WO2001038728A1

WO2001038728A1 - Starter, start control device, and crank angle detector of internal combustion engine

Info

Publication number: WO2001038728A1
Application number: PCT/JP2000/008241
Authority: WO
Inventors: Mitsunori Inaba; Yutaka Nozue; Hidekazu Uchiyama
Original assignee: Mitsuba Corporation
Priority date: 1999-11-24
Filing date: 2000-11-22
Publication date: 2001-05-31
Also published as: EP1233175B1; CN1279279C; TW479106B; CN1413291A; EP1233175A1; EP1233175A4

Abstract

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

Description

Description Startup device for internal combustion engine, start control device for internal combustion engine, and crank angle detection device for internal combustion engine

The present invention relates to an internal combustion engine starter and an internal combustion engine start controller that start an internal combustion engine applied to a motorcycle or an automobile. Further, the present invention relates to a crank angle detecting device for an internal combustion engine applied to a motorcycle or an automobile. Background art

In order to start the engine (internal combustion engine), the crankshaft must be rotated by external force until the required rotation is maintained in order to inhale, compress and explode the fuel mixture. However, a starter using a battery as a driving source, that is, a star is used.

There are two types of conventional star and sunset types, in which the rotation of the motor is transmitted to the rotation of the crankshaft via a reduction mechanism, and a type in which the motor is directly connected to the crankshaft. In the type that rotates the crankshaft through the speed reduction mechanism, the pinion engages with a ring gear provided on the outer periphery of the engine flywheel, and the pinion moves back and forth along the motor shaft. When starting, the pinion gear meshes with the ring gear and is decelerated to transmit the torque to the crankshaft. After the start is completed, the meshing is released and returns to the original position.

Usually, when the engine is stopped, the crankshaft coasts. Later, after the engine's compression load in the compression stroke acts as a brake and the rotation stops once, it is often returned slightly in the opposite direction by the reaction due to compression and stops near the bottom dead center of the compression stroke. Therefore, when starting the engine, the crankshaft often starts to rotate from a position near the bottom dead center of the compression stroke.

However, when cranking to start the crankshaft by rotating it from this position, the compression load is applied to the crankshaft immediately after the start of rotation, so that the rotation speed of the crankshaft hardly increases, and At the position where the reaction force at the time becomes the maximum, the current near the time of the lock will flow during the night. Therefore, the torque generated at this time crosses the top dead center with almost the same torque as the lock torque.Therefore, the star motor needs to have a capacity that can generate a torque that exceeds this crossing torque. is there.

In particular, when an ACG motor that is directly connected to a crankshaft without a reduction mechanism is used as a star motor, a large lock torque must be generated, and a large and expensive motor must be used. There is a problem that must be. In addition, when a magnet is used as a magnetic field, a strong magnetic field is required, which increases the rotational resistance when operating as an ACG, which leads to a reduction in fuel consumption and a decrease in engine output. The internal combustion engine) obtains output by rotating the crankshaft through a series of steps of intake, compression, ignition, explosion, and exhaust of a mixture of fuel, and controls ignition timing and valve opening timing, or For monitoring the engine speed, a reference signal is required. In many engines, a pulsar signal is obtained by a signal generating means including an iron protrusion called a reluctor and a pulsar coil, and is used as a reference signal. In such an engine, a relaxed evening is formed at a predetermined position of a rotating body that rotates together with the crankshaft, such as a flywheel or a star evening sun. On the other hand, a pulsar coil is provided on the stay side, and the reluctor is arranged so as to pass in the vicinity thereof. When the retractor passes near the pulsar coil with the rotation of the crankshaft, an electrical signal is generated in the pulsar coil due to the approach and separation, and a pulsar signal is output.

In this case, since the pulsar signal is always output at a predetermined crank angle, the pulsar signal is used as an ignition reference signal to control the ignition timing. In addition, the reluctor is generally configured such that one is formed on a rotating body, and in this case, a pulsar signal is output once per crankshaft rotation. Therefore, the engine speed can be calculated based on the interval between the pulsar signals, and various processes such as fuel injection amount control are executed using the calculated value.

By the way, in recent years, as engines have become more sophisticated, their control forms have become more complicated, and it has become necessary to monitor fluctuations in the number of revolutions during one revolution of the crankshaft, and to perform fine control accordingly. Therefore, the number of the reluctors has been increased, and pulsar signals have been output at finer angular intervals, thereby realizing high-performance control.

However, when the number of reluctors is increased in this way, the number of processing steps increases accordingly, and there is a problem that the cost increases as the number of reluctors is increased and precise control is performed.

An object of the present invention is to realize more efficient engine start control by recognizing an absolute angle of a crankshaft of an engine. Another object of the present invention is to provide a crank angle detecting device capable of accurately recognizing an absolute angle of a crank shaft of an engine without increasing the number of reluctors. The above and other objects and novel features of the present invention will become apparent from the description of the present specification and the accompanying drawings.

Disclosure of the invention

A starting device for an internal combustion engine according to the present invention obtains an absolute angle of a crankshaft based on a star motor connected to a crankshaft of the internal combustion engine, an ignition reference signal in the internal combustion engine, and a rotation pulse signal. Control means for controlling the star-night mode based on the absolute angle.

Further, 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, an ignition reference signal in the internal combustion engine, and a commutation position pulse signal of the star motor. Control means for acquiring an absolute angle of the crankshaft based on the absolute angle, and controlling the star-shaft mode based on the absolute angle.

In the present invention, the absolute angle of the crankshaft is obtained by using the existing signals such as the ignition reference signal and the commutation position pulse signal, and the star and the motor are controlled based on this. Therefore, accurate starting control using the absolute angle of the crankshaft is possible without additionally providing a crank angle sensor and the like, and efficient engine starting can be realized.

In this case, the control means may start the internal combustion engine by energizing the crankshaft once to reverse rotation once to a predetermined crank position based on the absolute angle and then energizing forward rotation. As a result, the timing of the reverse rotation of the crankshaft to the normal rotation can be accurately controlled, and efficient inertial start control can be performed by lean engine start control.

At this time, the forward rotation energization may be performed by detecting that the crankshaft has reached a predetermined crank angle position. The detection may be performed by detecting that the shaft has started to rotate forward.

Further, when the internal combustion engine is a two-stroke engine, a relaxation or pulse coil for generating a second reference signal may be provided in addition to the ignition reference signal.

In addition, the control means stops idling when waiting for a traffic light or the like, and restarts the engine when the vehicle starts. At the time of the restart after the internal combustion engine is stopped during the STOP & GO operation, at least the internal combustion engine has a predetermined The absolute angle is recognized from the time when the rotation speed becomes equal to or less than the rotation speed.When the internal combustion engine is restarted, the crank shaft is once reversely energized to a predetermined crank position and then forwardly energized based on the absolute angle after stopping. Thus, the internal combustion engine may be started.

Further, when the internal combustion engine stops after jumping over the compression stroke, the control means moves the crankshaft to a predetermined crank position based on the absolute angle acquired before the stop of the internal combustion engine at the next start. It is also possible to start the internal combustion engine by energizing the engine in the reverse direction and then energizing the engine in the forward direction.

Further, the control means may preliminarily rotate the crankshaft to a position on the forward rotation side from the ignition reference signal generating position before the reverse rotation, whereby the ignition is always performed when the crankshaft rotates reversely. The reference signal generation position can be passed, and the ignition reference signal can be reliably obtained.

In addition, the control means may adjust the ^ reverse energization end position and the forward rotation start position of the crankshaft based on at least one of the battery voltage and the engine temperature. However, finer start control can be performed based on the state of the battery and the engine, and the start time can be reduced.

On the other hand, the internal combustion engine start control device of the present invention What is claimed is: 1. A start control device for an internal combustion engine for controlling the driving of a star motor connected to a shaft, comprising: a ignition reference signal obtaining means for obtaining an ignition reference signal in the internal combustion engine; and a commutation of the star motor. Commutation position pulse signal acquisition means for acquiring a position pulse signal; absolute angle calculation means for calculating an absolute angle of the crankshaft based on the ignition reference signal and the commutation position pulse signal; Motor control instruction means for controlling the star control based on an absolute angle.

In the control device of the present invention, the absolute angle of the crankshaft is obtained using the existing signals such as the ignition reference signal and the commutation position pulse signal, and the star control is performed based on the absolute angle. Accurate start control using the absolute angle of the crankshaft is possible without additionally providing a crank angle sensor or the like, and efficient engine start can be realized. In this case, the motor control instruction means is based on the absolute angle. After the crankshaft has been reverse-energized to a predetermined crank position once to detect that the crankshaft has reached a predetermined crankangle position, or after detecting that the crankshaft has started to rotate forward. The forward rotation may be performed.

In addition, the start control device further includes a battery voltage detection unit that detects a battery voltage, and an engine temperature detection unit that detects an engine temperature. The motor control instruction unit includes at least one of the battery voltage and the engine temperature. And the absolute angle may be controlled based on the absolute angle, thereby enabling more fine-grained start control based on the state of the battery and the engine, and shortening the start time. Can be achieved.

Note that forward rotation here refers to the normal rotation direction of the engine, and reverse rotation. Means a rotation direction opposite to the normal rotation direction.

The crank angle detection device for an internal combustion engine according to the present invention is a crank angle detection device for an internal combustion engine that is started by a brushless star motor connected to a crank shaft, and is formed on a rotating body provided on the crank shaft. A reference signal generating means which is arranged close to the rotating body and generates an electric signal at a predetermined crank angle with the passage of the relaxation time; and the starter motor with the rotation of the starter motor. A commutation position signal generating means for generating a control commutation position signal; an angle pulse forming means for forming an angle pulse having a predetermined period based on the commutation position signal; A crank angle calculating means for calculating an absolute angle of the crankshaft based on a signal and the angle pulse. are doing.

According to the present invention, the absolute angle of the crankshaft can be calculated based on the electric signal from the reference signal generating means and the angle pulse formed from the commutation position signal. For this reason, the current crank angle can be grasped without adding a reluctor or attaching a crank angle sensor, and it becomes possible to execute high-accuracy engine control based on the crank angle. Therefore, it is possible to respond to the control of a high-performance engine without increasing costs due to an increase in the number of processing steps and the number of parts. In this case, as the reference signal generating means, a signal that outputs an ignition reference signal for determining the ignition timing of the internal combustion engine may be used, whereby an existing signal can be used, and cost increases. Suppression can be achieved.

The commutation position signal generating means outputs a pulse signal having a plurality of phases, and the angle pulse forming means generates an angle pulse signal having a predetermined period based on a change in the pulse signals of the plurality of phases. The angle calculating means includes the step of calculating the angle pattern from the time of inputting the electric signal from the reference signal generating means. Alternatively, the absolute angle of the crankshaft may be calculated by counting the number of screws. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a cross-sectional view showing a configuration of a night and night mode to which an engine starting device according to a first embodiment of the present invention is applied.

FIG. 2 is a front view of FIG. 1 from which the housing and cover of the star and sun are omitted.

FIG. 3 is a block diagram showing the configuration of the control system for the star and night modes of FIG.

FIG. 4 is an explanatory diagram showing the configuration of the functional means relating to the start control in the CPU applied to the control of the night and night mode of FIG.

FIGS. 5A and 5B are charts showing an engine start operation according to the first embodiment of the present invention, wherein FIG. 5A shows a start load in each stroke, FIG. 5B shows a start energy, and FIG. 5C shows a piston position during the start operation. (D) shows the pulse signal from the commutation position detection sensor, and (e) shows the camshaft signal. FIG. 6 is a flowchart showing a procedure of engine start control according to Embodiment 1 of the present invention.

FIG. 7 is a flowchart showing a procedure of engine start control according to Embodiment 1 of the present invention.

FIG. 8 is an explanatory diagram showing the relationship between the commutation position pulse signal and the ignition reference signal.

FIG. 9 is a chart showing an engine start operation according to Embodiment 2 of the present invention, where (a) is a start load in each stroke, (b) is a start energy, and (c) is a piston in the start operation. (D) shows the pulse signal from the commutation position detection sensor, and (e) shows the camshaft signal. FIG. 10 shows a procedure of engine start control according to Embodiment 2 of the present invention. It is a flowchart showing the above.

FIG. 11 is a flowchart showing a procedure of a preliminary forward rotation process according to the second embodiment of the present invention.

FIG. 12 is a table showing an example of a control pattern in the start control device of the present invention.

FIG. 13 is an explanatory diagram showing the configuration of functional means relating to crank angle detection processing in the CPU.

FIG. 14 is an explanatory diagram showing the relationship between the commutation position detection sensor signal and the angle pulse formed from the commutation position detection sensor signal and the ignition reference signal.

FIG. 15 is an explanatory diagram showing the relationship between the commutation position detection sensor signal, the angle pulse, and the ignition reference signal when the interval between the angle pulses is 60 °.

FIG. 16 is an explanatory diagram showing the relationship between the commutation position detection sensor signal, the angle pulse, and the ignition reference signal when the interval between the angle pulses is about 10 °.

Figure 17 shows that (a) shows the case where the angular pulse is divided into 5 ° intervals, (b) shows the case where the angular pulse is divided into 15 ° intervals, and (c) shows the case where the angular pulse interval is This is an explanation showing a case where the adjustment is made in consideration of the CPU load. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)

FIG. 1 is a cross-sectional view illustrating a configuration of a star motor to which an engine starting device according to a first embodiment of the present invention is applied, and FIG. 2 is a view in which a housing and a cover of a star motor of FIG. 1 are omitted. Front view, Fig. 3 FIG. 3 is a block diagram showing a configuration of a control system for one night.

The star motor shown in Fig. 1 (hereinafter abbreviated as motor) 10 is directly connected to a four-stroke engine for a motorcycle, and has a stator 12 fixed to an engine case 11 of the engine. And a rotor (rotating body) 14 connected to the crankshaft 13 of the engine.

The rotor 14 includes a yoke 15 formed of a bottomed short cylindrical shape using a magnetic material such as iron, and a cylindrical boss is provided on the inner surface of the bottom wall of the yoke 15. The part 16 is concentrically and integrally protruded. The boss portion 16 and the crankshaft 13 are tapered to each other by wedge operation and fastened by the set nut 17 so that the rotor 14 is integrally rotated with the crankshaft 13. Fixed so that On the inner peripheral surface of the yoke 15, a plurality of permanent magnets 18 for constituting field magnetic poles are arranged and fixed in the circumferential direction so that adjacent permanent magnets 18 have different polarities. I have.

The stator 12 of the motor 10 includes 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 disposed outside the stator 12 in the housing 20 so as to surround the outer periphery of the stator 12. The rotor 14 is driven by the crankshaft 13 to rotate the stator 12. It is designed to rotate around. ;

The core 19 is formed by laminating a large number of thin plates made of a magnetic material made of iron and is integrated, and includes a core body 22 formed in a donut shape. A plurality of salient poles 23 are radially provided on the outer periphery of the core body 22. On each salient pole 23, stator coil 24 is wound in a three-phase connection winding The stator coil 24 is connected to a motor driver 31 through a terminal (not shown) by a lead wire and a wire assembly (neither is shown). That is, the motor 10 is configured as a brushless motor driven by the motor driver 31.

In the motor 10, a plurality of (for example, three) commutation position detection sensors (means for generating a commutation position signal) 25 are provided in the cover 26, and the sensor magnet 42 It is configured to detect the rotational position of the rotor 14 in response to magnetism. The output of the commutation position detection sensor 25 is supplied to the motor driver 31 via a CPU (start control device) 32 described later, and the motor driver 31 receives the detection signal from the commutation position detection sensor 25. An energization signal corresponding to the signal is generated, and a current based on the energization signal is supplied to the stator coil 24 to sequentially excite the stator coil 24. When the stator coils 24 are sequentially excited, a rotating magnetic field is formed by the stator coils 24. This rotating magnetic field acts on the permanent magnet 18, which rotates the rotor 14, and transmits the rotating force of the rotor 14 to the crankshaft 13 via the boss 16 of the yoke 15. And the engine is started. Further, one reluctor 40 is provided on the outer periphery of the rotor 14 so as to protrude. A pulsar coil (reference signal generating means) 41 is provided on the housing 20 side so as to face the reluctor 40. Then, each time the crankshaft 13 makes one revolution, the reluctor 40 passes once near the pulsar coil 41, and an electric signal is generated in the pulsar coil 41 each time. Therefore, this electric signal is generated when the crankshaft 13 comes to a predetermined angle, and in the engine concerned: This signal output here is used as an ignition reference signal for controlling the ignition timing. That is, the reluctor 40 passes through the pulsar coil 41 immediately before the end of the compression stroke (before the top dead center), where the ignition reference signal is obtained. For a four-stroke engine, the crankshaft 1 3 per stroke Since the motor rotates twice, this ignition reference signal is also generated immediately before the end of the exhaust stroke.

On the other hand, the motor 10 is driven by the motor driver 31 under the control of the CPU (control means) 32, as shown in FIG. The CPU 32 includes a commutation position detection sensor 25, a pulsar coil 41 that generates an ignition reference signal based on the operation of the crankshaft 13, an engine switch 3 4 and an ignition switch 3. 9 is connected. In addition, an ignition coil 35 for engine ignition is connected to the CPU 32 via an ignition unit 36. Furthermore, a ROM 37 storing various control programs related to the motor driver driving logic engine control and the like and a RAM 38 storing data from various sensors are connected. Then, based on the detection values and signals of various sensors such as the commutation position detection sensor 25 and the pulsar coil 41, a control signal is transmitted to the motor driver 31 and the ignition unit 36, etc. And engine ignition control and the like. 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.

Further, the CPU 32 is provided with the following functional means. FIG. 4 is an explanatory diagram showing the configuration of functional means relating to start control in the CPU 32. The CPU 32 acquires ignition reference signal acquiring means 51 for acquiring the ignition reference signal of the engine from the pulsar coil 41, and acquires the commutation position pulse signal of the motor 10 from the commutation position detection sensor 25. A commutation position pulse signal acquisition means 52; an absolute angle calculation means 53 for calculating an absolute angle of the crankshaft 13 based on the ignition reference signal and the commutation position pulse signal, as described later; and an absolute angle A motor control instruction means 54 for controlling the motor 10 based on the absolute angle of the crankshaft 13 calculated by the calculating means 53 is provided. Further, the CPU 32 further includes a battery voltage detecting means 55 for detecting the voltage of the vehicle-mounted battery, and an engine temperature detecting means 56 for detecting the temperature of the engine based on a cooling water temperature or the like.

FIG. 5 is a diagram showing the starting principle when the starting device of the present invention is applied to a four-stroke cycle engine, where (a) is the starting load in each stroke, (b) is the starting energy, and (c) is the starting energy. The piston position during the starting operation, (d) shows the pulse signal from the commutation position detection sensor, and (e) shows the ignition reference signal.

In this engine, both the intake stroke in which the air-fuel mixture is sucked into the cylinder by lowering the piston from the top dead center with the intake valve opened and the exhaust valve closed, and both the intake valve and the exhaust valve The air-fuel mixture is ignited just before the compression stroke where the air-fuel mixture is compressed in the closed state and shortly before the top dead center where the compression stroke ends, and the combustion is performed in the state where the intake and exhaust valves are closed. The piston has a work stroke in which the piston is depressed by the high-pressure gas generated by the combustion, that is, an explosion stroke, and an exhaust stroke in which the gas expanded with the intake valve closed and the exhaust valve opened is discharged to the outside. One cycle is composed of two rotations of three, that is, four strokes.

When starting the motor 10 by rotating it with the engine stopped, as shown in (a), depending on the stroke position of the engine when starting, Will be different. That is, in the exhaust stroke and the suction stroke, the piston moves up and down with either the intake valve or the exhaust valve being open, and the load for rotating the crankshaft 13 is relatively small. On the other hand, in order to start the engine in the compression stroke, the piston is lifted with the intake valve and the exhaust valve closed, and the rotational load on the crankshaft 13 increases, and the value increases. It reaches its maximum just before the dead center.

As mentioned above, when the engine is stopped, the piston normally moves during the compression stroke. It often stops near the bottom dead center. In the conventional starter, the engine is started from this position, and at the time of start, the energy shown by the dashed line in Fig. 5 is applied to the crankshaft 13 to overcome the load in the compression stroke. Need to be supplied by

In the starter of the present invention, when the engine is started from a state where the engine is stopped at the stop position Pa in the normal stop range shown in FIG. Elapse the intake and exhaust strokes and reverse the crankshaft 13 to within the explosion stroke. In this reverse rotation process, the piston moves in the direction opposite to the direction indicated by the arrow in the uppermost column of Fig. 5, and at the position of the suction stroke, the piston moves toward the top dead center, and the exhaust If it is in the stroke position, it will move toward the bottom dead center, and if it is in the explosion stroke position, it will move toward the top dead center.

Therefore, in the explosion stroke due to this reversal, the gas remaining in the combustion chamber is compressed while the intake valve and the exhaust valve are closed, and the combustion chamber is rotated forward by the compression reaction. Energy is stored. The two-dot chain line in Fig. 5 (b) indicates the stored gas compression energy. When starting the engine, not only when the piston is within the normal stop range P, but also when the piston is stopped at the intake stroke and exhaust stroke positions, the engine is stopped from that position. When starting the motor, the reverse rotation operation can be performed in the same manner as described above.

After the crankshaft 13 reverses to the reverse 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, etc. The energy of the compression reaction released and the rotational energy added by the motor 10 are added.

In Fig. 5 (b), the change in the motor energy applied to the crankshaft 13 due to the forward rotation of the motor 10 is indicated by a solid line, and the change in the inertial energy stored in the rotating system is indicated by the dashed line. At the beginning of normal rotation, inertia energy is rapidly increased in the rotating system due to the compression reaction due to the release of gas energy accumulated by compression. Further, the rotating system rotates the rotating system from the explosion stroke to the compression stroke due to the rotational force of the motor 10. , The inertial energy will gradually increase. Therefore, in the compression stroke, the energy of the synthesis of the inertial energy stored in the rotating system and the energy of the motor 10 is applied to the crankshaft 13 as indicated by the thick solid line. . In other words, the crankshaft 13 is driven by the inertia energy released during the reduction of the rotational speed and consumed in the compression stroke, and the rotational torque of the motor 10, and the maximum riding torque T is determined by the inertia torque. The sum of the maximum value T i of the released energy and the maximum value Tm of the motor torque will overcome the load of the first compression stroke.

FIGS. 6 and 7 are flowcharts showing the procedure of the engine start control according to the present invention. Here, the CPU 32 first enters the routine by turning off the identification switch 39 in step S1, and proceeds to step S2 to determine whether the star switch 34 has been turned ON. I do. Then, when the starter switch 34 is turned ON, the process proceeds to step S3, and the engine is once reversed. That is, in FIG. 5, the engine is reversed from the stop position Pa toward the explosion stroke side.

Next, in step S4, it is determined whether or not the ignition reference signal has been output while the engine is rotating in the reverse direction. In this case, the ignition reference signal is output once each time the crankshaft 13 makes one rotation as described above. Therefore, when the engine is reversed from the stop position Pa in FIG. As shown in), the ignition reference signal is output even when the vehicle enters the exhaust stroke from the intake stroke. When the ignition reference signal is obtained in step S4, the process proceeds to step S5, in which the absolute position of the piston, that is, the absolute angle of the crankshaft is recognized and corrected.

Here, in the motor 10, a commutation position pulse signal is acquired as shown in FIG. 5 for the rotation control. FIG. 8 is an explanatory diagram showing the relationship between the commutation position pulse signal and the ignition reference signal. As shown in FIG. 8, in the mode 10, three-phase commutation sensor signals U, V, W are output from three commutation position detection sensors 25 installed equally. Then, by capturing the rising time of each signal, a commutation position pulse signal having a predetermined period is formed. In this case, since the ignition reference signal is output when the reluctor 40 passes in front of the pulsar coil 41, the obtained crank angle is always constant (before top dead center). Also, a commutation position pulse signal is obtained at a predetermined crank angle interval. Therefore, after counting the number of commutation position pulse signals after the ignition reference signal is obtained, the rotation angle from a certain predetermined crank angle can be determined, and the current crank angle can be accurately grasped. It is possible to do.

After grasping the absolute angle of the crankshaft in this manner, the process proceeds to step S6, and it is determined whether or not the piston has reached the middle position of the explosion stroke while monitoring the crank angle. Then, when it is recognized that the explosion stroke intermediate position has been reached, the process proceeds to step S7, and the reverse rotation energization is stopped. On the other hand, when the explosion stroke intermediate position has not been reached, the process proceeds to step S8, where the piston is moved. It is determined whether or not the compressor is in the reverse compression state. That is, it is determined whether or not a compression load is received before the explosion stroke intermediate position during the reverse rotation of the crankshaft. In this case, the determination of the reverse compression state in step S8 is based on the change in the crank angle. It is performed by obtaining. That is, first, the period of the commutation position pulse signal is detected, and the value obtained this time is compared with the value obtained last time. If the difference is equal to or greater than a predetermined value, it is determined that the amount of change in the crank angle is reduced by the piston receiving the compression force, and it is determined that a reverse compression state has been achieved. Note that the speed may be calculated from the cycle and compared with the value, or the acceleration may be calculated therefrom and the change may be compared with a predetermined value. However, the pseudo acceleration change determination based on the above-described cycle has an advantage that the load on the CPU 32 can be reduced.

When the reverse compression state is detected in step S8, the process proceeds to step S7, and the reverse rotation energization is stopped. On the other hand, if the reverse compression is not detected, the process proceeds to step S9, and it is determined whether or not a preset maximum reverse rotation time has elapsed. Then, if the maximum reverse rotation time has elapsed, the process proceeds to step S7 to stop the reverse rotation energization, while if the maximum reverse rotation time has not elapsed, the process returns to step S6 and the above-described procedure is repeated.

When the reverse rotation energization is stopped in step S7 in this way, the crankshaft 13 rotates by inertia, and is then switched to the forward rotation drive. In the control according to the present invention, this switching is performed as follows: (1) whether the crankshaft has reversed to the reverse rotation allowable position (before compression top dead center), (2) whether the crankshaft has already started normal rotation, or (3) whether a predetermined time has elapsed since the power supply was stopped. Judgment from the three conditions of absolute angle and movement-time.

Therefore, since the absolute angle of the crankshaft has already been recognized in step S5, it is first determined in step S10 whether the crank angle has reached the maximum position where reverse rotation is permitted (reverse rotation allowable position). . Then, when the reverse rotation allowable position (Qa in FIG. 5 (c)) is reached, the process proceeds to step S11, where the crankshaft 13 is rotated forward to start a normal starting operation.

The reverse rotation allowable position is determined by the engine temperature (water temperature, air temperature, unit (Temperature or motor temperature, etc.) ゃ It is also possible to adjust appropriately according to the battery voltage state. In other words, by checking the engine temperature / battery voltage, the reverse rotation allowable position is set so as to generate the optimum riding torque, and starting in the shortest time is possible according to the state at that time. When the battery voltage is high or the engine temperature is high and the engine is easy to start, such as when restarting immediately after stopping the engine, the engine is returned to the exhaust stroke and normal rotation is started from there. If the battery voltage is slightly low or the engine is not warmed up, return to the explosion stroke and rotate forward. In addition, when the voltage is low or the engine temperature is low, the engine rotates forward by using the compression reaction force of the explosion stroke. Furthermore, when the voltage is lower and the engine temperature is even lower, the engine is rotated forward to use the reaction force of the compression stroke, then reverse, and then start by applying the reaction force of the explosion stroke. In addition, under conditions where it is expected that the engine cannot be started even if these operations are performed, the starting operation itself will not be performed, and the driver will be notified of this by a warning lamp or the like.

On the other hand, if it is recognized in step S10 that the crankshaft 13 has not reached the reverse rotation allowable position, the process proceeds to step S12, and it is determined whether the crankshaft 13 is already in the normal rotation state. That is, it is determined whether or not the rotation is returned by the compressive force before the rotation reaches the reverse rotation allowable position and the normal rotation is not started. Then, if normal rotation has begun, the process proceeds to step S11, and the normal rotation operation is started immediately.

If the normal rotation is not detected in step S12, the process proceeds to step S13, and it is determined whether or not a predetermined energization stop time (for example, Ί0 O ms) has elapsed. That is, a predetermined maximum value is set for the inertial rotation time after the reverse rotation, and when the time has elapsed, the process proceeds to step S11 even before reaching the forward rotation allowable position to perform the normal rotation. Start. If the power interruption time has not elapsed, the process returns to step S10, and the above procedure is repeated. Will be returned.

As described above, in the starting control according to the present invention, the crank angle can be accurately determined using the ignition reference signal and the commutation position pulse signal. Control of reverse rotation → forward rotation can be reliably performed based on the angle. Further, since the maximum values are set for the reverse rotation energizing time and the energizing stop time, it is possible to prevent a start time lag longer than a predetermined time due to the reverse rotation at the time of starting.

On the other hand, when the engine stops, if the piston stops not near the bottom dead center of the compression stroke but near the bottom dead center of the exhaust stroke, for example, as indicated by Pb in Fig. 5 (c), ignition occurs The reference signal cannot be obtained. That is, if the ignition reference signal cannot be obtained in step S4, the control based on the absolute angle as described above cannot be performed. In such a case, as described above, there is not much, but it cannot be said that there is no end. In this case, the control device determines the normal rotation timing by the above-described pseudo acceleration change determination. If not, the process proceeds to step S14 in FIG. 7, and it is determined whether or not it is in the reverse compression state as in step S8. When the reverse rotation compression is detected, the process proceeds to step S15, and the reverse rotation energization is stopped. On the other hand, if it is not in the reverse compression state, the process proceeds to step S16, and it is determined whether or not a preset maximum reverse rotation time has elapsed. Then, if the maximum reverse rotation time has elapsed, the process proceeds to step S15 to stop the reverse rotation energization, whereas if the maximum reverse rotation time has not elapsed, the process returns to step S4 and the above-described procedure is repeated.

When the reverse rotation energization is stopped in step S15, the crankshaft 13 rotates by inertia. Then, the process proceeds to step S17, and it is determined whether the crankshaft 13 is already in the normal rotation state. That is, The piston is returned by the compression force, and it is determined whether or not the crankshaft 13 has started to rotate forward. If the crankshaft 13 has started to rotate forward, the process proceeds to step S18 to start the normal rotation operation immediately.

If the normal rotation is not detected in step S17, the process proceeds to step S19, and it is determined whether a predetermined energization stop time has elapsed. Then, when the energization stop time has elapsed, the process proceeds to step S18 to start the normal rotation even before the normal rotation is detected. If the energization stop time has not elapsed, the process returns to step S17, and the above-described procedure is repeated. Then, the motor 10 starts normal rotation by these operations. In this case, since the crankshaft 13 rotates at a low load in the exhaust stroke and the suction stroke, the motor 10 reaches the maximum rotational speed close to the no-load rotational speed before the piston enters the compression stroke. Reach. Therefore, 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 enters the compression stroke. I do.

Therefore, as shown in FIG. 4B, the crankshaft 13 is rotated by the combined energy (solid line) which is the sum of the inertial energy (dashed line) and the motor energy (solid line) during the compression stroke. In addition, as shown in FIG. 4 (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 case of a conventional motor in which the compression stroke load is passed over by one energy application.

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. And, at a predetermined timing, Flying the spark with coil 35 will start the engine.

As described above, in the present invention, the motor 10 returns the piston to the explosion stroke side once before starting the engine, and starts the engine from there. Therefore, the inertia energy of the crankshaft 13 can be increased before the first stroke of the compression stroke. In other words, by setting the run-up section of the crankshaft 13 and using the energy stored during that time, it is possible to get over the first compression stroke with a smaller motor torque than before. Therefore, the size and cost of the motor can be reduced, and the power consumption of the motor can be reduced.

Furthermore, when returning the piston to the side of the explosion stroke, the absolute position of the piston (absolute angle of the crankshaft) is grasped using the ignition reference signal and the commutation position pulse signal, and based on that, the reverse rotation of the motor is performed. Controls stop and normal rotation evening. Therefore, the reverse rotation → forward rotation can be accurately controlled by the existing sensors without using other sensors such as a cam angle sensor and a crank angle sensor. Also, the timing of the reverse rotation of the crankshaft to the normal rotation of the crankshaft can be accurately controlled based on the absolute angle, and more efficient inertial start control can be performed.

In addition, when the engine starts over the compression stroke due to such a starting operation and the ignition is started, and then the engine stalls, the reverse / forward operation of the motor 10 at the next start is controlled based on the acquired absolute angle. As a result, efficient starting can be performed while avoiding useless movement of the motor 10. In addition, when restarting from an engine stop during so-called STOP & GO operation, in which idling is stopped at the time of waiting for a traffic light and the engine is started at the time of departure, the absolute angle must be set at least from the point when the engine speed drops below the specified speed. When restarting the engine, Performs reverse rotation and forward rotation based on the angle to ensure efficient starting.

In addition, it is also possible to control the starter and receiver by obtaining the absolute angle from the ignition reference signal and the rotation pulse including the commutation pulse of the star and the direct crank rotation signal and the ignition reference signal.

(Embodiment 2)

Next, as a second embodiment, a description will be given of a control mode in which a preliminary forward rotation operation is performed prior to the reverse rotation operation at the time of starting in the first embodiment so as to reliably obtain an ignition reference signal.

Here, in the control mode of the first embodiment, when the piston stops at the position Pb in FIG. 5 as described above, the ignition reference signal is not obtained and the rotation is reversed by the pseudo acceleration change determination as shown in FIG. → The forward switching timing has been set. However, even if it stops at the position of Pb, if it passes through the output position of the ignition reference signal even once, the ignition reference signal is obtained and the control by the absolute angle of the crankshaft becomes possible. Therefore, in the present embodiment, before the reverse rotation operation in the first embodiment, preliminary forward rotation is performed with a driving force that does not exceed the compression stroke, and the piston is once rotated normally in the suction stroke or compression stroke direction. The reverse rotation operation is performed after that, and the ignition reference signal is always output regardless of the position of the piston.

FIGS. 9A and 9B are diagrams showing the starting principle according to the second embodiment. FIG. 9A shows the starting load in each stroke, FIG. 9B shows the starting energy, FIG. 9C shows the piston position during the starting operation, and FIG. The pulse signal from the flow position detection sensor, and (e) shows the ignition reference signal. FIG. 10 is a flowchart showing the control procedure.

As shown in FIG. 10, in the present embodiment, the CPU 32 first turns on the ignition switch 39 in step S20. The routine proceeds to step S21, where it is determined whether or not the star switch 34 has been turned ON. When the star switch 34 is turned on, the process proceeds to step S22, and a preliminary forward rotation process for temporarily rotating the engine forward is executed. FIG. 11 is a flowchart showing the procedure of the preliminary forward rotation processing subroutine.

In this normal rotation process, the engine is preliminarily rotated forward from the stop position Pa or Pb in FIG. 5 toward the compression stroke, and the timing of reverse rotation switching is determined by the pseudo acceleration change determination described above. . That is, first, in step S41, the motor 10 is preliminarily rotated forward. In this case, the forward rotation operation is sufficient if the piston has enough driving force to move from the vicinity of the bottom dead center of the exhaust stroke to the vicinity of the bottom dead center of the compression stroke. Rotates at low power.

Next, proceeding to step S42, it is determined whether or not the piston is in a forward rotation compression state. That is, it is determined whether or not the piston enters a compression stroke and receives a compression load by the crankshaft preliminary forward rotation. The determination of the normal rotation compression state in step S42 is performed by the above-described pseudo acceleration change determination.

When the normal rotation compression state is detected in step S42, the process proceeds to step S43 to stop the normal rotation energization. On the other hand, when normal rotation compression is not detected, the process proceeds to step S44, and it is determined whether or not a preset maximum preliminary normal rotation time has elapsed. If the maximum preliminary forward rotation time has elapsed, the process proceeds to step S43 to stop the forward rotation energization, whereas if the maximum preliminary forward rotation time has not elapsed, the process returns to step S42 to repeat the above-described procedure. When the reverse rotation energization is stopped in step S43 in this way, the routine exits from the routine in FIG. 11 and proceeds to step S23 in FIG. 10 to execute the reverse rotation operation. Thus, the crankshaft 13 is reversed, and an ignition reference signal is obtained in step S24. In this case, reverse in step S23 At the start of the rolling operation, the piston is present in the compression stroke or near the bottom dead center of the suction stroke. Be sure to pass the location. Ie

However, even if the piston stops at a position such as Pb, the piston moves to the compression stroke side once, so that it always passes through the ignition reference signal generation position. Therefore, the ignition reference signal can be reliably obtained in step S24, and thereafter, the crank angle can be reliably grasped from the ignition reference signal and the commutation position pulse signal.

Therefore, after obtaining the ignition reference signal, the process proceeds to step S25, and the absolute position of the piston, that is, the absolute angle of the crankshaft is recognized and corrected. Then, based on this absolute angle, control of reverse rotation-forward rotation is performed in steps S26 to S33. Note that the control in steps S26 to S33 is the same as that in steps S6 to S13 in the first embodiment, and a detailed description thereof will be omitted.

As described above, in the present embodiment, since the preliminary forward operation is performed once before the reverse operation, the ignition reference signal generation position is always passed during the reverse operation, so that it is ensured. By acquiring the ignition reference signal, it is possible to perform control that accurately recognizes the absolute angle of the crankshaft.

When the vehicle stops closer to the explosion stroke than the ignition reference signal generation position as in Pb, the ignition reference signal is obtained twice, and any one of them can be used to perform absolute angle control. At this time, when the reference signal is obtained, the preliminary forward rotation may be stopped immediately at that point, and the operation may be shifted to the reverse rotation.

(Embodiment 3)

Furthermore, a case where the present invention is applied to a two-stroke engine will be described as a third embodiment. In the motor 10, the ignition reference Since the signal is output once each time the crankshaft 13 makes one revolution, in the case of a two-stroke engine with one revolution and one ignition, there is no reference signal in the approach section of inertial start and there is no reference signal as described above. Such control cannot be performed.

Therefore, in a two-stroke engine, in addition to the ignition reference signal, a second reluctor is added so as to generate a signal during an inertial start running period, and a reference signal for crank angle recognition (second reference signal) ) Can realize the control mode according to the present invention. In this case, if the additional reactor is installed at the position where the reference signal is output during the bottom dead center from the scavenging stroke where the intake air-fuel mixture is not in the cylinder, the engine will be used even if ignition is performed by this signal. There is no effect on the combustion behavior of the fuel.

In addition, a reluctor may be additionally installed at a position other than the above, but in that case, it is necessary to perform a process of prohibiting ignition with the output reference signal. In the case where a plurality of reluctors are arranged in order to perform ignition control more precisely, the control may be performed based on signals from these reluctors. On the other hand, a pulsar coil may be added instead of the reluctor. That is, in addition to the pulsar coil 41 in Fig. 1, a second pulsar coil is installed at the position of its non-compression stroke (about BTD C 90 ° to 270.), and two reference signals per crankshaft revolution. May be output.

The same two pulsar coils may be used, but in this case, the ignition operation is also performed by the signal of the additional pulsar coil, similarly to the regular pulsar coil 41. Ignition near the bottom dead center of the explosion stroke is not harmful to the engine combustion operation, but the ignition energy is wasted. Further, the bottom dead center side may be determined based on the recognition result of the absolute position. Therefore, the polarity (order of voltage change) of the additional pulsar coil may be reversed from that of the regular pulsar coil 41 so that the two signals have different forms, and the CPU 32 may determine it. As a result, other than the regular ignition position It is possible to suppress ignition at the time of ignition, thereby preventing ignition harmful to the combustion operation and reducing waste of energy.

(Embodiment 4)

Next, as Embodiment 4, a star motor used in an engine (internal combustion engine) to which the crank angle detection device is applied will be described. The same members and portions as in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

The configuration of the fourth embodiment is almost the same as that of FIGS. 1 to 3, and therefore the description of FIGS. 1 to 3 is omitted.

The CPU 32 is provided with the following functional means. FIG. 13 is an explanatory diagram showing the configuration of functional means relating to crank angle detection processing in CPU 32. The CPU 32 calculates the absolute angle of the crankshaft based on the ignition reference signal and the angle pulse, and obtains ignition reference signal acquisition means 51 for acquiring the engine ignition reference signal from the pulsar coil 41, and commutation. Angle pulse forming means 152 for obtaining a commutation position detection sensor signal (commutation position signal) for motor 10 control from the position detection sensor 25 and forming an angle pulse described later; Crank angle calculating means 15 3 for calculating the absolute angle of the crankshaft 13 based on the angle pulse, and the motor 10 based on the absolute angle of the crankshaft 13 calculated by the crank angle calculating means 15 3 And motor control instruction means 154 for controlling the motor.

On the other hand, in the motor 10, a commutation position detection sensor signal is acquired as shown in FIG. 14 for the rotation control. FIG. 14 is an explanatory diagram showing the relationship between the commutation position detection sensor signal and the angle pulse formed from the commutation position detection sensor signal and the ignition reference signal.

As shown in Fig. 14, in motor 10, three commutation position detection sensor signals U, V, and W are output from three commutation position detection sensors 25 installed at equal intervals. Is output. Then, by capturing the time when each signal changes, an angle pulse having a predetermined period is formed. Figure 14 shows how angular pulses at 20 ° intervals are formed based on the rising edges of the three-phase commutation position detection sensor signals U, V, and W.

Here, since the ignition reference signal is output when the reluctor 40 passes in front of the pulsar coil 41, the obtained crank angle is always constant (before top dead center). That is, the crank angle ø at which the ignition reference signal is output. Is always constant. The angle pulse is also formed at a constant crank angle interval (20 ° in FIG. 14). Therefore, the ignition reference signal is the crank angle θ. After obtaining in, count how many angle pulses are input, and the crank angle θ. The rotation angle can be known from the current crank angle.

Therefore, the crank angle can be grasped by one reactor without increasing the number of the reluctors 40, and the same control as when a plurality of reluctors are provided can be executed by one reluctor. It is possible to reduce the number of man-hours required for the expansion of the reactor and reduce costs. Also, without using other sensors such as a cam angle sensor and a crank angle sensor, the crank angle can be accurately grasped by existing sensors and the cost can be suppressed.

Then, based on the absolute angle of the crank angle detected in this way, the CPU 32 controls not only the ignition timing of the engine but also various engine controls such as engine start control, fuel injection timing control, and fuel injection amount control. Is executed based on various control programs stored in the ROM 37.As can be seen from FIG. 14, the crank angle detection accuracy can be changed as appropriate by changing the cycle of the angle pulse. . Figures 15 and 16 show that the interval between angle pulses is 60 ° and about 10 °, respectively. FIG. 4 is an explanatory diagram showing a relationship between an angle pulse and an ignition reference signal in a case where the ignition pulse is applied.

In Fig. 15, only one phase (U phase) of the commutation position detection sensor signal is used, and an angle pulse is formed from its rise, and the interval is longer than that in Fig. 14. ing. For this reason, in the case of FIG. 15, the crank angle detection accuracy itself is lower than in the case of FIG. 14. The load on the CPU 32 is reduced correspondingly, and less strict control is required. This is effective for controlling general-purpose engines.

On the other hand, in the case of Fig. 16, an angle pulse is formed using both the rising and falling edges of the three-phase signal from the commutation position detection sensor 25, and the interval between them is that of Fig. 14. It is shorter than it is. Therefore, the detection accuracy of the crank angle can be increased as compared with the case of FIG. 14, and it is suitable for an engine that requires higher performance and strict control.

FIG. 16 shows a case where a unipolar detection type Hall IC is used as the commutation position detection sensor 25. In this case, in the unipolar detection type Hall IC, the Hi duty ratio is It is larger than 50%. For this reason, if an angle pulse is formed using both a rising edge and a falling edge, narrow and wide pulse intervals are generated alternately. In such a case, it is possible to detect the crank angle at an evenly-period period by using the moving average of the even period (for example, two periods) as the period measurement of the angle pulse. However, if a bipolar detection type Hall IC is used as the commutation position detection sensor 25, it is possible to reduce the deviation of the duty as described above.

Furthermore, the commutation position detection sensor signal can be appropriately processed by the angle pulse forming means 52 of the CPU 32 to optimize the angle pulse. Fig. 17 (a) shows that the angle pulse physically obtained at the changing point of the commutation position detection sensor signal is frequency-divided to improve the control accuracy. This is an example in which an angle pulse is formed in a place where there is no signal.

In FIG. 17 (a), an angle pulse formed at 10 ° intervals is divided by using both the rising edge and the falling edge to form an angle pulse at 5 ° intervals. This makes it possible to form an angular pulse at a position that does not exist in the initial angular pulse at 10 ° intervals, without changing the number of commutation position detection sensors 25, without changing the circuit or software. It is possible to further increase the detection accuracy.

On the other hand, it is also possible to perform such frequency division processing every other pulse and form angle pulses at 15 ° intervals as shown in FIG. 17 (b). Angle pulses can be formed at positions that do not exist in the angle pulses at 0 ° intervals.

In addition, when the interval (cycle) of the angle pulse becomes short in the high engine speed range and exceeds the processing capacity of the CPU 32, as shown in Fig. 17 (c), the physical The angle pulse formed can be adjusted to an appropriate pulse interval by a circuit or software. If the rotation speed exceeds a predetermined value, it is possible to switch to control using only one phase of the commutation position detection sensor signal.

The present invention is not limited to the above embodiment, and it goes without saying that various changes can be made without departing from the spirit of the invention.

For example, in the above-described first to third embodiments, an example has been described in which an engine for a motorcycle is used, but the present invention is also applicable to an engine for a four-wheeled vehicle. Further, the present invention can be applied not only to a single cylinder but also to an engine having a plurality of cylinders. In addition, in the embodiment described above, the motor directly connected to the crankshaft of the engine has been described as an example. However, not only the motor directly connected, but also a motor of the type that drives the crankshaft via gears. Applicable. Also, the type of motor is not limited to the auta rotor type as described above. Is also applicable.

Further, the present invention can be applied to a field control motor having a control magnetic pole made of a magnetic material as a field pole of the motor, or a so-called hybrid motor in which permanent magnets and the control magnetic poles are alternately arranged.

In addition, in the above-described embodiment, the “reverse rotation—forward rotation” or “forward rotation—reverse rotation” → forward rotation of the motor is executed after 〇N of the starter switch 34, but these are stopped. When the ignition switch is ON and when the status switch is N, the timing at which the switch is executed can be selected as appropriate. FIG. 12 is a table showing the control patterns, and the X mark indicates that no operation is performed.

Further, for example, in Embodiment 4 described above, a case where a reluctor is formed on the motor rotor is described. However, the position where the reluctor is formed is not limited to this, and the rotor is separately provided on the crankshaft. Or a flywheel or the like. Further, in the above-described embodiment, the description has been made by taking a motorcycle engine as an example. However, the present invention can be applied to a four-wheel vehicle engine. Further, the present invention is applicable not only to a single cylinder but also to an engine having a plurality of cylinders. In addition, the case where the present invention is applied to a four-stroke engine has been described. However, the present invention is applicable not only to a four-stroke engine but also to a two-stroke engine.

In the start control device for an internal combustion engine of the present invention, the absolute angle of the crankshaft is obtained based on the ignition reference signal and the commutation position pulse signal, and the motor is controlled based on the absolute angle. Because of this, the existing reference signals such as the ignition reference signal and the commutation position pulse signal can be used to control the night and night. Therefore, accurate starting control based on the absolute angle of the crankshaft is possible without separately providing a crank angle sensor and the like, and efficient engine starting can be realized. Also, after once reversing the crankshaft based on the absolute angle, By starting the internal combustion engine by rotating the engine forward, it is possible to accurately control the reverse-forward rotation of the crankshaft. Accordingly, lean engine start control can be performed without waste, and inertia start control can be performed more efficiently.

Furthermore, the crankshaft may be preliminarily rotated forward before the reverse rotation, whereby the ignition reference signal generation position can always be passed during the reverse rotation of the crankshaft, and the ignition reference signal can be reliably obtained. It becomes possible.

In addition, the reverse rotation amount of the crankshaft may be adjusted based on at least one of the battery voltage and the engine temperature, so that appropriate starting control can be performed based on the battery and the engine state. However, the starting time can be reduced.

On the other hand, in the internal combustion engine start control device of the present invention, the ignition reference signal obtaining means and the commutation position pulse signal obtaining means, and the absolute angle of the crankshaft are calculated based on the ignition reference signal and the commutation position pulse signal. Angle calculating means for controlling the start and stop of the motor based on the absolute angle. The absolute angle of the crankshaft is obtained, and based on this, the night and night modes can be controlled. Therefore, accurate start control based on the absolute angle of the crankshaft is possible without separately providing a crank angle sensor and the like, and efficient engine start can be realized.

The start control device further includes a battery voltage detecting means and an engine temperature detecting means, and the motor control instructing means controls the star and the sun based on at least one of the battery voltage and the engine temperature and the absolute angle. This makes it possible to perform appropriate start control based on the state of the battery and the engine, thereby shortening the start time. It becomes possible.

Further, in the crank angle detection device of the present invention, since the absolute angle of the crankshaft can be detected by using the electric signal from the pulsar coil and the commutation position detection sensor signal, it is possible to increase the number of reluctors and increase the crank angle sensor. It is possible to determine the absolute angle of the crankshaft without having to install any additional parts. Therefore, it is possible to execute engine control based on the crank angle without increasing the number of processing steps and the number of parts, and it is possible to cope with the control of a high-performance engine without increasing costs.

In addition, by detecting the absolute angle of the crankshaft using the reference pulse and the commutation pulse of the ACG star, precise precision can be achieved without the need for additional reluctors (other than for ignition reference) or additional crank angle sensors. Ignition time control, EFI control, and start control can be performed. Industrial applicability

As described above, the present invention is useful for an internal combustion engine starting device and an internal combustion engine start control device for starting an internal combustion engine applied to a motorcycle or an automobile according to the present invention. Or, it is useful for a crank angle detecting device of an internal combustion engine applied to an automobile or the like.

Claims

The scope of the claims

1. A star motor connected to a crankshaft of an internal combustion engine; an ignition reference signal in the internal combustion engine; and an absolute angle of a crankshaft obtained based on a rotation pulse signal. And control means for controlling a motor.

2. Obtain the absolute angle of the crankshaft based on the motor connected to the crankshaft of the internal combustion engine, the ignition reference signal in the internal combustion engine, and the commutation position pulse signal of the star motor. And a control unit for controlling the star motor based on the absolute angle.

3. The starting device for an internal combustion engine according to claim 1 or 2, wherein the control means applies a reverse rotation to the crankshaft once to a predetermined crank position based on the absolute angle, and then applies a forward rotation to the internal combustion engine. An internal combustion engine starting device for starting an engine.

4. The starting apparatus for an internal combustion engine according to claim 3, wherein the forward rotation energization is performed by detecting that the crankshaft has reached a predetermined crank angle position.

5. The starting device for an internal combustion engine according to claim 3, wherein the forward rotation energization is performed by detecting that the crankshaft starts rotating forward.

6. The starting device for an internal combustion engine according to any one of claims 1 to 5, wherein the internal combustion engine is a two-stroke engine, and a reluctor that generates a second reference signal in addition to the ignition reference signal. Alternatively, a starting device for an internal combustion engine, comprising a pulsar coil.

7. The starting device for an internal combustion engine according to any one of claims 1 to 6, wherein the control means includes: at least a restart of the internal combustion engine during a STOP & GO operation; The absolute angle is recognized from the time when the rotation speed becomes equal to or less than a predetermined rotation speed.When the internal combustion engine is restarted, the crankshaft is once reversely energized to a predetermined crank position and then forwardly energized based on the absolute angle after stopping. And starting the internal combustion engine as described above.

8. The starting device for an internal combustion engine according to any one of claims 1 to 7, wherein the control unit is configured to stop when the internal combustion engine stops over a compression stroke. A starting device for an internal combustion engine, comprising: applying a reverse rotation to the crankshaft once to a predetermined crank position and then applying a normal rotation to start the internal combustion engine based on the absolute angle acquired before the internal combustion engine is stopped.

9. The starting device for an internal combustion engine according to any one of claims 1 to 8, wherein the control unit is configured to, prior to the reverse rotation, position the crankshaft on a forward rotation side from a ignition reference signal generation position. A starting device for an internal combustion engine, characterized in that it is pre-rotated.

10. The starting device for an internal combustion engine according to any one of claims 1 to 9, wherein the control means includes at least one of a battery voltage and an engine temperature. A starting device for an internal combustion engine, wherein the reverse rotation energizing end position and the normal rotation start position of the crankshaft are adjusted based on one of them.

1 1. A start control device for an internal combustion engine that controls the driving of a star motor connected to a crankshaft of the internal combustion engine,

An ignition reference signal obtaining means for obtaining an ignition reference signal in the internal combustion engine;

A commutation position pulse signal acquiring means for acquiring a commutation position pulse signal of the starter motor;

Absolute angle calculating means for calculating an absolute angle of the crankshaft based on the ignition reference signal and the commutation position pulse signal;

Starting control of the internal combustion engine, comprising: a motor control instructing means for controlling the motor speed based on the calculated absolute angle.

12. The start control device for an internal combustion engine according to claim 11, wherein the motor control instructing means temporarily reversely energizes the crankshaft to a predetermined crank position based on the absolute angle, and the crankshaft is located at a predetermined position. A start control device for an internal combustion engine, which performs forward rotation energization after detecting that a predetermined crank angle position has been reached.

13. The start control device for an internal combustion engine according to claim 11 or 12, wherein the motor control instruction means is configured to temporarily reversely energize the crankshaft to a predetermined crank position based on the absolute angle, and A start control device for an internal combustion engine, which performs forward rotation energization after detecting that the shaft has started to rotate forward.

14. The start control device for an internal combustion engine according to any one of claims 11 to 13, wherein the start control device includes a battery voltage detection unit that detects a battery voltage, and an engine that detects an engine temperature. Temperature control means, wherein the motor control instructing means controls the motor mode based on at least one of the battery voltage and the engine temperature and the absolute angle. Engine start control.

15. A crank angle detecting device for an internal combustion engine, which is started by a brushless star connected to a crank shaft,

A reluctor formed on a rotating body provided on the crankshaft; a reference signal generating means arranged in proximity to the rotating body and generating an electric signal at a predetermined crank angle as the reluctor passes;

A commutation position signal generating means for generating a commutation position signal for controlling the star and evening motor with the rotation of the star and evening motor;

Angle pulse forming means for forming an angle pulse having a predetermined period based on the commutation position signal;

Crank angle calculating means for calculating an absolute angle of the crankshaft based on the electric signal from the reference signal generating means and the angle pulse.

16. The internal combustion engine crank angle detection device according to claim 15, wherein the reference signal generating means outputs an ignition reference signal for determining an ignition timing of the internal combustion engine. Engine crank angle detector.

17. The crank angle detection device for an internal combustion engine according to claim 15 or 16, The commutation position signal generating means outputs a pulse signal having a plurality of phases, and the angle pulse forming means generates an angle pulse signal having a predetermined cycle based on a change in the pulse signals of the plurality of phases.

The crank angle calculating means calculates the absolute angle of the crank shaft by counting the angle pulse from the time of input of the electric signal from the reference signal generating means, and detects the crank angle of the internal combustion engine. apparatus.