, wherein the step of detecting the position of the piston includes: detecting the position of the bump. The position of the bump is detected by electromagnetic induction. The step of the ignition operation is as follows: a negative voltage pulse signal is generated by electromagnetic induction between a coil and the bump 1356872 t ^ ,:1. Then, according to the negative voltage pulse signal, a spark plug is ignited. Wherein, the engine is a carburetor engine or a jet ignition engine. The present invention further provides a control method for an engine idle state, which is applicable to the above engine in an idle stop state, and includes the following steps: detecting a crank angle to determine the position of the piston. Then, when the engine is in the idle state of the cold start, the ignition is performed at a normal ignition angle; when the engine is idling, the crankshaft rotates clockwise to 5 degrees to 10 degrees after the top dead center _ the ignition action is performed. The inertial force of the forward rotation of the crankshaft is decremented after successive ignition operations due to the delay of the ignition position. When the crankshaft forward rotation inertia force is not enough to overcome the top dead center and reverse, a reverse compression device is applied to open an exhaust gas of the cylinder head. When the crankshaft is reversed to between 35 and 45 degrees before top dead center, a little fire is performed to burn the remaining oil and gas in the cylinder. In the assembly of a flywheel of the above engine and an alternator, the flywheel has a bump, the head end of the bump corresponds to 45 degrees before the top dead point of the crankshaft, and the tail end of the bump φ corresponds to the top dead center of the crankshaft. 5 degrees, wherein the step of detecting the crank angle comprises: detecting the position of the bump. The position of the above bumps is detected by electromagnetic induction. The beneficial effects obtained by the above-described technical means of the present invention are as follows: 1. The present invention is capable of burning residual oil and gas in a cylinder to improve the problem of conventional air pollution. 2. The invention can shorten the time that residual oil and gas remains in the cylinder, so as to prevent the π rainbow from being oil and gas, thereby increasing the life of the cylinder. 3. The invention can improve the problem of carbon deposit in the spark plug and the cylinder, so as to extend the service life of the fire plug and the steam, and let the engine start again smoothly to reduce the power consumption of the battery. • The present invention can also improve the combustion efficiency of the engine to reduce the fuel consumption of the engine, thereby improving the performance of the engine. [Embodiment] # ^ Make a step-by-step understanding of the content and purpose of the method of the present invention, and the following detailed description of the preferred embodiment and the drawings are as follows: Figure 2 is the control of the idle state of the engine of the present invention. The flow of the method is shown in FIG. 3 and the diagram 3 is a schematic diagram of the operation of the delayed ignition in the embodiment of the present invention. The control method of the induced m state of the invention is applicable to a bow having an idle 媳 fire power | | 200', which includes a cylinder head 25 〇, a cylinder 23 〇, a piston 210, and a piston 210 by a link 21 〇1 connects one of the crankshafts 22〇 and the spark plug 240', wherein the steam head 250 has an exhaust valve 232, and the engine φ 200 is a carburetor engine or a jet ignition engine. & The control method of the engine idle state of the present invention is performed when the engine 200 is in, and the quick-burning fire scale is executed, that is, the engine is ignited, but the total power of the vehicle has not been turned off, for example, the key has not been pulled out. The means for controlling the engine 2GO to idle-extinguish is an ignition coil 2〇2 and an ignition|§ (for example, CDI) 2〇4, wherein the ignition coil 2〇2 is connected between the igniter 204 and the spark plug 240. A voltage is applied to the spark plug 240 to ignite the spark plug 24 〇. The igniter 2〇4 has control 1356872 1 曰 = ' 斤 点火 点火 204 204 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火 点火The igniter 2〇4 can pass through a variety of sensors (not shown), allowing the engine to perform line ^ under the f^ component. For example, if the igniter can be connected (four), the igniter 2〇4 can know the time when the engine continues to idle, and determine whether the time is greater than the preset idle time. For example, it is 3 minutes. If the engine continues to idle for more than the preset interval time, the igniter 2G4 will idle-extinguish and the engine 200 will be turned off. Secondly, the igniter 204 can also be driven by the engine speed (not _ show) to detect whether the engine 200 speed is lower than the speed preset value, which is, for example, 2400 rPm, thereby controlling the engine 200 to perform the ignition. In addition, the igniter 204 can be detected by the vehicle speed sensing H (cutting) Whether the vehicle speed is lower than the preset speed of the vehicle's speed, for example, 3 kilometers per hour. Thus, the igniter 204 can determine whether the vehicle is at a standstill, and then decide whether to ignite the engine φ 200 to avoid the danger of driving. Yes, the igniter 204 can also be coupled with a throttle opening sensor (not shown), such as a throttle opening sensor on the carburetor, or a revolving handle of the locomotive. The opening degree is used to detect whether the accelerator opening is lower than the preset value of the opening voltage, for example, 1 volt, so that the igniter 2 〇 4 can determine whether the throttle opening of the locomotive is in a state of being changed to determine whether to perform the idling stop. Or the engine 2 can be restarted after the engine is turned off. When the engine 200 is in the idle-extinguishing state, the control method of the 1566872 ν' engine idle state of the present invention is performed, which includes the following steps: First, detecting the crankshaft The angle of the 220 is used to determine the position of the piston 210 during operation (step S100), and the position of the piston 210 can be detected by the rotation angle of the crankshaft 220, thereby confirming whether the piston 210 is in an appropriate ignition position during the stroke. For example, when the engine is in the idle state of the cold start, the engine is ignited at a normal ignition angle (step S110); when the engine is idling, the crankshaft 220 is turned to the first. When the ignition angle is ,, the angle of the crankshaft at this time is the crankshaft driving the piston to: • about 5 degrees to 10 degrees after the top dead center, preferably 5 degrees, the piston 210 is just after By the position after a top dead center U, the supply of the oil and gas R is temporarily continued in the cylinder head 250 at this time, and an ignition operation is performed (step S120), that is, the spark plug 240 is ignited. The angle is delayed until the crankshaft 220 passes the top dead center U, so the crankshaft 220 cannot be provided for continuous operation at this ignition position, but the crankshaft 220 can continue to rotate a few times due to the rotational inertia of the crankshaft 220. Although the crankshaft 220 continues to supply oil and ignite while passing the first ignition angle A, the piston 210 is pushed by the explosion. However, in the case where the inertial force is continuously lost, the inertial force that will eventually be reversed due to the crankshaft 220 is insufficient. Overcoming the top dead center U and reversing. Thereafter, when it is detected that the crankshaft 220 is reversed, a reverse compression device 400 on the cylinder head is applied to open the exhaust valve 232 of the cylinder head 250 (step S130), so that the opened exhaust valve 232 can be made in the cylinder 230. The pressure is equal to the external atmospheric pressure, so that the piston 210 operates smoothly. 11 1356872 «' > / And when the crankshaft 220 continues to reverse to a second ignition angle, about 35 degrees ~ 45 degrees, preferably 40 degrees, before the crankshaft drives the piston to the top dead center U, to perform an ignition action to burn A remaining oil and gas in the cylinder is discharged by the open exhaust valve 232 (step S140). : Please refer to the action of the crankshaft reversal according to the embodiment of the present invention shown in FIG. In detail, the ignition angle corresponding to the top dead center U is 0 degrees, and the ignition angle corresponding to the bottom dead center D is 180 degrees, so the position at which the piston 210 can move is between the twist and the 180 degrees. Since the ignition angle of the piston 210 during normal operation is between 15 and 30 degrees before the top dead center U, the ignition action is generated for the piston 210 when the ignition operation is performed 5 degrees after the top dead center U. The thrust will be less than the thrust during normal operation. However, the upward movement of the piston 210 is derived from the inertia of the crankshaft 220, and although a partial thrust can be provided while the above-described ignition operation continues, the force of the thrust may be insufficient, after several revolutions of the crankshaft 220. That is, the piston 210 cannot be reached to the top dead center U. φ Figure 5 is a schematic view of the ignition operation after the reverse rotation of the embodiment of the present invention. 3 and FIG. 5, in the present embodiment, the engine 200 is assembled with a flywheel 310 of an alternator (ACG) 300, wherein the rotation of the flywheel 310 is synchronized with the movement of the piston 210, that is, when the piston 210 is moving. The flywheel 310 also rotates, and the number of turns of the flywheel 310 can correspond to the position of the piston 210. In the above, the flywheel 310 has a bump 312, the head end 3121 of the bump 312 corresponds to the second ignition angle B, and the tail end 3122 of the bump 312 corresponds to 12 1356872 «» at the first ignition angle A' and when the flywheel When the 310 is rotated in the forward direction, the bump 312 will also move. When the bump 312 passes through a coil 32, the bump 312 can generate an electrical induction with the coil 320, and firstly senses the tip end of the bump 312, and then senses its tail end. Therefore, the step of detecting the position of the piston 210 may be: detecting by electromagnetic induction. FIG. 6 is a schematic diagram of a detection signal of a flywheel bump and a coil according to an embodiment of the present invention. Referring to FIG. 3 and FIG. 5 simultaneously, when the bump 312 passes through the coil 320, the electromagnetic induction between the coil 320 and the bump 312 generates a positive voltage pulse signal P1 and a negative ink pulse signal P2, and the igniter 204 The positive voltage pulse signal Pi and the negative voltage pulse signal 1>2 are received. The igniter 204 can detect the angle of the crankshaft 220 or the position of the piston 21 根据 based on the positive voltage pulse signal Pi and the negative voltage pulse sfl number P2'. In addition, when the crankshaft 220 is at the first ignition angle a and performs an ignition action, the predetermined position, whether the corresponding ignition angle is between 35 degrees and 45 degrees before the top dead center U or on Between 5 and 10 degrees after the dead point u, φ corresponds to the negative voltage pulse signal P2. Therefore, the igniter 204 can ignite the spark plug 240 according to the negative voltage pulse signal P2 when the crankshaft 220 is reversed. In summary, the present invention is capable of igniting the engine under idle speed to burn the remaining oil and gas in the cylinder. Thus, the present invention can re-burn the remaining oil and gas to reduce the emissions of substances harmful to the human body, thereby improving the problem of air pollution. Secondly, since the present invention allows the remaining oil and gas to be reburned, the time remaining in the cylinder of the remaining oil is shortened. Thus, the present invention can prevent the cylinder from being invaded by the oil and gas, thereby increasing the life of the cylinder. Furthermore, the present invention can improve the problem of carbon deposits between the spark plug and the cylinder because the present invention can shorten the time that the remaining oil and gas remain in the cylinder. Therefore, the present invention can extend the service life of both the spark plug and the cylinder, and allow the engine to start smoothly to reduce the power consumption of the battery. In addition, since the present invention can re-burn the remaining oil and gas and restart the engine, the present invention can improve the combustion efficiency of the engine to reduce the fuel consumption of the engine and improve the working efficiency of the engine. While the present invention has been described in its preferred embodiments, the present invention is not intended to limit the invention, and it is intended by those skilled in the art that the equivalents of the modification and retouching are still within the spirit and scope of the present invention. Within the scope of patent protection of the invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of a prior art motor vehicle engine idle speed control device, and FIG. 2 is a schematic flow chart of a method for controlling an engine idle state according to the present invention; FIG. 3 is an embodiment of the present invention. FIG. 4 is a schematic diagram of the operation of the crankshaft reversal according to the embodiment of the present invention; FIG. 5 is a schematic diagram of the ignition operation after the reverse rotation according to the embodiment of the present invention; and FIG. 6 is a flywheel convex of the embodiment of the present invention. Schematic diagram of the detection signal of the block and the coil. It is a schematic diagram of the action of delayed ignition according to an embodiment of the present invention. 14 1356872 [Main component symbol description] 100 Battery 101 Main switch 102 Brake signal switch unit 1020 Left brake lever brake signal switch 1021 Right brake lever brake signal switch 103 Relay 104 Start switch 105 Start motor 106 Engine 107 Mars plug 108 Residual warning light 109 Capacitor Discharge Igniter 110 Vehicle Speed Sensor 111 Throttle Opening Sensor 112 Engine Speed Sensor 113 Stop Idle Switch Indicator Light 114 Stop Idle Switch 200 Engine 202 Ignition Coil 204 Igniter 210 Piston 2101 Connecting Rod 220 Crankshaft 230 cylinder 232 exhaust valve 15 1356872 • > 240 spark plug 250 cylinder head 300 alternator 310 flywheel 312 bump 3121 head end 3122 tail end 320 coil 400 anti-compression device A first ignition angle B second ignition angle D Bottom dead center U Top dead center P1 Positive voltage pulse signal P2 Negative voltage pulse signal R Remaining oil and gas step S100 Detecting the crank angle to determine the position of the piston when running. Step S110 When the engine is in the idle state of the cold start, a normal ignition angle is used. Perform ignition step S1 20 when the engine hot car idling, the crankshaft is rotating to a first ignition angle after the top dead center to perform the ignition action step S130 when the crankshaft is reversed, applying a reverse compression device to open an exhaust valve of the cylinder head step S140 when the crankshaft is reversed to At a second ignition angle, an ignition action is performed 16