WO2000034649A1 - Dispositif de demarrage pour moteurs a combustion interne et dispositif de commande de demarrage - Google Patents

Dispositif de demarrage pour moteurs a combustion interne et dispositif de commande de demarrage Download PDF

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Publication number
WO2000034649A1
WO2000034649A1 PCT/JP1999/006902 JP9906902W WO0034649A1 WO 2000034649 A1 WO2000034649 A1 WO 2000034649A1 JP 9906902 W JP9906902 W JP 9906902W WO 0034649 A1 WO0034649 A1 WO 0034649A1
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WO
WIPO (PCT)
Prior art keywords
motor
rotation
crankshaft
stroke
internal combustion
Prior art date
Application number
PCT/JP1999/006902
Other languages
English (en)
Japanese (ja)
Inventor
Yutaka Nozue
Toshiyuki Kobayashi
Makoto Oikawa
Hidekazu Uchiyama
Kazuhisa Wakabayashi
Akihisa Kimura
Mitsunori Inaba
Original Assignee
Mitsuba Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsuba Corporation filed Critical Mitsuba Corporation
Priority to EP99959719A priority Critical patent/EP1055816A4/fr
Priority to JP2000587073A priority patent/JP4230116B2/ja
Publication of WO2000034649A1 publication Critical patent/WO2000034649A1/fr

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Classifications

    • 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
    • F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • 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
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/02—Four-stroke combustion engines with electronic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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
    • 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
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type

Definitions

  • the present invention relates to an internal combustion engine starter for starting an internal combustion engine applied to a motorcycle or an automobile, and to an internal combustion engine start control device for controlling the starter.
  • crankshaft In order to start the engine (internal combustion engine), the crankshaft must be rotated by an external force until the required rotation is maintained in order to start the fuel intake, compression and explosion.
  • a starter using a battery as a driving source that is, a night-and-night operation is used.
  • the compression load in the engine compression stroke acts as a brake on the crankshaft after the crankshaft coasts, and the rotation temporarily stops.
  • the engine often stops near the bottom dead center. Therefore, when starting the engine, the crankshaft often starts rotating from a position near the bottom dead center of the compression stroke.
  • Another object of the present invention is to make it possible to start the engine with less power consumption during the night and night.
  • Another object of the present invention is to reduce the cost of a start control device that controls the start and stop mode for starting the engine.
  • a starting device for an internal combustion engine is connected to a crankshaft of the internal combustion engine having an exhaust stroke as a starting start position, and has a starting motor having an output torque smaller than a maximum rotational load of the internal combustion engine;
  • the rotational energy of Star Yumo for overcoming the first compression stroke Therefore, it is possible to reduce the size and price of the night and night mode.
  • the starting device for an internal combustion engine includes: a starting generator connected to a crankshaft of the internal combustion engine; and a reverse rotating the starting generator by a predetermined energizing time (reverse energizing time). After driving, the piston of the internal combustion engine is positioned in an exhaust stroke by coasting the crankshaft for a predetermined energization stop time, and thereafter, the start generator is rotated forward to start the internal combustion engine. Means.
  • the internal combustion engine can be started with the piston positioned in the exhaust stroke without providing a sensor for detecting the piston position, such as a camshaft sensor, and an inexpensive internal combustion engine without the sensor is provided.
  • a starting system can be provided.
  • the starting device further includes a reverse rotation energization time map in which the reverse rotation energization time is set using at least one of temperature and power supply voltage as a parameter, and an energization stop time in which the power energization stop time is set using temperature as a parameter.
  • a reverse rotation energization time map in which the reverse rotation energization time is set using at least one of temperature and power supply voltage as a parameter
  • an energization stop time in which the power energization stop time is set using temperature as a parameter.
  • control unit may include a reverse rotation energization time calculation unit that calculates the reverse rotation energization time from the temperature and the power supply voltage, and an energization stop time calculation unit that calculates the energization stop time from the temperature. .
  • a start control device for an internal combustion engine includes a motor for calculating a rotation speed of the start motor based on a rotation pulse signal output with rotation of a start motor connected to a crankshaft of the internal combustion engine.
  • Rotation speed calculation means motor rotation angle calculation means for calculating the rotation angle of the starting motor based on the rotation pulse signal
  • motor reverse rotation energization instruction means for reversely rotating the starting motor for a predetermined energization time
  • Reverse rotation amount correction means for correcting the reverse rotation energizing time of the crankshaft based on the rotation speed of the starting motor; and, after driving the crankshaft in the reverse direction, stopping the energization of the starting motor for a predetermined energizing stop time.
  • a motor energization stop instruction means for coasting the crankshaft to position the piston of the internal combustion engine in an exhaust stroke; and correcting a coasting rotation amount of the crankshaft based on a rotation speed and a rotation angle of the starting motor.
  • a motor normal rotation start instruction means for starting the internal combustion engine by rotating the starting motor forward from a state in which the piston is in the exhaust stroke after the end of the energization stop time. It is characterized by having.
  • the internal combustion engine can be started in a state where it is positioned in the exhaust stroke, and it is possible to provide a low-cost internal combustion engine start system without sensors.
  • the reverse rotation amount correction means compares the rate of change of the rotation speed calculated from the rotation speed of the starting motor with a predetermined reference value, and when the change rate is equal to or less than the reference value, starts the rotation.
  • the target rotational speed of the motor is increased to increase the inertia energy of the crankshaft. If the rate of change exceeds the reference value, the target rotational speed of the starting motor is reduced to reduce the inertial energy of the crankshaft. You may make it happen.
  • the reverse rotation amount correction means stops energization of the start motor even when the reverse rotation energization time is reached when the rotation speed of the start motor reaches the target rotation speed, and the rotation speed of the start motor is reduced. If the target rotation speed is not reached within the reverse rotation energizing time, the reverse rotation energizing time may be extended to continue energizing the starting motor.
  • the reverse rotation amount correction unit stops energizing the starting motor even within the reverse rotation energizing time. You may do it.
  • the inertial rotation amount correcting means may be configured to determine a rotation angle based on the energization time of the starting motor. If the degree exceeds a predetermined reverse rotation reference angle (e.g., 180 degrees), the energization stop time is terminated even within the energization stop time, and the starting motor is started by the motor normal rotation start means.
  • a predetermined reverse rotation reference angle e.g. 180 degrees
  • the energization stop time is set even if the energization stop time is within. The motor may be terminated once and the motor may be reversed again by the motor reverse rotation energizing means.
  • the inertia rotation amount correction means may terminate the energization stop time even if the energization stop time is within the energization stop time, when the reduction rate of the rotation speed of the rotation speed calculated from the starting motor exceeds a predetermined upper limit value.
  • the starting motor can be rotated forward by the motor forward rotation starting means.
  • the starting device for an internal combustion engine of the present invention includes: a star motor connected to a crankshaft of the internal combustion engine; and a commutation position detecting unit that outputs a commutation position pulse signal of the motor.
  • the gas in the combustion chamber is compressed by reversing the above-mentioned rotation to within the piston explosion stroke, so that the energy of the forward rotation due to the compression reaction is accumulated, and the energy of the rotation by the star and the rotation is stored in the energy.
  • the control unit detects a rotation direction of the crank shaft based on a change in a pulse interval of a pulse signal output from the commutation position detection unit when the rotation of the motor is reversed. It is characterized by doing.
  • control means may determine that the piston has reached the explosion stroke when the pulse interval of the pulse signal output from the commutation position detection means becomes longer than a predetermined value.
  • a starting device for an internal combustion engine of the present invention includes: a star motor connected to a crankshaft of the internal combustion engine; a crank angle sensor for detecting an angle of the crankshaft; By compressing the gas in the combustion chamber by reversing the rotation speed, the energy of the forward rotation due to the compression reaction is accumulated, and the rotational energy by the motor is added to the energy, and the energy of the rotation around the crank shaft is added. Overcome the compression stroke by accumulating inertial energy in the rotating system Control means for controlling the night and night mode, and the control means, based on the crank angle detected by the crank angle sensor when the night and night mode are reversed. It is characterized by detecting that the piston has reached the explosion stroke.
  • control unit may determine the start of forward rotation energization of the crankshaft based on a crank angle detected by the crank angle sensor.
  • the starting device for an internal combustion engine may further include: a motor connected to a crankshaft of the internal combustion engine; a camshaft sensor for detecting a cam position of the internal combustion engine; By compressing the gas in the combustion chamber by reversing the evening into the piston's explosion stroke, the energy of the forward rotation due to the compression reaction is accumulated, and the rotational energy by the above-mentioned energy is stored in the energy. And accumulating inertial energy in the rotation system around the crankshaft to control the star setting so as to get over the compression stroke. When the evening mode is reversed, the fact that the piston has reached the explosion stroke is detected based on a signal from the camshaft sensor.
  • control unit may determine the start of forward rotation energization of the crankshaft based on a crank angle detected by the camshaft sensor.
  • control unit may perform the forward rotation energization after the crankshaft is coasted for a predetermined time after the reverse rotation energization to the motor is stopped.
  • control means may start forward rotation energization when detecting that the rotation direction of the crank shaft has turned forward due to a compression reaction force during an explosion stroke. Further, it is also possible to rotate the star motor forward within the compression stroke before rotating the star motor backward into the piston explosion stroke.
  • the piston rotates backward from the stop position to the explosion stroke by the motor to compress the gas in the combustion chamber, thereby accumulating the energy of the forward rotation due to the compression reaction.
  • This energy is used for the rotation energy by the star motor. Since the crankshaft is rotated forward by adding lugi, the internal combustion engine can be started with low power consumption using a small torque starter motor. Further, in the present invention, before the crankshaft is rotated in the reverse direction, firstly, the gas in the combustion chamber is compressed by rotating the cylinder forward in the middle of the compression stroke to store the energy of the reverse rotation due to the compression reaction.
  • the crankshaft is rotated in the reverse direction by using the energy, so that the inertia energy is accumulated in the rotating system when the crankshaft is rotated in the reverse direction until the explosion stroke, and the combustion chamber at the time of re-rotation in the subsequent explosion stroke
  • the energy of the forward rotation due to the compression of the gas can be sufficiently accumulated, and the inertia energy when the crankshaft is rotated forward to overcome the compression stroke can be increased.
  • the internal combustion engine can be reliably started even when there is no long stroke between the explosion stroke and the compression stroke as in a two-cycle engine.
  • the starter for an internal combustion engine is characterized in that in the internal combustion engine overcoming the compression stroke by the combined force of the rotational inertia energy of the crankshaft and the rotational energy of the motor, Is connected to the crankshaft of the internal combustion engine, and is characterized in that its characteristics can be switched according to the rotation speed.
  • FIG. 1 is a cross-sectional view illustrating a configuration of an engine according to Embodiment 1 of the present invention in a star mode.
  • FIG. 2 is a front view of the motor of FIG. 1 with the housing and cover omitted.
  • FIG. 3 is a block diagram showing a configuration of a control system in the night and night mode of FIG.
  • Fig. 4 shows the starting operation of the 4-stroke engine by the star motor of Fig. 1.
  • A) is the rotational load in each stroke
  • (b) is the starting energy
  • FIGS. 5A and 5B are charts showing the starting operation when the motor of the present invention is applied to a two-stroke engine.
  • FIG. 5A shows the rotational load in each stroke
  • FIG. 5B shows the starting energy
  • FIG. c) shows the piston position during starting operation
  • (d) shows the camshaft sensor signal.
  • FIG. 6 is a block diagram showing a configuration of a control system of the star mode in the second embodiment.
  • FIGS. 7A and 7B are charts showing the starting operation of the four-stroke engine according to the second embodiment, with (a) the rotational load in each stroke, (b) the starting energy, and (c) () Shows the pulse signal from the commutation position detection sensor, and (d) shows the piston position during the starting operation.
  • FIG. 8 is an explanatory diagram showing an example of the reverse rotation energizing time map.
  • FIG. 9 is an explanatory diagram showing an example of a power supply stop time map.
  • FIGS. 10A and 10B are charts showing a starting operation in a case where the starter mode of the present invention is applied to a two-stroke engine.
  • FIG. 10A shows a rotational load in each stroke
  • FIG. 10B shows a starting energy
  • FIG. ) Indicates the piston position during the starting operation
  • (d) indicates the camshaft sensor signal.
  • FIG. 11 is a block diagram illustrating a configuration of a control system for a night-and-night motor according to the third embodiment.
  • FIG. 12 is a functional block diagram of the engine start control device according to the present invention.
  • FIGS. 13A and 13B are charts showing the starting operation of the four-stroke engine according to the third embodiment.
  • FIG. 13A shows the rotational load in each stroke
  • FIG. 13B shows the starting energy
  • FIG. Indicates the pulse signal from the commutation position detection sensor, and (d) indicates the piston position during the starting operation.
  • FIGS. 14A and 14B are charts showing a start operation in a case where a star-weather mode to which the engine start control device of the present invention is applied is applied to a two-stroke engine.
  • FIG. 14A shows the rotational load in each stroke, and FIG. Is the starting energy, and (c) is the (D) shows the camshaft sensor signal.
  • FIG. 15 is a block diagram illustrating a configuration of a control system for a star evening mode according to the fourth embodiment of the present invention.
  • FIGS. 16A and 16B are charts showing an engine start operation in accordance with Embodiment 4 of the present invention.
  • FIG. 16A shows a start load in each stroke
  • FIG. 16B shows a start energy
  • FIG. (D) shows the pulse signal from the commutation position detection sensor during operation
  • (e) shows the camshaft signal.
  • FIGS. 17A and 17B are charts showing an engine start operation performed by the starter mode according to the fourth embodiment.
  • FIG. 17A shows a change in piston position
  • FIG. 17B shows a change in crankshaft rotation speed
  • FIG. c) shows a change in energy
  • (d) shows a change in motor output energy
  • (e) shows a change in riding energy.
  • FIGS. 18A and 18B are charts showing a process of accumulating energy at the time of engine start according to the fourth embodiment, in which FIG. 18A shows a change in generated energy of the motor, and FIG. The change of rotational energy is shown.
  • FIG. 19 is a chart showing a start operation of an engine in a star mode in a modification of the fourth embodiment.
  • Fig. 20 is a chart showing the energy accumulation process in the starting device shown in Fig. 19, where (a) shows the change in the energy generated by the motor and (b) shows the change in the rotational energy of the rotating system. ing.
  • FIG. 21 is a chart when the starting device of the present invention is applied to a two-cylinder engine.
  • FIG. 22 is a cross-sectional view showing a configuration of a night and night motor of an engine according to a fifth embodiment of the present invention.
  • FIG. 23 is a front view of FIG. 22 from which the housing and the cover of the star are removed.
  • FIG. 24 is a characteristic diagram showing the characteristics of the star and night scene shown in FIGS. 22 and 23.
  • FIG. 25 is a characteristic diagram showing the switching control of the characteristics between night and day shown in FIGS. 22 and 23.
  • FIG. 26 is a block diagram showing a control circuit in the starting device according to the fifth embodiment of the present invention.
  • FIG. 27 is a chart showing a start operation of a start / stop mode in the starter according to the fifth embodiment of the present invention.
  • FIG. 28 is a block diagram showing a control circuit for night and night in a starting device according to a modification of the fifth embodiment.
  • FIG. 29 is a flowchart showing a start operation of the star and night mode in the modification of FIG.
  • FIG. 30 is an explanatory diagram showing an example of a map of the reverse rotation energizing time.
  • FIG. 31 is an explanatory diagram showing an example of a map of the power supply stop time.
  • FIG. 32 is a functional block diagram of an engine start control unit in another control device for performing the start operation shown in FIG.
  • FIG. 33 is a chart showing a start operation of a motor and the like in a starter according to another modification of the fifth embodiment.
  • FIG. 34 is a chart showing the state of accumulation of compression reaction energy and the like when the starting operation shown in FIG. 33 is performed.
  • FIG. 35 is a chart showing a starting operation of an engine according to still another modified example of the fifth embodiment in a star mode.
  • FIG. 36 is a flowchart showing an energy accumulation process in the starting device shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is a cross-sectional view showing a configuration of a starter of an engine according to a first embodiment of the present invention.
  • FIG. 2 is a front view of the engine of FIG. 1 with a housing and a cover omitted.
  • FIG. 2 is a block diagram showing a configuration of a control system of the star motor of FIG.
  • the motor generator 10 (starting generator, hereafter abbreviated as motor) 10 is directly connected to a four-cycle engine for motorcycles, and is connected to the engine case 11 of the engine. It has a fixed stator 12 and a rotor 14 connected to the crankshaft 13 of the engine.
  • the rotor 14 is provided with a yoke 15 formed of a bottomed short cylindrical shape using a magnetic material such as iron, and the inner surface of the bottom wall of the yoke 15 has a cylindrical shape.
  • the boss part 16 is formed so as to be integrally and concentrically protruded.
  • the boss portion 16 and the crankshaft 13 are connected with each other by wedge action on the respective tapered surfaces and fastened by the set nut 17, so that the rotor 14 is connected to the crankshaft 1 It is fixed so that it can rotate together with 3.
  • a plurality of permanent magnets 18 for constituting field poles are arranged and fixed in the circumferential direction so that adjacent permanent magnets 18 have different polarities. .
  • the stator 12 of the motor 10 has a core 19 formed of a substantially star-shaped short disk using a magnetic material such as iron.
  • the core 19 is fastened and fixed to a housing 20 installed concentrically with the crankshaft 13 on the outer surface of the engine case 11 by bolts 21 as fastening means.
  • a cover 26 is attached to the outside of the housing 20.
  • a rotor 14 is arranged outside the stator 12 in the housing 20 so as to surround the outer periphery thereof. The rotor 14 is driven around the stator 12 by driving the crankshaft 13. It is designed to rotate.
  • the core 19 is formed by laminating and integrating a number of thin plates made of an iron magnetic material, and includes a main body 22 formed in a donut shape.
  • a plurality of salient poles 23 are provided radially on the outer periphery of the core body 22.
  • a stator coil 24 is wound around each of the salient poles 23 in a three-phase winding.
  • the stator coil 24 is connected to a lead wire and an assembled wire (neither is shown) through a terminal (not shown). It is connected to the driver 31. That is, the motor 10 is configured as a brushless motor driven by the motor driver 31.
  • a plurality (for example, three) of commutation position detection sensors 25 are provided in the housing 20, and the rotor 14 responds to the magnetism of the permanent magnet 18. It is configured to detect the rotation position of.
  • the output of the commutation position detection sensor 25 is supplied to the motor driver 31 via the CPU 32, and the motor driver 31 Generates an energization signal according to the detection signal from the commutation position detection sensor 25 based on the command of the PU 32, and supplies a current based on this signal to the stator coil 24 to sequentially rotate the stator coil 24. Excite.
  • a rotating magnetic field is formed by the stator coils 24. This rotating magnetic field acts on the permanent magnet 18, and the rotating magnetic field rotates the rotor 14.
  • the rotating force of the rotor 14 is transmitted to the crankshaft 13 via the boss 16 of the yoke 15. The engine is started.
  • the motor 10 is controlled by a CPU (control means) 32 and driven by a motor driver 31 as shown in FIG.
  • the CPU 32 is connected to a camshaft sensor 33 for detecting the operation of the engine valve cam, an engine switch 34 and an engine switch 39 for the engine.
  • an ignition coil 35 for engine ignition is connected to the CPU 32 via an ignition unit 36.
  • a ROM 37 storing various control programs relating to motor driver driving logic and engine control, and a RAM 38 storing data from various sensors are connected. Then, a control signal is transmitted to the motor driver 31, the ignition unit 36, and the like based on the detection values of various sensors, and the motor 10 and the engine ignition control are performed.
  • the motor 10 itself and the CPU 32 are driven by a battery (not shown) mounted on the vehicle as a power source.
  • FIGS. 4A and 4B are charts showing the engine start operation by the motor 10 in relation to each stroke of the engine.
  • FIG. 4A shows a start load in each stroke
  • FIG. The starting energy supplied by the inertia of the power crankshaft 13 (c) shows the piston position during the starting operation, and (d) shows the signal from the camshaft sensor.
  • the load for rotating the crankshaft 13 changes depending on the operation stroke of the engine. That is, in the exhaust stroke and the intake stroke, the piston moves up and down with the valve opened, and the load for moving the crankshaft 13 is relatively small. On the other hand, during the compression stroke, the piston is raised with the valve closed, and the operating load on the crankshaft 13 increases. And its value is a little short of top dead center. Because of this,
  • the piston before the compression stroke is first rotated in the reverse direction of the motor 10 to return to the exhaust stroke, and then the engine is started.
  • the compressor enters the compression stroke in such a way as to run in a section with a small rotational load, and overcomes the maximum load by the combined force of the inertia energy of the rotating system by the flywheel of the engine and the motor drive torque. This has been done to reduce the size of the motor and reduce power consumption.
  • the CPU 32 first recognizes the current position of the piston based on the detection signal of the camshaft sensor 33, and returns the piston to the exhaust stroke. Determine if it is necessary. In other words, the CPU 32 confirms the position of the piston and securely moves the piston to the exhaust stroke by using the signal of the camshaft sensor 33.
  • the CPU 32 decides to return the piston to the exhaust stroke, issues a command to the motor driver 31 and reverses the motor 10 once to exhaust the crankshaft 13 Rotate to the stroke side. That is, in the stage of the ignition switch ON, for example, when the piston is located at the position P in FIG. 4 (c), the piston is moved to the exhaust stroke as shown by the arrow. In this case, the position of the piston is constantly monitored by the camshaft sensor 33 in the engine, and the camshaft sensor 33 outputs an H signal when the piston comes to the exhaust stroke. When the detection signal (H) from the camshaft sensor 33 detects that the piston has reached the exhaust stroke, the CPU 32 stops the reverse rotation of the motor 10 and moves the piston to the position Q. To stop temporarily.
  • the piston is returned to the position Q in the exhaust stroke, which is defined as the "forward rotation start range” in Fig. 4 (c), but the position near the bottom dead center before the start of the exhaust stroke is the most It is desirable to return to that position because the interval becomes longer.
  • the position “in the exhaust stroke” where the position Q starts the forward rotation includes the vicinity of the bottom dead center of the explosion stroke before and after the exhaust stroke and the vicinity of the top dead center of the suction stroke.
  • the camshaft sensor 33 detects that the piston is already at the exhaust stroke position R at the start of the starting operation, the CPU 32 does not need to return the piston to the exhaust stroke. Is determined, and the reverse operation as described above is not performed.
  • the motor 10 when the identification switch 39 is turned on, the motor 10 reverses its operation.However, when the starter switch 34 is turned on, the motor This is to prevent 10 from entering the forward rotation operation and causing a time lag in starting the engine. Therefore, it is not always necessary to reverse the motor 10 with the ignition switch ON, and the reverse rotation operation may be started when the star switch 34 is turned ON. The motor 10 may be reversed when the engine is stopped.
  • the CPU 32 outputs a signal to the motor driver 31 to rotate the motor 10 forward, and starts the engine from the exhaust stroke.
  • the motor 10 rotates at almost the maximum speed close to the no-load speed before the piston enters the compression stroke.
  • the number of revolutions reaches a value close to the saturation state.
  • the crankshaft 13 is also rotated at the maximum possible rotational speed by the motor 10 immediately before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state, and the crankshaft 13 enters the compression stroke. storm in.
  • the crankshaft 13 is rotated by the synthetic energy (solid line) which is the sum of the inertia energy (dashed line) and the motor energy (solid line) as shown in FIG. 4 (b).
  • the motor drive torque becomes Tm ⁇ TZ2.
  • the compression stroke load is overtaken with the inertia energy as the main energy and the motor energy as the slave, and the engine can be started with the motor 10 having the maximum torque (lock torque) of 1 Z2 or less of the overtaking torque T. I have.
  • the motor 10 gives its driving energy to the crankshaft 13 in two stages, that is, when approaching and when passing over. Therefore, it is possible to generate a large overtaking torque in a mode with a small output energy as compared with the conventional mode in which the compression stroke load is overrun by one energy application.
  • the reversing operation up to the exhaust stroke immediately after restarting is performed automatically as soon as the engine rotation stop is detected as long as the ignition switch 39 is ON. . Therefore, when the starter switch 34 is turned ON again, the motor 10 immediately starts the forward rotation operation so that no time lag occurs.
  • the operation of mode 10 is allowed only when the operation of the brake or the gear position is in neutral is detected, or both, to prevent the vehicle from jumping out.
  • the engine After overcoming the first compression stroke in this way, the inertial energy is accumulated and the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing the spark by the ignition coil 35 at a predetermined timing.
  • FIG. 5 is a chart showing the operation in a two-stroke engine.
  • a two-stroke engine differs from a four-stroke engine in that the intake, compression, explosion, and exhaust strokes are performed in one revolution.
  • the intake and exhaust holes of the cylinder are closed by the piston during the compression stroke and the explosion stroke.
  • the exhaust stroke and the intake stroke are performed simultaneously.
  • both the exhaust hole and the intake hole are open.
  • 4 strokes The exhaust stroke of the engine corresponds to a period from when at least one of the exhaust hole and the intake hole is opened to when the piston reaches the bottom dead center during the operation of the engine (forward rotation).
  • the piston is once returned to the exhaust stroke before the engine is started, and the engine is started therefrom, so that the inertia energy of the crankshaft 13 can be used, With a relatively small torque, it is possible to overtake the first compression stroke. Therefore, it is possible to reduce the size and cost of the module, and it is also possible to reduce the power consumption of the module. Furthermore, even in the case of a star using a magnet for the field, it is not necessary to excessively increase the magnetic force of the magnet, so that the rotational resistance can be reduced, and the fuel ratio can be improved and the engine output can be prevented from lowering.
  • FIG. 6 is a block diagram showing a configuration of a control system for a star night mode and a night mode according to the second embodiment.
  • the motor 10 is driven by a motor driver 31 under the control of a CPU (control means) 32, as shown in FIG.
  • the CPU 32 includes sensors such as a motor temperature sensor 42, a commutation position detection sensor 25, and a battery voltage sensor 43, and sensors such as an engine switch 34 and an engine switch 39. Switches are connected.
  • an ignition coil 35 for engine ignition is connected to the CPU 32 via an ignition unit 36.
  • a ROM (storage means) 37 storing the driver driving logic, various maps described later, various control programs for engine control, and a RAM 38 storing data from various sensors and the like. Is connected.
  • control signals are sent to the motor driver 31 and the ignition unit 36, etc.
  • the motor 10 and engine ignition control are performed.
  • the motor 10 itself, the CPU 32, and the like are driven by a battery (not shown) mounted on the vehicle as a power supply.
  • FIGS. 7A and 7B are charts showing the engine start operation by the engine 10 in relation to each stroke of the engine.
  • FIG. 7A shows the starting load in each stroke
  • FIG. (C) shows the pulse signal from the commutation position detection sensor 25, and (d) shows the piston position during the starting operation.
  • the load for rotating the crankshaft 13 changes depending on the operation stroke of the engine. That is, in the exhaust stroke and the intake stroke, the piston moves up and down with the valve opened, and the load for moving the crankshaft 13 is relatively small.
  • the piston is raised with the valve closed, so that the operating load on the crankshaft 13 increases, and its value becomes maximum shortly before top dead center.
  • the piston when the engine is stopped, the piston usually stops at a position before the compression stroke, and the engine is started from this position in the conventional star and motor modes. For this reason, in the conventional engine, when starting the engine, it is necessary to supply the crankshaft with the energy shown by the broken line in FIG. 7 in order to overcome the load in this compression stroke.
  • the crankshaft 13 when starting the engine, the crankshaft 13 is driven in the reverse direction for a predetermined time or at a predetermined angle, the piston is once moved to the exhaust stroke, and then the engine is started.
  • the reverse rotation energizing time of the motor 10 and the energizing stop time thereafter are appropriately controlled without detecting the position of the piston with sensors such as camshaft sensors.
  • the movement of the piston to the exhaust stroke is realized.
  • the compressor enters the compression stroke in such a manner as to run in a section with a small rotating load, and overcomes the maximum load by the combined force of the inertia energy of the rotating system by the engine flywheel and the driving torque of the motor.
  • Cost reduction Cost reduction.
  • the CPU 32 first issues a command to the motor driver 31 to reverse-energize the motor 10 for a predetermined time. And rotate the crankshaft 13 to the exhaust stroke side. After the reverse rotation energization, the energization is stopped for a predetermined time, and the crankshaft 13 is coasted. Then, after a predetermined energization suspension time, the motor 10 is energized in the forward direction to rotate the crankshaft 13 forward and start the engine. In this case, the reverse operation of motor 10 is performed when star switch 34 is turned on.However, the reverse operation of motor 10 is performed when identification switch 39 is turned on.
  • the above-mentioned starting operation generally shows the following three patterns according to the stop position of the piston. That is, when the piston is at the normal stop position before the compression stroke (pattern 1), when the piston is around the top dead center between the exhaust stroke and the suction stroke (pattern 2), it is near the bottom dead center before the exhaust stroke. Different behaviors are shown depending on the case (pattern 3). Therefore, the starting operation in the above-mentioned pattern (1) will be described first.
  • the switch 34 is turned on, the motor 10 is reversed for t seconds by the command of the CPU 32, the crankshaft 13 is rotated to the exhaust stroke side, and the piston is moved from the position A. Move to B. Then, the power supply to the motor 10 is stopped for t 2 seconds.
  • crankshaft 13 continues due to the inertial force obtained by the energization for the previous ti seconds.
  • the crankshaft 13 coasts because the piston is not compressed and the load torque is small. Then, the inertia energy is consumed by the load torque, and the rotational speed gradually decreases, and eventually stops at the position C.
  • the reverse rotation energization time is fixed by the inertia force obtained by energization. Is set to a value that is equal to or longer than the time during which the engine can return to near the bottom dead center before the exhaust stroke by inertia.
  • the reverse rotation energization time t is too long, too high rotation speed of the crank shaft 1 3, there is a fear that the energization-stopping time period t 2 inertial energy is increased thus over the more explosive line.
  • the reverse rotation energizing time is set to be equal to or less than the time during which the piston does not go over the explosion stroke during the inertia rotation even if the crankshaft 13 is reversed when the piston is at the bottom dead center before the compression stroke. That is, the minimum value and the maximum value of the reverse rotation energizing time ti are determined by these conditions.
  • motor evening 1 0 after energization stop time t 2 is the forward current, if the post-energization stop time t 2 is too short piston during coasting does not return to the exhaust stroke occurs. Therefore, the minimum value of the energization stop time t 2 is determined here, the reverse rotation energization time t E also Align described above, the piston exhaust stroke in the position B between the energization stop time t 2 by these condition setting To position C.
  • the piston is returned to the position C in the exhaust stroke, which is defined as the “forward rotation start range” in Fig. 7 (d), but the position near the bottom dead center before the start of the exhaust stroke has the longest approach section. Therefore, it is desirable to return to that position.
  • the position “in the exhaust stroke” where the position C starts normal rotation includes the vicinity of the bottom dead center of the explosion stroke before and after the exhaust stroke and the vicinity of the top dead center of the suction stroke.
  • the energization stop time t 2 is completed, CPU 3 2 are motor evening outputs a signal indicating which forward the motor Isseki 1 0 to the driver 3 1, to start the engine from the exhaust stroke.
  • the crankshaft 13 rotates at a low load during the exhaust stroke and the intake stroke, and the motor 10 rotates at almost the maximum speed close to the no-load speed before the piston enters the compression stroke.
  • the rotation speed reaches a value close to saturation.
  • the crankshaft 13 is also rotated at the maximum rotational speed possible by the motor 10 immediately before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state, and the compression stroke is also increased. Rush into.
  • the crankshaft 13 is rotated by the synthetic energy (solid line), which is the sum of the inertial energy (dashed-dotted line) and the motor energy (solid line), as shown in FIG. 7 (b). .
  • the motor drive torque becomes Tm ⁇ T / 2.
  • the engine can be started by the motor 10 with the maximum torque (lock torque) of 1 Z 2 or less of the overriding torque T, with the inertia energy being the main energy and the mooring energy being the secondary. I have to.
  • the motor 10 gives its driving energy to the crankshaft 13 in two stages, that is, when approaching and when passing over. Therefore, it is possible to generate a large overtaking torque in a motor with a small output energy as compared with a conventional motor in which a compression stroke load is overrun by one energy application.
  • the engine After overcoming the first compression stroke in this way, the inertial energy is accumulated and the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing the spark by the ignition coil 35 at a predetermined timing.
  • the piston is located near the top dead center between the exhaust stroke and the intake stroke (position D), and the reverse rotation operation starts from here.
  • the piston moves to the position E during the reverse rotation energizing time t, and by the inertial rotation thereafter, the piston returns to the bottom dead center of the exhaust stroke and enters the explosion stroke.
  • a compression load is generated by the piston, which increases the rotational load torque, and this load torque rapidly consumes inertial energy, reduces the rotational speed, and stops (position F).
  • the crankshaft 13 is slightly returned in the forward direction due to the reaction force of the piston compression, but stops at the position G near the bottom dead center.
  • the engine piston is started from the state where the position G of the exhaust stroke.
  • the first compression stroke load is overcome by the sum of the rotation torque Ti due to the inertial energy obtained by the run-up of the exhaust stroke and the suction stroke and the drive torque Tm of the motor.
  • the stone is near the bottom dead center before the exhaust stroke (position H), and the reversing operation starts from here.
  • the explosion process starts immediately after the reverse rotation starts, so that the rotational load torque due to the compression of the piston is generated immediately after the reverse rotation. Therefore, the rotation speed of the crankshaft 13 does not increase, and almost no inertial energy is generated.
  • the torque of motor 10 is set to 1 Z2 or less of the compression riding torque, so that the reverse rotation does not go over the explosion stroke, and the piston compression reaction force and the motor torque are almost balanced. When they meet, the motor locks and stops (Position I).
  • crankshaft 1 3 increases gradually rotating begins to rotate in the forward direction by the piston reaction force during the energization-stopping time period t 2. After that, the piston reaction force disappears near the bottom dead center. After that, the rotational inertia energy is gradually consumed by the rotational load torque and stops at the position J before entering the suction stroke from the exhaust stroke. Then, as described above, cranking is started from this position.
  • the energization stopping time t 2 is terminated before the piston will enter the intake stroke by the reaction force There is a need to. That is, the maximum value of the energization stop time t 2 is determined here.
  • the motor 10 is reversely rotated for the reverse rotation energizing time ti set under the conditions described in the above-mentioned pattern (2) prior to starting the engine. Furthermore, this above-described pattern 1, is coasting crankshaft 1 3 deenergized only energizing downtime t 2 set at the described conditions at 3. Then, by rotating the motor 10 forward, it is possible to return the piston to the exhaust stroke and start the engine. At this time, the reverse commutation time t! It can be reliably returned to the piston exhaust stroke by energizing stop time t 2 set with. Therefore, the engine can be started from the exhaust stroke without particularly providing a sensor for detecting the piston position such as a camshaft sensor, and the cost can be reduced by omitting the sensor.
  • the load on the motor 10 can be reduced to reduce the size of the motor and reduce costs and power consumption. It is also possible to achieve.
  • use a magnet for the field It is no longer necessary to excessively increase the magnetic force of the magnet even during the star night, so the rotational resistance can be reduced, and the fuel ratio can be improved and the engine output can be prevented from lowering.
  • the motor 10 immediately performs the reverse rotation-forward rotation operation as described above.
  • the operation of the motor 10 is permitted only when either or both of the operation of the brake and the gear position being in the neutral position are detected, and the vehicle is prevented from jumping out.
  • the optimal energization stop time t is calculated from the starter temperature overnight.
  • the set It is represented as a map.
  • the energization stop time t 2 is determined only by the temperature condition. However, the inertia energy due to the reverse rotation energization not being sufficiently obtained due to the decrease in the battery voltage is determined by the energization stop time t 2 , The map data may be added by a battery voltage so that the rotation time is extended to ensure that the motor returns to a predetermined position.
  • the CPU 32 obtains the motor temperature value T s from the motor temperature sensor 42 and the battery voltage V from the battery voltage sensor 43, and uses these values to perform the reverse rotation energizing time map 1 and the energizing stop time map 2 see, each of Enjin start to determine the reverse rotation energization time ti energization stop time t 2.
  • the temperature compensation and voltage fluctuation compensation is made to the reverse conduction time Ya energization stop time t 2, it is possible to return the stable piston even against the changes in the environment in the exhaust stroke.
  • each time t 2 is stored in the ROM 37 to determine each time t 2 .
  • the CPU 32 inverts the temperature T s and the battery voltage V in reverse. and reverse energization time calculation means for calculating an energization time ti, the energization-stopping time calculation means for calculating an energization stop time t 2 from the temperature may be provided so as to calculate them.
  • each time t ⁇ tz is calculated from the motor temperature value and the battery voltage by an approximate expression such as the following expression.
  • determines the t 2 have each time t using the temperature of the motor evening 10 is not limited to this temperature value can be used as a parameter, for example, an engine cooling water temperature, engine oil temperature The outside temperature can be adopted.
  • the various temperature values described above may be used as a plurality of parameters to create a map-approximation equation.
  • FIG. 10 is a chart showing the operation in the two-stroke engine.
  • a 2-stroke engine is different from a 4-stroke one-engine, intake, compression, explosion * The exhaust stroke is performed in one revolution.
  • intake valves and exhaust valves as with four-stroke engines No, but the piston itself plays the role of a valve.
  • the intake and exhaust holes of the cylinder are closed by the piston during the compression stroke and the explosion stroke. Also, the exhaust stroke and the intake stroke are performed simultaneously. In other words, when the piston is near the bottom dead center, both the exhaust hole and the intake hole are open.
  • the exhaust stroke of a four-stroke engine corresponds to the period from when at least one of the exhaust hole and the intake hole is opened to when the piston reaches the bottom dead center during engine operation (forward rotation). is there.
  • FIG. 11 is a block diagram showing a configuration of a control system for star night mode and night mode according to the third embodiment.
  • the motor 10 is driven by the motor driver 31 under the control of the CPU 32, as shown in FIG.
  • Sensors such as a commutation position detection sensor 25 and switches such as an engine start switch 34 and an identification switch 39 are connected to the CPU 32.
  • An engine ignition coil 35 is connected to the CPU 32 via an ignition unit 36.
  • a ROM (storage means) 37 that stores various control programs related to the motor driver logic and engine control, etc.
  • a RAM 38 that stores data from various sensors, etc.
  • a control signal is transmitted to the motor driver 31, the ignition unit 36, and the like based on the detection values of various sensors, and the motor 10 and the engine ignition control are performed.
  • the motor 10 itself and the CPU 32 are driven by a battery (not shown) mounted on the vehicle as a power source.
  • FIG. 12 is a functional block diagram of the CPU 32. As shown in FIG. 12, first, the CPU 32 receives a commutation position pulse signal from the commutation position detection sensor 25, and calculates a rotation speed of the motor 10 based on the pulse signal. Means 51, and motor rotation angle calculation means 52 for calculating the rotation angle of the motor 10 based on the pulse signal.
  • CPU 32 based on the reverse rotation amount correcting means 53 and the inertial rotation amount correcting means 54 Niyotsu reverse energization time set Te t Eya energization stop time t 2, for motor evening 10 to motor evening driver 3 1 It has a motor reverse rotation energization instructing means 55 and a motor energization stop instructing means 56 for instructing an energization state.
  • motor reverse rotation energization instructing means 55 for instructing an energization state.
  • motor forward rotation start instruction means 57 to perform engine starting.
  • FIG. Fig. 13 is a chart showing the relationship between the engine start operation by the engine 10 and each stroke of the engine, where (a) is the rotational load in each stroke, (b) is the driving force of the engine 10 and The starting energy supplied by the inertia of the crankshaft 13, (c) shows the pulse signal from the commutation position detection sensor 25, and (d) shows the piston position during the starting operation.
  • the load for rotating the crankshaft 13 changes depending on the operation stroke of the engine. That is, in the exhaust stroke and the suction stroke, the piston moves up and down with the valve open, and the load for moving the crankshaft 13 is relatively small.
  • the piston is lifted with the valve closed, so that the operating load on the crankshaft 13 increases, and its value becomes maximum at the top dead center. For this reason, as described above, when the engine is stopped, the piston usually stops at the position before the compression stroke, and the conventional In the evening, the engine is started from this position. For this reason, in the conventional motor, when starting the engine, it is necessary to supply the energy shown by the broken line in FIG.
  • the crankshaft 13 when starting the engine, the crankshaft 13 is first driven in the reverse direction for a predetermined time or at a predetermined angle, the piston is once moved to the exhaust stroke, and then the engine is started. .
  • the reverse rotation energizing time t and the energizing stop time t 2 of the motor 10 are appropriately determined without detecting the position of the piston with sensors such as camshaft sensors. By controlling, the piston moves to the exhaust stroke.
  • the compressor enters the compression stroke in such a way as to run in a section with a small rotational load, overcoming the maximum load with the inertia energy of the rotating system by the engine flywheel, etc., and the combined force of the motor drive and torque.
  • sensors are also omitted to reduce costs.
  • the CPU 32 first issues a command to the motor driver 31 to perform a predetermined reverse rotation with respect to the motor 10. Only the energizing time ti is performed, and the crankshaft 13 is rotated to the exhaust stroke side. Further, after this reverse current, thereby inertial rotation a predetermined energization stop time t 2 Dakeku crankshafts 1 3. After that, normal rotation is performed for the motor 10 and the crankshaft 13 is rotated forward to start the engine.
  • the reverse rotation of the motor 10 is performed when the switch 34 is turned on.However, the reverse rotation of the motor 10 is performed when the induction switch 39 is turned on. By doing so, when the star switch 34 is turned on, the motor 10 starts rotating forward immediately, so that there is no time lag in starting the engine. Therefore, it is not always necessary to reverse the mode 10 at ON of the star switch 34, and the reverse operation may be started when the identification switch 39 is turned ON. Alternatively, the rotation may be reversed when the engine is stopped or when the star switch 34 is released (OFF).
  • the above-mentioned starting operation generally shows the following three patterns according to the stop position of the piston. That is, when the piston is in the normal stop position before the compression stroke (P The behavior differs depending on the turn (1), when it is before and after the top dead center between the exhaust stroke and the intake stroke (pattern 2), and when it is near the bottom dead center before the exhaust stroke (pattern 3). Therefore, the starting operation in the above-mentioned pattern (1) will be described first.
  • the star switch 34 When the star switch 34 is turned on, the motor 10 reverses for ti seconds by the command of the motor reverse rotation energizing instruction means 55 of the CPU 32, the crankshaft 13 rotates to the exhaust stroke side, and the piston Moves from position A to B.
  • the power supply to the motor 10 is stopped for t 2 seconds by a command of the motor power supply stop instruction means 56.
  • the reverse rotation of the crankshaft 13 continues due to the inertial force obtained by the energization for the short period t.
  • the compression by the piston is not performed and the load torque is small, so that the crankshaft 13 coasts.
  • the inertia energy is consumed by the load torque, and the rotational speed gradually decreases, and eventually stops at the position C.
  • the CPU 32 receives the commutation position pulse signal from the commutation position detection sensor 25 from the motor rotation speed calculation means 51 and the motor rotation angle calculation means to control the motor 10.
  • the rotation speed and rotation angle are constantly monitored, that is, the rotation speed is calculated from the number of pulses and the pulse interval of the commutation position pulse signal counted during the conduction time, and the rotation angle is calculated from the integrated value of the number of pulses.
  • the change rate (dv / dt) of the rotation speed of the motor 10 is also calculated from the commutation position pulse signal.
  • the target rotation speed Nr to be reached by the motor 10 is stored based on the reverse rotation energizing time t.
  • the reverse rotation amount correction means 53 the engine friction is grasped from the rotation speed during the rotation ascent. , And use it to control the rotation of motor It is fed back.
  • the reverse rotation amount correcting means 53 first, the change rate of the rotation speed obtained from the rotation speed of the motor 10 is compared with the reference value Xr. Therefore, when the rate of change of the rotation speed is equal to or less than the reference value, that is, when the speed change is slow and it is expected that it takes longer than expected for the motor 10 to reach the target rotation speed, the reverse rotation amount correction means is used. 5 3 judges that the rotational load of the crankshaft 13 is larger than expected. At this time, if left unattended, the friction during coasting is also expected to be large, and the piston may not return to the expected position. Therefore, the reverse rotation amount correcting means 53 The rotational speed Nr is increased to increase the inertial energy stored in the crankshaft 13 so that the piston returns to the exhaust process as scheduled.
  • the crankshaft 1 It is determined that the rotation load of 3 is smaller than expected. At this time, if left unattended, the friction during coasting is also predicted to be small, and there is a risk that the piston will overshoot the expected position. Therefore, the reverse rotation amount correcting means 53 lowers the target rotational speed Nr to reduce the inertial energy accumulated in the crankshaft 13 so that the piston returns to the exhaust process as scheduled.
  • the reverse rotation amount correcting means 53 monitors the rotational speed itself of the motor 10 and the rotational inertia energy is also grasped by this. That is, when the rotation speed reaches the target rotation speed Nr, it is determined that a predetermined amount of inertia energy has been accumulated even if the time is within the reverse rotation energizing time t. Then, a correction for shortening the reverse rotation energizing time t i is performed, and the motor reverse rotation energizing instruction means 55 is actuated to stop energizing the motor 10.
  • the ROM 37 further stores the reverse rotation reference angle 0 r of the motor 10, and during the coasting rotation, the coasting rotation amount correction means 54 causes the motor 10 to perform the reverse rotation due to the reverse conduction time.
  • the angle is compared with the reverse reference angle ⁇ r.
  • 180 degrees which is an angle at which the piston is considered to be almost in the exhaust stroke even when the reverse rotation starts from the bottom dead center before the farthest compression stroke, is set. ing. Therefore, the inertia rotation amount correcting means 54 of the CPU 32 determines whether the rotation angle of the motor 10 exceeds 180 degrees, that is, the commutation position pulse signal is inputted for an amount equivalent to 180 degrees. It will be determined whether or not it has been performed.
  • the piston is returned to the position C in the exhaust stroke, which is defined as the "forward rotation start range” in Fig. 13 (d) by these reverse operations, but the position near the bottom dead center before the start of the exhaust stroke is most likely. Since the approach section becomes longer, it is desirable to return to that position.
  • the position “in the exhaust stroke” where the position C starts normal rotation includes the vicinity of the bottom dead center of the explosion stroke before and after the exhaust stroke and the vicinity of the top dead center of the suction stroke.
  • the mode start instruction unit 57 of the CPU 32 outputs a signal indicating that the mode 10 is normally rotated to the mode driver 31, Start the engine from the exhaust stroke.
  • the crankshaft 13 rotates at a low load during the exhaust stroke and the suction stroke, the engine 10 is driven at a speed almost equal to the no-load speed before the piston enters the compression stroke. , And the rotation speed becomes close to saturation.
  • the crankshaft 13 is also rotated at the maximum speed possible by the motor 10 immediately before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state, and the crankshaft 13 is also rotated during the compression stroke. storm in.
  • the crankshaft 13 is rotated by the synthetic energy (solid thick line), which is the sum of the inertial energy (dashed-dotted line) and the momentary energy (solid line), as shown in Fig. 13 (b).
  • the motor drive torque becomes Tm ⁇ T / 2.
  • the compression stroke load is traversed with the inertia energy as the main and the motor energy as the traverse, and the engine can be started with the maximum torque (lock torque) of 10 or less of the traverse torque T of 1 Z2 or less. I have to.
  • the reference numeral 10 gives the driving energy to the crankshaft 13 in two stages, that is, at the time of approaching and at the time of overtaking. Therefore, it is possible to generate a large overtaking torque with a motor having a small output energy as compared with the conventional motor which performs the overcoming of the compression stroke load by one energy application.
  • the engine After overcoming the first compression stroke in this way, the inertial energy is accumulated and the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing the spark by the ignition coil 35 at a predetermined timing.
  • the piston is near the top dead center between the exhaust stroke and the intake stroke (position D), and the reverse rotation operation starts from here.
  • the piston moves to the position E during the reverse rotation energizing time t i, and by the inertial rotation thereafter, the piston returns to the bottom dead center of the exhaust stroke and enters the explosion stroke.
  • a compression load is generated by the piston, which increases the rotational load torque, and this load torque rapidly consumes inertial energy, reduces the rotational speed, and stops (position F).
  • the pulse interval of the commutation position pulse signal increases rapidly, and the rate of change (deceleration rate) of the rotation speed of the motor 10 changes suddenly, and its upper limit Xmax Exceeds.
  • the inertia rotation amount correction means 54 recognizes that the rate of change of the rotation speed has exceeded the upper limit value XmaX, the piston passes through the bottom dead center before the exhaust stroke, enters the explosion stroke, and starts receiving compression resistance.
  • the piston enters the area where the inertia energy can be injected into the crankshaft 13 most, and it is detected that the piston has reached the forward rotation start area.
  • coasting amount correcting means 5 4 stops the energization-stopping time period t 2, and notifies the mode Isseki deenergization instruction means 5 6, immediately directive to start forward rotation of the motor 1 0 Emit. Then, at this time, the crankshaft 13 is slightly returned in the forward direction due to the reaction force of the piston compression, but the piston stops at the position G near the bottom dead center.
  • the piston is near the bottom dead center before the exhaust stroke (position H), and the reversing operation starts from here.
  • the explosion process starts immediately after the reverse rotation starts, so that the rotational load torque due to the compression of the piston is generated immediately after the reverse rotation. Therefore, the rotation speed of the crankshaft 13 does not increase, and almost no inertial energy is generated.
  • the torque of motor 10 is set to 1 Z2 or less of the compression riding torque, it does not go over the explosion stroke by reverse rotation, and the compression reaction force of the piston and the motor torque are almost fishing. When they meet, the motor locks and stops (Position I).
  • the pulse signal which once started to shorten during energization due to its operation, becomes longer than the specified value, and the rotation speed falls below the predetermined lower limit value Vmin.
  • reversing amount correcting means 53 recognizes that the rotational speed is equal to or lower than the lower limit value Vmin, it determines that the piston has passed the bottom dead center of the explosion stroke and has started to generate compression torque. That is, it is determined that the purpose of the reverse rotation operation has been achieved, and the reverse rotation energization time is immediately terminated, and the effect is notified to the motor reverse rotation energization instructing means 55, and the starter switch is provided to the motor normal rotation start instructing means 57. If 3 4 is turned on, it issues a command to immediately start forward rotation of motor 10.
  • the energization stopping time t 2 is the piston Must end before entering the suction stroke. To this end, commutation pulse motor evening 1 0 before exceeding 1 8 0 ° equivalent at the maximum, to start even forward current even before the energization stop time t 2 is terminated. Then, cranking is started from this position as described above.
  • the startup control apparatus after reversing the motor evening 1 0 prior to starting the engine by reversely energizing time t Interview, coasting the class link shaft 1 3 deenergized by energization stop time t 2 Then, the motor 10 is rotated forward. At this time, the motor 10 calculates the rotation speed, speed change rate, rotation angle, etc. of the motor 10 from the commutation position pulse signal, estimates the piston position based on them, and calculates the reverse rotation energization time ti and energization. appropriate feedback control of the stop time t 2. Therefore, it is possible to reliably return the piston to the exhaust stroke and start the engine from the exhaust stroke without providing a sensor for detecting the piston position, such as a camshaft sensor, and to reduce the cost of the product by eliminating the sensor. Become.
  • the load on the motor 10 can be reduced to reduce the size of the motor 10 and reduce costs and power consumption. It is also possible to achieve. Furthermore, even in the case of a star using a magnet for the field, it is not necessary to excessively increase the magnetic force of the magnet, so that it is possible to reduce the rotational resistance, improve the fuel ratio and prevent the engine output from lowering. Become.
  • FIG. 14 is a chart showing the operation in the two-stroke engine.
  • the 2-stroke engine differs from the 4-stroke engine in that the intake, compression, explosion and exhaust strokes are performed in one revolution. Unlike a four-stroke engine, a two-stroke engine does not have an intake valve or an exhaust valve, but the piston itself plays the role of a valve.
  • the intake and exhaust holes of the cylinder are closed by the piston during the compression stroke and the explosion stroke. Also, the exhaust stroke and the intake stroke are performed simultaneously. In other words, when the piston is near the bottom dead center, both the exhaust hole and the intake hole are open.
  • the exhaust stroke of a four-stroke engine corresponds to the period from when at least one of the exhaust hole and the intake hole is opened to when the piston reaches the bottom dead center during engine operation (forward rotation). is there.
  • FIG. 15 is a block diagram showing a configuration of a control system for star night and night in the third embodiment.
  • this motor 10 is driven by a motor driver 31 under the control of a CPU (control means) 32.
  • the CPU 32 is connected to a camshaft sensor 33 for detecting the operation of the valve operating cam of the engine, and to an engine switch 34 and an engine switch 39 of the engine.
  • an ignition coil 35 for engine ignition is connected to the CPU 32 via an ignition unit 36.
  • a ROM 37 storing various control programs related to motor driver drive logic engine control and the like and a RAM 38 storing data from various sensors are connected. And various kinds Based on the detected values of sensors, control signals are sent to the motor driver 31 and the ignition unit 36 to control the motor 10 and the engine ignition.
  • the motor 10 itself, the CPU 32 and the like are driven by a battery (not shown) mounted on the vehicle as a power source.
  • Fig. 16 is a diagram showing the starting principle when the starting device of the present invention is applied to a four-stroke cycle engine.
  • the piston has a top dead center with the intake valve open and the exhaust valve closed.
  • the intake stroke in which the air-fuel mixture descends from the cylinder and is sucked into the cylinder, the air-fuel mixture is compressed with both the intake and exhaust valves closed, and the compression stroke ends and the compression stroke ends Shortly before the point, the air-fuel mixture is ignited, and with the intake and exhaust valves closed, the work or explosion stroke in which the piston is pushed down by the high pressure gas generated by combustion, and the intake valve
  • An exhaust stroke in which the gas expanded while the closed exhaust valve is open is discharged to the outside, and one cycle is constituted by two rotations of the crankshaft 13, that is, four strokes.
  • the piston when the engine is stopped, the piston usually stops at a position near the bottom dead center of the compression stroke.
  • the engine is started from this position, and at the time of start, the energy shown by the broken line in Fig. 16 is applied to the crankshaft 13 to overcome the load in the compression stroke. It needs to be supplied by the evening.
  • the starter of the present invention when starting the engine from a state where the engine is stopped at the stop position Pa in the normal stop range P shown in FIG. And the position of the exhaust stroke, the crankshaft until the explosion stroke 1 Reverse 3 In this reverse rotation process, the piston moves in the direction opposite to the direction shown by the arrow in FIG. 16, and in the position of the suction stroke, the piston moves toward the top dead center, and the exhaust stroke In the position of, it moves toward the bottom dead center, and in the position where the bomb is issued, it moves toward the top dead center.
  • crankshaft 13 After the crankshaft 13 reversely rotates to, for example, the reversing position, ie, the normal rotation position Qa, in the normal rotation start range Q of the explosion stroke, the crankshaft 13 is rotated forward by the motor 10. At this time, the positive rotation energy stored by the compression of the gas in the combustion chamber is released to the rotating system of the crankshaft 13 including the flywheel and the like, and the released compression reaction is applied to the rotating system. And the rotational energy added by the motor 10 will be added.
  • the solid line shows the change in the energy of the motor that is calorie on the crankshaft 13 due to the motor 10 rotating in the forward direction
  • the dash-dot line shows the change in the inertial energy stored in the rotating system.
  • FIG. 17 (a) shows the change in the piston position at startup
  • Fig. 17 (b) shows the change in the number of revolutions of the crankshaft
  • Fig. 17 (c) shows the change in energy
  • Fig. The change of the evening output energy is shown, and the same figure (e) shows the change of the energy at the time of passing over.
  • FIG. 18 is a characteristic diagram showing the generated energy of the motor and the change in the energy of the rotating system when the crankshaft 13 is rotated in the reverse direction after the crankshaft 13 is rotated up to the explosion stroke.
  • the gas in the combustion chamber is compressed by reversing the motor 10 to the position within the piston's explosion stroke, thereby reducing the forward rotation due to the compression reaction.
  • the motor 10 is controlled so as to get over the compression stroke. So, you can use a small Mo 10
  • crank angle sensor that directly detects the angle of the crankshaft is provided, the crank angle is grasped based on the detected value, and the reverse rotation is changed to the normal rotation.
  • the turning position may be determined.
  • the crank angle sensor not only the crank angle sensor but also the signals from the camshaft sensor 33 are detected to detect the stop position Pa of the crankshaft 13 and the forward rotation position Qa.
  • the stop of the reverse rotation energization and the start of the forward rotation energization can be determined by an angle sensor provided on the crankshaft or camshaft.
  • the normal rotation energization may be started when it is detected that the rotation direction of the crankshaft has turned to the normal rotation due to the compression reaction force. Also, the pulse generated from these angle sensors may be used as the signal for the end of reverse rotation and the start of normal rotation only when it is generated with a decrease in rotation speed.In this case, the pulse in the exhaust stroke is ignored. Will be.
  • the motor 10 may be reversed from the stop position for a predetermined time, and thereafter return to the explosion stroke by inertia. You may make it do.
  • inertia rotation for a predetermined time after stopping reverse rotation energization, and then performing normal rotation energization, it is possible to prevent a commutation element such as an FET from being destroyed due to excessive current flowing in the motor mode.
  • the reverse rotation operation can be performed without imposing an excessive load on the FET, etc., as in the case where the reverse rotation energization is immediately switched to the forward rotation energization.
  • a pulse signal can be extracted from the commutation position detection sensor 25 as shown in FIG. 16 (d).
  • the position at which the rotation is reversed from the reverse rotation state to the normal rotation state may be detected.
  • the number of pulses at the reverse rotation of the motor 10 may be counted, the speed may be detected from the pulse interval, and a feedback signal may be sent to the control unit from the detection result. By sending, the inversion position can be reliably detected.
  • the rotational resistance of the engine may be so large that it may not be possible to return to the specified position. Feedback control is performed to increase the value.
  • the rotational resistance of the engine is so small that there is a possibility that the vehicle will pass a predetermined position. Therefore, control is performed so as to lower the speed target value.
  • power may be supplied until the rotating speed of the rotating system reaches a predetermined target rotating speed, and the power supply may be stopped when the rotating speed reaches the target rotating speed.
  • the CPU 32 first detects the camshaft sensor 33 based on the detection signal. Next, the position where the piston is present is recognized. In other words, the CPU 32 uses the signal of the force shaft sensor 33 to confirm the piston position and stand by for the reversing operation of the piston to the explosion stroke.
  • the stop position can be detected by the detection signal.
  • the CPU 32 determines that the piston is to be returned to the explosion stroke based on the detection result, and issues a command to the motor driver 31 to issue a command.
  • the CPU 32 determines that the piston is to be returned to the explosion stroke based on the detection result, and issues a command to the motor driver 31 to issue a command.
  • the camshaft sensor 33 will move the piston into the explosion stroke. Outputs the H signal indicating that it has been reached.
  • the CPU 32 stops the reverse rotation operation of the motor 10 and immediately starts the forward rotation operation.
  • crankshaft 13 rotates at a low load in the exhaust stroke and the suction stroke, the motor 10 is driven at a speed almost equal to the no-load speed before the piston enters the compression stroke. Reach Therefore, the crankshaft 13 is also rotated at the maximum rotational speed possible by the motor 10 immediately before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also becomes the maximum state, and the compression stroke Rush into.
  • the crankshaft 13 is rotated by the synthetic energy (solid line) which is the sum of the inertial energy (dashed-dotted line) and the motor energy (solid line), as shown in Fig. 16 (b). .
  • the motor 10 gives its driving energy to the crankshaft 13 in two stages, that is, when approaching and when passing over. Therefore, it is possible to use the motor energy more efficiently than in the conventional motor where the compression stroke load is passed over by one energy application.
  • the operation of the motor 10 is permitted only when the operation of the brake or the gear position is in the neutral position or both are detected, and the vehicle is prevented from jumping out. After overcoming the first compression stroke in this way, since the inertial energy is accumulated, the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing the spark by the induction coil 35 at a predetermined timing.
  • the piston prior to starting the engine, the piston is temporarily returned to the explosion stroke immediately before the stop position, and the engine is started from there.
  • the inertia energy of 13 can be increased, and by using that energy, it is possible to overtake the first compression stroke with a smaller torque compared to before. Therefore, the size and cost of the motor can be reduced, and the power consumption of the motor can be reduced.
  • the engine when starting the engine, first, the engine is reversely rotated from the stop position to the explosion stroke of the piston, and then forwardly rotated. Is detected from the change in the pulse interval from the commutation position detection sensor 25, and the motor 10 is reversely energized from this position to accumulate inertial energy until reaching the bottom dead center after the explosion stroke.
  • the rotational torque due to the inertial energy release and the torque generated by the motor 10 can be used as energy to raise the piston to the Qa position during the explosion stroke.
  • the crankshaft 13 may be rotated forward until the middle of the compression stroke, for example, just before the top dead center of the compression stroke, and then reversely rotated to the explosion stroke as described above.
  • the crankshaft is reversely rotated together with the energy of the motor using the compression reaction force of the residual gas in the combustion chamber in the compression stroke, and the energy for raising the piston to the Qa position in the explosion stroke. It can be As a result, the energy for raising the piston during the explosion stroke can be increased even in the motor with a smaller torque, and a larger reaction force in the normal rotation direction can be obtained.
  • the method in which the crankshaft 13 is first rotated forward at the time of starting to compress the gas in the combustion chamber, and the reaction is used to reverse the rotation is effective for a two-cycle engine. Because a two-stroke engine would explode every time, This is because it is difficult to secure a sufficient run-in section to store rotational energy, because the compression stroke will be started immediately if it is just rotated.
  • FIG. 20 is a diagram showing a start operation showing a case where the energy is changed
  • FIG. 20 is a diagram showing a change in energy in this case.
  • the method of storing inertial energy is also effective in starting a multi-cylinder engine because the vehicle overcomes the compression point in the forward direction by using the compression reaction force on the forward rotation side and the compression reaction force on the reverse rotation side.
  • the piston in cylinder A or cylinder B in either the forward or reverse direction from the piston stop position. Is in the compression direction, so it is not possible to make a run-up section to store rotational energy.
  • both the compression reaction force in the forward direction and the compression reaction force in the reverse direction are used multiple times, and the reaction force of the compression is gradually increased, and finally the vehicle crosses the compression point in the forward direction. Inertia energy can be obtained.
  • the compression in the reverse direction may be overwhelmed by the rotation addition fluctuation due to the temperature or the like. There is. To prevent this, the piston position of the compression in the reverse direction is detected, and when it returns to an angle where there is a risk of overriding in the reverse direction, the power supply in the reverse direction is stopped and immediately switched to the normal direction. There must be.
  • a crank angle sensor or a camshaft angle sensor may be used, or the number of commutation pulses of a brushless motor may be used.
  • FIG. 22 is a cross-sectional view showing a configuration of a motor and a motor of the engine according to an embodiment of the present invention.
  • FIG. 23 is a front view of the motor and the motor of FIG. In the figure is there.
  • the star motor in Fig. 22 (hereinafter abbreviated as motor) has a stator 1 1 2 which is directly connected to a 4-cycle engine for motorcycles and is fixed to the engine case 1 1 1 of the engine. And a rotor 114 connected to the crankshaft 113 of the engine.
  • the rotor 111 includes a yoke 115 formed of a magnetic material such as iron and having a short cylindrical shape with a bottom.
  • the inner surface of the bottom wall of the yoke 115 has a cylindrical shape.
  • the boss portions 1 16 are concentrically and integrally protruded.
  • the rotor 1 1 4 and the crank shaft 1 1 3 are integrated with the crank shaft 1 1 3 by the tapered surfaces of the boss 1 1 6 and the crank shaft 1 1 3 which are wedge-connected and fastened by the set nut 1 1 7. Fixed to be rotated.
  • permanent magnets 118 for constituting the field element magnetic poles and control poles 1 made of a magnetic material such as iron (a material having a high magnetic permeability) are used.
  • the same number as 28 are alternately arranged and fixed in the circumferential direction.
  • the permanent magnets 118 and the control magnetic poles 128 are formed in an arc-shaped rectangular parallelepiped having the same size, and are arranged alternately at equal intervals in the circumferential direction.
  • Adjacent permanent magnets 118 are formed to have the same polarity, and the counter electrode is formed by a control magnetic pole 128 between them.
  • the stator 111 of the motor 110 has a core 119 made of a magnetic material such as iron and formed in a generally star-shaped short disk shape.
  • the core 1 19 is fastened and fixed to a housing 120 installed concentrically with the crankshaft 113 on the outer surface of the engine case 111 by bolts 121 as fastening means. ing.
  • a cover 126 is attached to the outside of the housing 120.
  • a rotor 111 is disposed outside the stator 112 in the housing 120 so as to surround the outer periphery thereof.
  • the rotor 114 is driven by the crankshaft 113 to rotate the stator. It is designed to rotate around 1 1 2.
  • the core 119 is formed by laminating and integrating a number of thin plates made of an iron magnetic material, and includes a main body 122 formed in a donut shape. A plurality of salient poles 123 protrude radially from the outer periphery of the core body 122. A stator coil 1 2 4 is wound around each salient pole 1 2 3 in a three-phase connection winding. Numeral 4 is connected to a motor driver to be described later by a lead wire and an assembled wire (neither is shown) via a terminal (not shown). That is, the motor 110 is configured as a brushless motor driven by a motor driver.
  • a field control coil 129 for controlling field magnetic flux is formed in a cylindrical shape on the bottom side of the yoke 115 in the core body 122, and is arranged and fixed concentrically.
  • the winding method of the field control coil 12 9 is concentric with the stator 1 12 and the rotor 1 14. Therefore, most of the magnetic flux F of the field control coil 12 9 is the main body 1 2 2 of the core 1 19, the salient pole 1 2 3 facing the control magnetic pole 1 2 8, and the control magnetic pole 1 2 of the rotor 1 1 4 8.
  • a closed magnetic path is formed via the yoke 115, the boss member 116, and the core 119, respectively.
  • Excitation control for the field control coil 12 9 is performed by a magnetic field coil control unit described later, and the field control coil 1 29 is increased in the direction to increase the effective magnetic flux of the field acting on the stator coil 124.
  • the magnetic flux of the magnetic field linked to the stator coil 1 24 becomes a superposition of the magnetic flux F of the permanent magnet 1 18 and the magnetic flux F of the field control coil 1
  • the change in magnetic flux is increased by an amount corresponding to the increase in the magnetic flux in accordance with the supplied current, and the magnetic force generated in the stator coils 124 is increased.
  • the control magnetic pole 128 obtains the same or higher magnetic force with the magnetic pole in the opposite direction to the permanent magnet 118, and the motor characteristic with a large lock torque can be obtained.
  • the field control coil 12 9 when the field control coil 12 9 is energized in the opposite direction to that described above so that the control magnetic pole 1 28 has the same polarity as the permanent magnet 1 18, the permanent magnet 1 Since the magnetic flux generated by the magnetic field 18 and the magnetic flux F ′ generated by the field control coil 12 9 are interlinked differentially, the magnetic flux is offset by the current applied to the field control coil 12 9. The change is small. Thus, the effective magnetic flux acting on the stator coils 124 is reduced, and the core loss of the core 119 is reduced. As a result, the control magnetic poles 128 obtain a weak magnetic force, and can have a motor characteristic with a small lock torque.
  • the motor 110 is provided with a plurality of (for example, three) commutation position detection sensors 125 in the housing 120, and the rotor 1 responds to the magnetism of the permanent magnet 130. 14 It is configured to detect the rotational position of.
  • the output of the commutation position detection sensor 125 is supplied to a motor driver, which will be described later, through a control circuit, and the motor dryino 'generates an energization signal corresponding to the detection signal from the commutation position detection sensor 125. Then, a current based on the conduction signal is supplied to the stator coils 124 to sequentially excite the stator coils 124.
  • FIG. 24 is a characteristic diagram showing characteristics of motor 110
  • FIG. 25 is a characteristic diagram showing control for switching motor characteristics.
  • the magnetic flux is strengthened in the low rotation speed region to increase the rotation rise rate, and in the high rotation speed region, the magnetic flux is weakened to maximize the rotation. Speed can be increased.
  • FIG. 26 is a block diagram showing a control circuit of the motor 110 described above.
  • the CPU 1331 includes a commutation position detection sensor 125 described above and a cam for detecting the operation of the valve cam of the engine. Signals from the shaft sensor 13 2, the star switch 13 3, the identification switch 13 4, and the 8 pulsar 13 5 are input. From the CPU 13 1, a motor driver 13 6 controls the current supply to the stator coils 12 4, and a field coil controller 13 7 controls the current supply to the field control coils 12 9. The control signal is sent to the ignition unit 1339 for controlling the ignition timing of the ignition coil 1338 for engine ignition.
  • R ⁇ M 14 1 which stores various control programs related to the motor driver logic and engine control
  • the RAM 134 that stores data from various sensors is connected to the CPU 13 1.
  • the motor 110 itself, the CPU 131, and the like are driven by a battery (not shown) mounted on the vehicle as a power source.
  • FIG. 27 is a diagram showing a starting operation when the starting device of the present invention is applied to a four-stroke cycle engine.
  • the piston goes down from top dead center and the air-fuel mixture is sucked into the cylinder, and both the intake and exhaust valves are closed.
  • the air-fuel mixture is compressed in a compressed state.
  • the air-fuel mixture is ignited shortly before the top dead center at the end of the compression stroke and the compression stroke, and combustion occurs with the intake and exhaust valves closed.
  • the piston has a work stroke in which the piston is pushed down by the high-pressure gas generated by the combustion, that is, an explosion stroke, and an exhaust stroke in which the gas expanded when the intake valve is closed and the exhaust valve is opened is discharged to the outside.
  • One cycle is composed of 2 rotations of 1 1 3 or 4 strokes.
  • the piston when the engine is stopped, the piston usually stops at a position near the bottom dead center of the compression stroke.
  • the engine is started from this position, and when starting the engine, the crankshaft 113 that overcomes the load in the compression stroke is indicated by a broken line in FIG. 27 (b). It is necessary to supply the energy as shown by the star motor.
  • the field control coil 12 9 is energized to strengthen the field and start the motor 110.
  • the rotation speed of motor 110 increases, the starting torque of motor 110 gradually decreases, and as shown in Fig. 24, the rotation speed is approximately 1 Z2 of the no-load rotation speed.
  • the motor power exceeds the maximum output point, the motor output exceeds the maximum output point, and the motor output cannot be effectively converted to rotational energy. That is, the rate of increase in rotation decreases.
  • the field coil is energized at the time of starting to strengthen the field, and the field is switched in accordance with the switching timing of the motor characteristics. Efficient rotation can be increased simply by controlling the energization of the magnetic coil.
  • the rotation speed can be determined from this pulse interval by installing a device that generates a pulse in synchronization with the rotation of the motor.However, when a brushless motor is used as the motor, the commutation of the armature coil is commutated.
  • sensor pulses to detect position eliminates the need for special sensors.
  • the CPU 131 first recognizes the current position of the piston based on the detection signal of the camshaft sensor 132 and determines whether it is necessary to return the piston to the exhaust stroke. judge. That is, by using the signal of the camshaft sensor 132, the CPU 131 confirms the piston position and executes the sure movement of the piston to the exhaust stroke.
  • the CPU 131 makes a decision to return the piston to the exhaust stroke, issues a command to the motor driver 136, reverses the motor 110 once, and rotates the crankshaft 113. Rotate to the exhaust stroke side. That is, when the piston switch is located at the position Pa in FIG. 27 (c) at the stage of the conduction switch ON, the piston is reversely moved to the exhaust stroke as shown by the arrow. In this case, the piston position of the engine is constantly monitored by the camshaft sensor 132, and the camshaft sensor 132 outputs an H signal when the piston comes to the exhaust stroke. When the detection signal (H) from the camshaft sensor 132 detects that the piston has reached the exhaust stroke, the CPU 31 stops the reverse rotation of the motor 110 and moves the piston to the position Qa. To stop temporarily.
  • the piston is returned to the position Qa in the exhaust stroke, which is the forward rotation start range Q in Fig. 27 (c), but the position near the bottom dead center before the start of the exhaust stroke has the longest approach section, so that It is desirable to return to the position.
  • the position in the exhaust stroke at which the position Qa starts normal rotation also includes near the bottom dead center of the explosion stroke before and after the exhaust stroke and near the top dead center of the suction stroke.
  • the CPU 131 determines that it is not necessary to return the biston to the exhaust stroke. And the reversing operation as described above is not performed.
  • the reverse rotation of the motor 110 is performed. This is because the motor 110 is turned on immediately when the star switch 133 is turned on. This is to prevent a time lag from starting up and starting the engine. Therefore, it is not always necessary to turn on the identification switch and turn the motor 1 10 backwards. Then, the reverse rotation operation may be started. The rotation may be reversed when the engine is stopped or when the switch is released (turned off).
  • the CPU 13 1 outputs a signal to the motor driver 13 36 to rotate the motor 110 forward, and the engine 13 To rotate the crankshaft 1 1 3 forward from the exhaust stroke.
  • the field coil 1 29 is energized in the direction to increase the field, and the starting torque is increased.
  • the rotation speed gradually rises and exceeds the predetermined rotation speed N1
  • the power supply to the field coil 1229 is stopped, and the motor characteristic is switched to a characteristic with a high no-load rotation speed.
  • current is supplied to the field coil 1229 in a direction to weaken the field, and the motor characteristic is switched (Fig. 25).
  • the rotation speed of the motor 110 can be increased efficiently, and before the piston enters the compression stroke, the rotation speed is set to a rotation speed higher than the maximum rotation speed that can be increased by the motor characteristics before the characteristic switching. For this reason, the crankshaft 113 is also rotated at the maximum rotational speed possible by the motor 110 just before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state. Enter the compression stroke.
  • the crankshaft 113 is rotated by the synthetic energy (solid line), which is the sum of the inertial energy (dashed line) and the motor energy (solid line), as shown in Fig. 27 (b).
  • the motor driving torque becomes Tm ⁇ TZ2.
  • the inertia energy is mainly used, and the motor energy is used as the subordinate to overcome the compression stroke load.
  • the engine can be started with a maximum torque (lock torque) of 110 less than 1/2 of the passing torque T.
  • the motor 110 gives its driving energy to the crankshaft 113 in two ways, that is, when approaching and when passing over. Therefore, it is possible to generate a large overtaking torque in a mode with a small output energy as compared with the conventional mode in which the compression stroke load is overrun by one energy application.
  • the engine After overcoming the first compression stroke in this way, the inertial energy is accumulated and the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing a spark by the ignition coil 1338 at a predetermined timing.
  • FIG. 28 is a block diagram showing a control circuit of a starting device according to a modification of the present embodiment.
  • FIG. 29 shows the engine starting operation by the motor 110 operated by the control circuit according to each stroke of the engine. It is a chart shown in the relationship of.
  • the module 110 having the above-described characteristics is also used.
  • the piston when starting the engine, first drive the crank shaft 13 in the reverse direction, move the piston once to the exhaust stroke, and then start the engine.
  • the position of the piston is not detected by sensors such as the camshaft sensor, the piston is moved to the exhaust stroke by appropriately controlling the reverse rotation energization time of the motor 110 and the energization stop time thereafter.
  • detection signals of a temperature sensor 144 for detecting the temperature of the battery and a battery voltage sensor 144 for detecting the battery voltage are sent to the CPU 13 1.
  • the CPU 13 1 When the star switch 1 3 3 is turned on with the identification switch 1 3 4 turned on, the CPU 13 1 first issues a command to the motor driver 1 36 to give the motor 110 a predetermined time. Only reverse rotation is applied, and the crankshaft 113 is rotated to the exhaust stroke side. After the reverse rotation energization, the energization is stopped for a predetermined time, and the crankshaft 113 is coasted. Then, after a predetermined energization suspension time, the motor 110 is energized in the forward direction to rotate the crankshaft 113 forward and start the engine.
  • the reverse rotation of the motor 110 is performed when the start switch 13 3 is turned on.However, the motor 110 is rotated forward immediately as soon as the identification switch 1 34 is turned on. It is possible to prevent the time lag from starting when the engine starts. Therefore, it is not always necessary to reverse the mode 110 at ON of the star switch 1333, and the reverse operation may be started when the identification switch 134 is turned ON.
  • This starting operation has the following three general patterns depending on the stop position of the piston. That is, when the piston is in the normal stop range before the compression stroke (Pan 1), when it is around the top dead center between the exhaust stroke and the suction stroke (Pattern 2), it is near the bottom dead center before the exhaust stroke. Different behaviors depending on the case (pattern 3). Therefore, the starting operation in the above-mentioned pattern (1) will be described first.
  • the switch 1 3 3 is turned on, the motor 1 13 is reversed by the command of the CPU 13 1 for t seconds, the crankshaft 1 13 rotates to the exhaust stroke side, and the piston moves from position A to position B. Move to. Then, power supply to the module was stopped for t 2 seconds. It is.
  • the value of the previous reverse energization time is set to a value that is longer than the time that the piston can return to the vicinity of the bottom dead center before the exhaust stroke by inertia due to the inertial force obtained by energization.
  • the reverse rotation energization time t E is too long, too high the rotational speed of the crank shaft 1 1 3, there is a risk that the inertial energy will ride over an explosion stroke in the energizing stop time t 2 becomes large.
  • the reverse rotation energization time 1 ⁇ is set to a time that does not exceed the explosion stroke during the inertial rotation even if the crankshaft 113 is reversed when the piston is at the bottom dead center before the compression stroke. Is done. That is, the minimum value and the maximum value of the reverse rotation energizing time t are determined by these conditions.
  • motor evening 1 1 0 after energization stop time t 2 is the forward current, if the post-energization stop time t 2 is too short piston during coasting does not return to the exhaust stroke occurs. Therefore, the minimum value of the energization stop time t 2 is determined here, combined also reverse energization time mentioned above, the position C of the piston These conditions set in the position A to the exhaust stroke during the energization stop time t 2 Will move to
  • the piston is returned to the position C in the exhaust stroke, which is the forward rotation range in Fig. 29 (d), but the position near the bottom dead center before the start of the exhaust stroke is the most approaching section. It is desirable to return to that position because it will be longer.
  • the position “in the exhaust stroke” where the position C starts normal rotation includes the vicinity of the bottom dead center of the explosion stroke before and after the exhaust stroke and the vicinity of the top dead center of the suction stroke.
  • CPU 1 3 1 outputs a signal indicating which forward the mode one evening 1 1 0 mode Isseki driver 1 3 6, to start the engine from the exhaust stroke.
  • the crankshaft 113 rotates at a low load during the exhaust stroke and the intake stroke, the motor 110 rotates almost at a maximum speed close to the no-load rotation speed before the piston enters the compression stroke. Rotation speed, and the rotation speed becomes almost saturated. For this reason, the crankshaft 113 can also be driven by the motor 110 just before the compression stroke. It is rotated at a large number of revolutions, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state and enters the compression stroke.
  • the crankshaft 113 is rotated by the synthetic energy (solid line) which is the sum of the inertial energy (dashed-dotted line) and the motor energy (solid line) as shown in Fig. 29 (b).
  • Tm + T i the sum of these is obtained.
  • the motor driving torque becomes Tm ⁇ TZ2.
  • the motor 110 gives its driving energy to the crankshaft 113 in two ways, that is, when approaching and when riding over. Therefore, it is possible to generate a large overtaking torque in the motor with a small output energy as compared with the conventional motor in which the compression stroke load is overrun by one energy application.
  • the engine After overcoming the first compression stroke in this way, the inertial energy is accumulated and the load in the subsequent compression stroke can be easily overcome. Then, the engine is started by blowing a spark by the ignition coil 1338 at a predetermined timing.
  • the piston is near the top dead center between the exhaust stroke and the intake stroke (position D), and the reverse rotation operation starts from here.
  • the piston moves to the position E during the reverse rotation energizing time t, and by the inertial rotation thereafter, the piston returns to the bottom dead center of the exhaust stroke and enters the explosion stroke.
  • a compression load is generated by the piston, which increases the rotational load torque, and this load torque rapidly consumes inertial energy, reduces the rotational speed, and stops (position F).
  • the crankshaft 1 13 is slightly returned in the forward direction due to the reaction force of the piston compression. And stop.
  • the piston is near the bottom dead center before the exhaust stroke (position H), and the reversing operation starts from here.
  • the explosion process starts immediately after the reverse rotation starts, so that the rotational load torque due to the compression of the piston is generated immediately after the reverse rotation. Therefore, the rotation speed of the crankshaft 113 does not increase, and little inertial energy is generated.
  • the torque of motor 110 is set to 1 Z2 or less of the torque over the compression, it does not overrun the explosion issue due to reverse rotation, and the compression reaction force of the piston and the motor torque are almost balanced
  • the motor 110 is reversely rotated by the reverse rotation energizing time ti set under the conditions described in the above-mentioned pattern 1.
  • the power is stopped for the power supply stop time t2 set under the conditions described in the above-mentioned patterns ( 2) and ( 3), and the crankshafts 1 to 3 are coasted.
  • the motor 110 forward, it is possible to return the piston to the exhaust stroke and start the engine.
  • the said motor evening 1 1 the piston can be reliably returned to the exhaust stroke by the reverse rotation energization time ti energization stop time t 2 set. Therefore,
  • the engine can be started from the exhaust stroke without providing a sensor for detecting the piston position, such as a camshaft sensor, and the cost can be reduced by omitting the sensor.
  • FIG. 30 shows an example of a reverse rotation energization time map
  • FIG. 31 is an explanatory diagram showing an example of an energization stop time map.
  • an optimal reverse rotation energizing time t i is set based on the battery voltage and the star temperature and the temperature, and is represented as a map.
  • a map time may be added by increasing the time to ensure that the battery returns to a predetermined position by battery voltage.
  • the CPU 13 1 obtains the motor temperature value T s from the motor temperature sensor 14 3 and the battery voltage V from the nottery voltage sensor 144, and obtains these values from these values.
  • Reverse energizing time map and energization stop time by referring to the map, each time Enjin start to determine the reverse rotation energization time E energization stop time t 2.
  • the temperature compensation and voltage fluctuation compensation is made to the reverse conduction time Ya energization stop time t 2, it is possible to return the stable piston even against the changes in the environment in the exhaust stroke.
  • each time t ⁇ tg is calculated from the overnight temperature value and the battery voltage by, for example, the following approximate expression.
  • each time t 2 is determined using the temperature of the motor 110, but the temperature value that can be used as a parameter is not limited to this.
  • the engine cooling water temperature, Engine oil temperature and outside temperature can be adopted.
  • the various temperature values described above may be adopted as a plurality of parameters to create a map or an approximate expression.
  • the reverse rotation and the inertial rotation are controlled by time, but it is also possible to control this by the rotation angle of the motor 110.
  • the rotation angle of the motor 110 is recognized by the detection pulse signal from the commutation position detection sensor 125 shown in FIG. And the energization stop is executed.
  • FIG. 32 is a block diagram showing various functional means provided in the CPU 131 in order to perform the same engine start operation as in the case shown in FIG.
  • the control of the starting operation is controlled by the control circuit in the same manner as in the case shown in FIGS. 26 and 28, but as shown in FIG. 32, the CPU 13 1 Motor rotation speed calculating means 151 for calculating the rotation speed of motor 110 based on the commutation position pulse signal from detection sensor 125, and rotation angle of motor 110 based on the pulse signal
  • the motor rotation angle calculation means 15 2 for calculating the reverse rotation energization time ti ⁇ energization stop time t 2 stored in the ROM 14 1 It has a reverse rotation amount correction means 153 for correcting them based on the rotation speed and the rotation angle of 10 and an inertial rotation amount correction means 154. Further, the CPU 13 1 operates the reverse rotation energizing time t!
  • the start switch 33 When the start switch 33 is turned on with the ignition switch 34 turned on, the CPU 13 1 reverses the motor 1 1 0 for t seconds by the command of the motor reverse rotation energizing instruction means 1 5 5. Then, the crankshaft 113 is rotated to the exhaust stroke side, and the piston moves from the position A to the position B. After that, the power supply to the motor 110 is stopped for t 2 seconds by the command of the motor power supply stop instruction means 1556. At this time, the crankshaft 1 13 continues to rotate in reverse due to the inertial force obtained by the current supply for t seconds.
  • the CPU 13 1 uses the commutation position pulse signal from the commutation position detection sensor 125 to calculate the motor rotation speed by the motor rotation speed calculation means 15 1 and the motor rotation angle calculation means. The rotation speed and the rotation angle of 0 are constantly monitored.
  • the rotation speed is calculated from the number of pulses and the pulse interval of the commutation position pulse signal counted during the energization time, and the rotation angle is calculated from the integrated value of the number of pulses.
  • the change rate (dv Z dt) of the rotation speed of the motor 110 is calculated from the commutation position pulse signal.
  • the ROM 141 stores a target rotation speed Nr to be reached by the motor 110 based on the reference value Xr of the rate of change of the rotation speed and the reverse rotation energization time t. Then, the reverse rotation amount correcting means 153 grasps the friction of the engine from the rotation speed during the rotation increase, and feeds it back to the rotation control of the motor 110.
  • the reverse rotation amount correcting means 153 first, the change rate of the rotation speed obtained from the rotation speed of the motor 110 is compared with the reference value Xr. Therefore, based on the rate of change of the rotational speed, If the reference value is below, that is, if the speed change is slow and it is expected that the motor 110 will take longer than expected to reach the target rotation speed, the reverse rotation amount correction means 15 3 It is determined that the rotational load of the shaft 113 is larger than expected. At this time, if left unattended, the friction during coasting is also expected to be large, and the piston may not return to the expected position. Therefore, the reverse rotation amount correcting means 53 increases the target rotational speed Nr to increase the inertial energy accumulated in the crankshaft 113, so that the piston returns to the exhaust stroke as scheduled.
  • the crankshaft 1 1 It is determined that the rotation load of 3 is smaller than expected. At this time, if left as it is, the friction during coasting is also expected to be small, and the piston may overshoot the expected position. Therefore, the reverse rotation amount correcting means 53 reduces the target rotational speed Nr to reduce the inertial energy accumulated in the crankshaft 113, so that the piston returns to the exhaust stroke as planned.
  • the reverse rotation amount correction means 1553 monitors the rotational speed itself of the motor 110, and the rotational inertia energy is also grasped by this. That is, when the rotation speed reaches the target rotation speed Nr, it is determined that a predetermined amount of inertia energy has been stored even if the time is within the reverse rotation energizing time t. Then, a correction for shortening the reverse rotation energization time 1 ⁇ is performed, and the motor reverse rotation energization instructing means 1555 is actuated to stop the power transmission to the motor 110.
  • the ROM 1401 further stores the reverse reference angle 0r of the motor 110, and during the coasting rotation, the motor 110 starts reverse rotation by the inertia rotation amount correcting means 154.
  • the reverse rotation angle from the time is compared with this reverse rotation reference angle 0r.
  • 180 ° which is the angle at which the piston is considered to be almost in the exhaust stroke even if the reverse rotation is started from the bottom dead center before the farthest compression stroke is set as this reverse rotation reference angle 0r. ing. Therefore, the inertia rotation amount correction means 1 5 4 of the CPU 13 1 Is to determine whether or not the rotation angle of the motor 110 exceeds 180 degrees, that is, whether or not the commutation position pulse signal has been input for the equivalent of 180 degrees.
  • the CPU 13 1 1 motor normal rotation start instructing means 1 57 outputs a signal to the motor driver 13 36 to rotate the motor 1 10 forward. And start the engine from the exhaust stroke.
  • the crankshaft 113 rotates at low load during the exhaust stroke and the intake stroke, the motor 110 rotates almost at the maximum speed close to the no-load speed before the piston enters the compression stroke. The number of revolutions is reached, and the number of revolutions approaches a saturation state.
  • the crankshaft 113 is also rotated at the maximum speed possible by the motor 110 immediately before the compression stroke, and the inertial energy stored in the inertial mass of the rotating system also reaches the maximum state and is compressed. Rush into the journey.
  • the biston is near the top dead center between the exhaust stroke and the intake stroke (position D), from which the reverse rotation starts.
  • position D the intake stroke
  • the piston moves to position E during the reverse rotation energizing time t, and then With the inertial rotation of, the piston returns to the bottom dead center of the exhaust stroke and enters the explosion stroke.
  • a compression load is generated by the piston, which increases the rotational load torque, and this load torque rapidly consumes inertial energy, reduces the rotational speed, and stops (position F).
  • the inertia rotation amount correction means 154 stops the power supply stop time t 2 , notifies the motor power supply stop instructing means 156 of that fact, and immediately issues a command to start the normal rotation of the motor 110. Emit. Then, the engine is slightly returned in the forward direction by the reaction force of the piston compression, but the piston stops at the position G near the bottom dead center.
  • the piston is near the bottom dead center before the exhaust stroke (position H), and the reversing operation starts from here.
  • the explosion process starts immediately after the reverse rotation starts, so that the rotational load torque due to the compression of the piston is generated immediately after the reverse rotation. Therefore, the rotation speed of the crankshaft 113 does not increase, and little inertial energy is generated.
  • the torque of motor 110 is set to less than 1/2 of the torque over the compression, so the reverse rotation does not exceed the explosion issue, and the compression reaction force of the piston and the motor torque are almost balanced. When they meet, the motor locks and stops (Position I).
  • the pulse signal which once started to shorten during energization due to its operation, becomes longer than a specified value, and the rotation speed falls below a predetermined lower limit value Vmin.
  • the reverse rotation amount correcting means 153 determines that the piston has started to generate compression torque after passing through the bottom dead center of the explosion stroke. That is, it is determined that the purpose of the reverse rotation operation has been achieved, and the reverse rotation energization time t i is immediately ended, and the motor reverse rotation energization instructing means 155 is notified to that effect.
  • commutation pulse mode Isseki 1 1 0 energization stop time t 2 begins to be forward current even before ending before exceeding 1 8 0 ° equivalent at the maximum. Then, cranking is started from this position as described above. In the case where the star evening switch 3 3 is ON during the energization-stopping time period t 2 starts forward rotation immediately the motor 1 1 0 Even within energization stop time t 2.
  • the crankshaft 1 1 3 is coasting Rotation stop energization only energization stop time t 2, then the motor 1 1 0 Is rotated forward.
  • the motor 110 calculates the rotation speed, speed change rate, rotation angle, etc. of the motor 110 from the commutation position pulse signal, estimates the piston position based on them, and calculates the reverse rotation energization time t.
  • the power supply stop time t 2 is appropriately feedback controlled. Therefore, it is possible to reliably return the piston to the exhaust stroke and start the engine from there without specially providing a sensor for detecting the piston position, such as a camshaft sensor, and to reduce the cost of the product by eliminating the sensor. It becomes possible.
  • FIG. 33 shows an engine starting operation in a starting device according to another modification of the present embodiment. It is a chart showing.
  • the crankshaft 113 After the crankshaft 113 has reversed to the reverse position, ie, the normal rotation position Qa, in the normal rotation start range Q of the explosion stroke, the crankshaft 113 is rotated forward by the motor 110. At this time, the forward rotation energy stored by the compression of the gas in the combustion chamber is released to the rotating system of the crankshaft 113 including the flywheel, etc., and the released compressed The energy of the recoil and the rotational energy added by the motor 110 are added.
  • the solid line shows the change in the motor energy applied to the crankshaft 113 due to the normal rotation of the motor 110
  • the dot-dash line shows the change in the inertia energy stored in the rotating system.
  • the inertia energy is rapidly increased in the rotating system in the early stage of the forward rotation due to the compression reaction due to the release of the energy of the gas accumulated by the compression. Means that the inertia energy gradually increases from the explosion stroke to the compression stroke. Therefore, in the compression stroke, the combined energy of the inertial energy stored in the rotating system and the energy of the motor 110 is applied to the crankshaft 113 as indicated by the thick solid line. .
  • crankshaft 113 is driven by the inertial energy expended during the compression stroke that is released as the rotational speed decreases and the rotational torque of the motor 110, and the maximum overriding torque T becomes The sum of the maximum value T i of the released energy of the inertia torque and the maximum value Tm of the motor torque makes it possible to overcome the load in the first compression stroke.
  • Fig. 34 (a) shows the change in piston position at startup
  • Fig. 34 (b) shows the change in the number of revolutions of the crankshaft
  • Fig. 34 (c) shows the change in energy
  • Fig. 34 (d) shows the motor change.
  • (E) is a diagram showing a change in output energy
  • the crankshaft 113 is reversed to the explosion stroke, and the gas in the combustion chamber is compressed, so that the energy of the forward rotation due to the compression reaction is accumulated.
  • the overriding energy can be added not only to the energy generated by the motor 110 but also to the compression reaction energy.
  • One night can use 110.
  • the signal from the camshaft sensor 132 is used to detect the stop position Pa of the crankshaft 113 and the normal rotation position Qa.
  • the motor may return to the explosion stroke by inertia after that, and the motor 110 drives the motor until the explosion stroke. You may do it.
  • a pulse signal can be taken out from the commutation position detection sensor 125 as shown in FIG. 33 (d). The position where the motor is reversed from the reverse rotation state to the normal rotation state may be detected.
  • the number of pulses during the reverse rotation of the motor 110 may be counted, the speed may be detected from the pulse interval, and a feedback signal may be sent to the control unit from the detection result. , The inversion position can be reliably detected.
  • the rotational resistance of the engine may be so large that it may not be possible to return to the specified position. Feedback control is performed to increase the value.
  • the rotational resistance of the engine is so small that there is a possibility that the vehicle will pass a predetermined position. Therefore, control is performed so as to lower the speed target value.
  • power may be supplied until the rotating speed of the rotating system reaches a predetermined target rotating speed, and the power supply may be stopped when the rotating speed reaches the target rotating speed.
  • the CPU 13 1 first detects the presence of the piston based on the detection signal of the cam shaft sensor 13 2. Recognize the position. In other words, the CPU 13 1 uses the signal of the camshaft sensor 13 2 to confirm the piston position and execute the reversal of the piston to the explosion stroke.
  • the stop position can be detected by the detection signal.
  • the CPU 13 1 1 decides to return the piston to the explosion stroke, issues a command to the motor Dino 1 36, reverses the motor 110 once, and starts the crankshaft 1 13 Rotate during the explosion process.
  • the piston is detected by the cam shaft sensor 13 2.
  • Outputs H signal indicating that the explosion process has been reached.
  • CPU 1311 stops the reverse rotation of motor 110 and stops the piston once at position Qa.
  • the crankshaft 113 uses a synthetic energy (solid line), which is the sum of the inertial energy (dashed-dotted line) and the momentary energy (solid line), as shown in FIG. 33 (b). Rotated.
  • the motor 110 gives its driving energy to the crankshaft 113 in two ways, that is, when approaching and when passing over. Therefore, it is possible to use the energy more efficiently than in the conventional motor where the load of the compression stroke is overtaken by one energy application.
  • the piston is once returned to the explosion stroke and the engine is started from there, thereby accumulating the compression reaction energy in the engine and releasing it to thereby reduce the inertia energy of the crankshaft 113. Then, using the inertia energy of the rotating system, it is possible to get over the first compression stroke with a smaller motor torque than before.
  • the engine when starting the engine, first, the engine is reversely rotated from the stop position to the explosion stroke of the piston, and then is normally rotated. However, first, until the middle of the compression stroke, for example, The crankshaft 13 may be rotated forward to just before the top dead center of the compression stroke, and then reversed until the explosion stroke. In this case, in the compression stroke, the residual gas in the combustion chamber can be compressed to accumulate energy, and the compressed energy can be released to reverse the crankshaft together with the energy of the motor.
  • the method in which the crankshaft 113 is first rotated forward at the time of starting to store compression energy, and then released while releasing it is effective for a two-stroke cycle engine.
  • the exhaust valve and the exhaust valve that is, the scavenging valve, are simultaneously open between the explosion stroke and the compression stroke. Because the stroke distance between the engine and the compression stroke is shorter than that of a four-cycle engine, it is not possible to secure a sufficient approach distance.
  • crankshaft 113 is first rotated forward during the compression stroke to compress the gas in the combustion chamber, and then the crankshaft 113 is compressed using the compression energy.
  • FIG. 36 is a figure which shows the change of the energy in this case.
  • the present invention can be applied to an engine for a four-wheeled vehicle. Further, the present invention can be applied to an engine having not only a single cylinder but also a plurality of cylinders. Further, in the above-described embodiment, the motor and the motor directly connected to the crankshaft of the engine have been described as an example. It can be applied to overnight. In addition, the type of the mo-night is not limited to the above-mentioned one-night type, but can also be applied to the two-night type.
  • the engine is started by rotating the motor in the forward and reverse directions while the piston is positioned in the exhaust stroke, so that the crankshaft can be driven in the exhaust stroke and the intake stroke.
  • Inertia energy is stored in the compressor, and the compression stroke can be overtaken by the combined energy of the inertial energy and the rotational energy of the star. Therefore, it is possible to reduce the rotational energy required for the starter to perform over the compression stroke, and to reduce the size and cost of the starter motor.
  • the motor By moving the ton once into the exhaust stroke, even if the piston is stopped at a position other than the exhaust stroke, the internal combustion engine can be started with the piston positioned in the exhaust stroke. It becomes possible.
  • the power supply for the predetermined time is stopped and the piston is positioned in the exhaust stroke.
  • the engine can be started while the piston is positioned in the exhaust stroke, without the need for a special sensor that detects the biston position, such as a camshaft sensor, thus reducing the cost of the engine start system. Can be achieved.
  • the energization is stopped for the energization stop time 1; 2 and the crankshaft is coasted, and then the motor is rotated.
  • the rotation speed, speed change rate, rotation angle, etc. of the motor are calculated from the commutation position pulse signal of the motor, and the reverse rotation energizing time ti and energizing stop time t are calculated based on these.
  • the gas in the combustion chamber is compressed by reversing the star motor until the piston reaches the explosion stroke, and the crankshaft is rotated forward by utilizing the reaction force generated by the expansion.
  • the inertia energy stored in the rotating system at the time of forward rotation is increased, and the inertia energy and the combined energy of the star and the sun are used to carry out the first compression stroke.
  • the rotation energy supplied overnight can be reduced, and the size and price of the starter can be reduced.
  • the rotation speed of the rotating system before entering the compression stroke can be increased, and large inertial energy can be stored in the rotating system. This makes it possible to stably overtake the compression stroke, so that a highly reliable moving device can be obtained.
  • a motor with a smaller output is sufficient and an inexpensive starting device can be obtained.

Abstract

Un moteur de démarrage est mû en rotation inverse lors d'un démarrage moteur, de sorte qu'un vilebrequin tourne en sens inverse et remette un piston temporairement en course d'échappement, le moteur de démarrage étant ensuite mû en rotation avant de manière que le moteur démarre alors que le piston est en course d'échappement. Le moteur de démarrage est mû en rotation inverse pendant une période d'excitation inverse t1, et le vilebrequin est ensuite mû en rotation par la force d'inertie, pendant une période d'arrêt d'excitation t2, de sorte que la piston soit mis en course d'échappement. La période d'excitation inverse t1 et la période d'arrêt d'excitation t2 sont déterminées par une table temporelle d'excitation inverse et une table temporelle d'arrêt d'excitation, ou sont asservies correctement en fonction de la vitesse de rotation du moteur, du taux de changement de vitesse et de l'angle de rotation calculés à partir d'un signal de position de commutation produit par le moteur de démarrage. Ledit dispositif peut cumuler une force d'inertie dirigée vers l'avant dans un système de rotation de vilebrequin dans les courses d'échappement et d'aspiration, ce qui permet l'utilisation de la force d'inertie et de la force de rotation du moteur de démarrage pour que le piston se mette en course de compression et la fabrication à faible coût d'un moteur de démarrage compact.
PCT/JP1999/006902 1998-12-09 1999-12-09 Dispositif de demarrage pour moteurs a combustion interne et dispositif de commande de demarrage WO2000034649A1 (fr)

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EP99959719A EP1055816A4 (fr) 1998-12-09 1999-12-09 Dispositif de demarrage pour moteurs a combustion interne et dispositif de commande de demarrage
JP2000587073A JP4230116B2 (ja) 1998-12-09 1999-12-09 内燃機関の始動装置および始動制御装置

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JP2018527502A (ja) * 2015-08-03 2018-09-20 ピアッジオ・アンド・シー．・エス．ピー．エー．Ｐｉａｇｇｉｏ ＆ Ｃ． Ｓ．Ｐ．Ａ． 始動および停止システムにおける内燃エンジンの再始動を管理するプロセス
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ID27890A (id) 2001-05-03
CN1294658A (zh) 2001-05-09
JP4230116B2 (ja) 2009-02-25
EP1055816A1 (fr) 2000-11-29
TW432167B (en) 2001-05-01
EP1055816A4 (fr) 2007-01-10
CN1126866C (zh) 2003-11-05

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