WO2002027182A1 - Demarreur de moteur - Google Patents

Demarreur de moteur Download PDF

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Publication number
WO2002027182A1
WO2002027182A1 PCT/JP2001/008519 JP0108519W WO0227182A1 WO 2002027182 A1 WO2002027182 A1 WO 2002027182A1 JP 0108519 W JP0108519 W JP 0108519W WO 0227182 A1 WO0227182 A1 WO 0227182A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft
engine
stroke
rotation speed
sensor
Prior art date
Application number
PCT/JP2001/008519
Other languages
English (en)
Japanese (ja)
Inventor
Mitsunori Inaba
Kimio Yukimori
Yoshihiro Kaneko
Yutaka Nozue
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 AU2001292289A priority Critical patent/AU2001292289A1/en
Priority to EP01972569A priority patent/EP1321667A4/fr
Priority to JP2002530526A priority patent/JPWO2002027182A1/ja
Publication of WO2002027182A1 publication Critical patent/WO2002027182A1/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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2017—Output circuits, e.g. for controlling currents in command coils using means for creating a boost current or using reference switching
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/04—Reverse rotation of the engine

Definitions

  • the present invention relates to:
  • the starter since the piston position at the time of starting the engine is not constant, it is possible to start from a state where it stops at the position immediately before the compression stroke, and it is also possible to reliably start even in cold conditions where viscous resistance etc. is large. It is conceivable to increase the output of the motor to make it possible to start the motor immediately, but there is a problem that the motor becomes larger.
  • the crankshaft For this purpose, for example, it is possible to determine the position of the crankshaft by using the ignition timing reference position signal of the ignition timing sensor which is indispensable for engine ignition control. In this way, it is necessary to provide an expensive and complicated encoder. Disappears.
  • a reluctor is provided on the crankshaft side (such as a flywheel) for detecting a predetermined angular position before the top dead center by a magnetic sensor.
  • Positive and negative pulses generated when the passage of the reluctor is detected by the magnetic sensor are generated in the exhaust stroke and the compression stroke. The period of this pulse can be detected, for example, based on the preceding negative waveform.
  • a main object of the present invention is to make it possible to reliably perform a suitable pendulum starting operation, if necessary, so that reliable starting can be performed at all times. It is to provide a starting device.
  • a second object of the present invention is to provide a starting device that can start an engine quickly with minimum power consumption.
  • a third object of the present invention is to provide a starting device capable of simplifying a crankshaft angular position sensor used in such a starting device and minimizing the cost of the device.
  • a fourth object of the present invention is to provide a starting device suitable for adopting an idle stop structure that requires frequent restarts.
  • a fifth object of the present invention is to provide a starting device suitable for using an electric motor also serving as a generator.
  • such a purpose is achieved by driving the crankshaft in a reverse direction at least under a predetermined condition by an electric motor connected to the crankshaft of the engine to be started, and finally rotating the crankshaft forward.
  • An engine starting device configured to crank in a direction, a motor connected to a crankshaft, a sensor for detecting an angular position of the crankshaft, and energizing the motor based on an output signal of the sensor.
  • a controller that controls the crankshaft angle when the engine is stopped, wherein the stored crankshaft angle is closer to the compression stroke than a predetermined position. Is able to crank in the forward direction with a sufficient approaching distance, and finally drives forward without driving in the reverse direction. More it is achieved to provide an engine starting device according to claim and.
  • the motor since the motor may have a relatively low rated output, the motor should be adapted as a generator. Can be. If desired, a brushless motor may be used as the electric motor, and it may be used as the AC generator.
  • crankshaft angle when the engine is stopped is useful in optimizing the restart control.
  • the crankshaft angle can be detected by various methods, it is desirable that the crankshaft angle can be detected by a low-cost sensor.
  • the crankshaft angular position sensor includes an ignition timing sensor that generates a pair of pulses before and after a predetermined angle interval, and compares a time interval between these two pulses with a time interval of a preceding pulse pair.
  • an ignition timing sensor there is a pulser type ignition timing sensor using a general reluctor.
  • the compression stroke is performed using the cycle of the pulse width of the pulse for detecting the ignition timing reference position, the time until the top dead center in the compression stroke is extremely delayed (
  • the cycle can be detected by focusing on the section. For example, in a four-stroke engine, the difference in pulse width cycle from the pulse detected in the exhaust stroke by the ignition timing sensor is clearly distinguished. It is possible to prevent erroneous detection due to the influence of sudden acceleration / deceleration that changes in one rotation cycle or illegal ignition.
  • the crankshaft angle position sensor includes: an ignition timing sensor that generates an ignition timing reference pulse; and an angle signal sensor that generates a pulse at a predetermined angle with higher resolution. It is also possible to detect a cycle of a predetermined number of the angle signal pulses after a predetermined number of the angle signal pulses are detected, and determine the position of the crankshaft based on a change in the cycle.
  • the angle signal sensor can be composed of a sensor using gear teeth having a simple structure as a reluctor, and the motor is a brushless motor, and is composed of a commutation signal sensor.
  • the ignition timing sensor generates a pulse representing one absolute angular position for each revolution of the crankshaft
  • the angle signal sensor generates a pulse representing a relative angle change having high resolution. Therefore, by combining these, it is possible to know the absolute angle of the crankshaft with high resolution.
  • the cycle of the angle signal pulse is extended, so that the stroke position can be determined. Further, the point in time when the cycle of the pulse output of the angle signal sensor shifts from the increase to the decrease can be determined to correspond to the top dead center between the compression and expansion strokes.
  • crankshaft angle position sensor includes a suitably adapted angle signal sensor that generates a plurality of pulses per predetermined rotation of the crankshaft at a predetermined angle except for at least one unequal portion. If the position of the crankshaft is determined based on the pulse output of the signal sensor, the absolute angle of the crankshaft can be known with a high resolution by a single sensor.
  • the controller is adapted to control the rotation speed at which the electric motor reverses the crankshaft so that the crankshaft does not get over TDC from the expansion stroke side during the reverse rotation
  • a large compression repulsion force can be obtained by controlling the rotation speed so that it does not get over the top dead center from the expansion stroke side and stop as close as possible to the top dead center.
  • a large assisting force can be obtained when driving the vehicle, and a large approach distance can be obtained.
  • miniaturization and power saving of the motor can be improved.
  • the rotation speed control can be performed such that the rotation speed at which the electric motor reversely rotates the crankshaft during the reverse rotation does not exceed a predetermined upper limit value.
  • the rotational speed upper limit value is defined as EP 0, wherein the sum of the maximum compression energy of the engine piston and the friction loss energy of the engine up to the maximum compression is EP 0, Assuming that the inertia moment of the entire crank system of the engine is I, it is better to be less than (2 EP 0 / I) 1/2.
  • suitable speed control can be performed.
  • the rotational speed upper limit value changes based on at least one of the battery voltage and the engine temperature.
  • a forced reversing position is provided near the top dead center of the expansion stroke, and when it is detected that the crankshaft has reached the forced reversing position, the crankshaft is forcibly rotated forward. It is good to drive in the reverse direction.
  • the reverse drive may be stopped and the crankshaft may be forcibly driven forward.
  • a rotation speed detection position is provided in the middle of the expansion stroke, and the rotation speed when the crankshaft reaches the rotation speed detection position is equal to or higher than a predetermined rotation speed upper limit value. Is detected, the crankshaft can be forcibly driven to reverse in the normal rotation direction. According to this method, the configuration of the control circuit can be simplified.
  • a reverse drive stop position is provided in the middle of the expansion stroke, and the reverse drive is stopped when the crankshaft reverses the expansion stroke and reaches the reverse drive stop position. If the crankshaft is forcibly driven in the forward direction when it is detected that the rotation has been reversed in the forward direction due to the prevailing compression pressure, wasteful power consumption of the motor can be effectively reduced. And smooth operation becomes possible.
  • FIG. 1 is a schematic configuration diagram of an engine starting device to which the present invention is applied.
  • FIG. 2 is a fragmentary longitudinal sectional view of an engine starting device to which the present invention is applied.
  • FIG. 3 is an end view of a partially broken main part taken along line III-III of FIG.
  • FIG. 4 is a schematic circuit configuration diagram of an engine starting device to which the present invention is applied.
  • FIG. 5 is a time chart for explaining an embodiment of a start control with preliminary forward drive of a four-cycle engine to which the present invention is applied.
  • FIG. 6 is a time chart showing the commutation signal of an electric motor (brushless motor).
  • FIG. 7 is an explanatory view showing a stroke change corresponding to the control procedure in FIG.
  • Fig. 8 is a time chart corresponding to the control procedure in Fig. 5.
  • FIG. 9 is an explanatory diagram showing an embodiment of a control procedure at the time of reverse rotation driving according to the present invention.
  • FIG. 10 is an explanatory diagram showing another embodiment of the control procedure at the time of reverse rotation drive according to the present invention.
  • FIG. 11 is an explanatory view showing still another embodiment of the control procedure at the time of reverse rotation drive according to the present invention.
  • FIG. 12 is an explanatory diagram showing still another embodiment of the control procedure at the time of reverse rotation drive according to the present invention.
  • FIG. 13 is an explanatory diagram showing still another embodiment of the control procedure at the time of reverse rotation drive according to the present invention.
  • FIG. 14 is a time chart for explaining an embodiment of start control without preliminary forward drive of a four-cycle engine to which the present invention is applied.
  • FIG. 15 is an explanatory diagram showing a stroke change corresponding to the control procedure in FIG.
  • Fig. 16 is a time chart corresponding to the control procedure in Fig. 14.
  • FIG. 17 is a time chart showing several embodiments of the compression stroke determination procedure according to the present invention.
  • FIG. 18 is an explanatory view showing a simplified electric motor provided with a plurality of reluctors.
  • FIG. 19 is a time chart showing a control procedure based on the pulse train obtained from the motor shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is a schematic configuration diagram of an engine starting device to which the present invention is applied.
  • the electric motor (generator) 1 of the present starting device is provided directly coaxially with the crankshaft 2 of the four-stroke engine ENG, and performs cranking at the time of starting. It is used as a generator while the engine is running.
  • the controller ECU that controls the electric motor 1 and the engine ENG is configured to receive the signals of the identification switch IG and the star switch ST.
  • An ignition signal P and a fuel injection signal F are output from the controller ECU to the engine ENG.
  • the electric motor 1 has a flat bottomed cylindrical rotor rotor 3 coaxially fixed to a crankshaft 2 of an engine ENG and also serving as a flywheel.
  • a predetermined number of arc-shaped magnets 4 are fixed to the inner peripheral surface of the portion so that the N and S poles are alternately placed K in the circumferential direction.
  • the motor 1 further has an inverter station 5 coaxially arranged to cooperate with the key station 3.
  • the inner stay 5 is the same number of steps as the magnet 4 and is provided inside the peripheral wall of the inlet 3 so as to face the magnetic pole of the magnet 4 and radially with respect to the crankshaft 2. It has an overnight core 7 and a stay coil 6 wound around each stay core, and is fixed to an end surface of the engine ENG by screwing with a fixed port 11.
  • each of the coils 6 includes a motor driver 14 for driving the motor 1 in response to a motor control signal from the CPU in the controller ECU. Connected to the moving element.
  • the AC G star has a three-phase brushless motor structure, and the motor dryino 14 has two FETs for high-low drive for each of U, V, and W phases. The middle part of the high and low FETs is connected to the coils 6 of each phase.
  • a reluctor 8 made of a magnetic material is fixed to the outer peripheral surface of the peripheral wall portion of the agitator.
  • the pulsar (magnetic detection coil) 9 is the outer peripheral surface of the peripheral wall of the rotor 3 It is fixed to the end face of the engine ENG via the bracket 10 by the mounting port 12 so as to face the vehicle.
  • the pulsar 9 forms an ignition timing sensor in cooperation with the reluctor 8 by detecting a magnetic change caused by the passage of the reluctor 8.
  • Three Hall elements 13 constituting a commutation position detection sensor are disposed inside the inner steering unit 5 of the motor 1.
  • An annular sensor magnet 15 as an object to be detected is attached to the outer rotor 3 on the outer peripheral surface of the projecting end of the boss projecting toward the engine body.
  • Each of the Hall elements 13 is fixed at an appropriate position of the inner steering unit 5 via a positioning case in order to detect a change in the magnetic pole position of the sensor magnet 15. As shown in FIG. 3, three Hall elements 13 are arranged at predetermined regular angular pitches in the circumferential direction corresponding to the U ⁇ V′W phase.
  • the controller ECU monitors the engine temperature TE ⁇ the battery voltage BT. According to the detected values, for example, based on a table stored in advance in R ⁇ M, the control can be changed to perform an efficient and appropriate preliminary operation.
  • the engine temperature TE is determined by the temperature of the engine, such as the temperature of the cooling water in a water-cooled engine, the ambient temperature in the engine room, the temperature of the motor (generator) 1, and the temperature of the controller ECU when installed in the engine room. What is necessary is just to give an index of the temperature of that part.
  • the Hall element 13 has the rising (L ⁇ H) Z falling of the U ⁇ V ⁇ W phase as shown in FIG. (H ⁇ L) timing, and changes in rotation angle are determined in units of 10 degrees based on the commutation position signal from the Hall element 13 based on the combination of these phase states. be able to.
  • the number of combinations is six, the same combination is repeated every 60 degrees, and the relative angles are themselves. Degree change can be detected, but absolute angle cannot be determined.
  • this engine ENG is a four-stroke engine, as shown in FIG. 7, the compression, expansion, exhaust, and intake strokes are performed while the crankshaft rotates twice, that is, 720 degrees.
  • the pulsar 9 is positioned slightly before the top dead center between the compression and expansion strokes (0 1) and slightly before the top dead center between the exhaust and intake strokes (0 2), that is, 3 At a position 0 degrees away, detect the passage of Relax Evening 8.
  • 01 is called an ignition timing reference position
  • 02 is called an angle calculation reference position.
  • the pulsar 9 since the reluctor 8 has a predetermined width, the pulsar 9 generates pulses of opposite polarities with each other as it passes through the leading edge and the trailing edge of the reluctor 8, thereby causing the position of the reluctor 8 to be changed. To generate a signal corresponding to.
  • the pulsar 9 can determine the absolute angular position of the reductor 8, but can detect only one point in 360 degrees by itself, and whether it is in the compression stroke or the exhaust stroke. Cannot be distinguished.
  • crankshaft When the engine ENG is stopped, the crankshaft is expected to be in the exhaust or intake stroke, but its position cannot usually be specified. Therefore, if it is attempted to start the engine suitably by driving the crankshaft reversely before the final forward rotation start operation (pendulum start operation), how much the crankshaft should be driven in reverse rotation I can't judge. That is, depending on the position of the crankshaft at the time of starting, even if the crankshaft is driven reversely, the crankshaft is not fully reversed due to the compression resistance at the time of reversing the expansion stroke, and a sufficient approach distance, that is, a sufficient pendulum action is accompanied. It is conceivable that the final forward drive cannot be performed, or that the top dead center is exceeded from the side of the expansion stroke.
  • the crankshaft prior to the pendulum starting operation, is driven forward (preliminary forward drive) as necessary, within a range not exceeding the top dead center of the compression / expansion stroke.
  • the pendulum starting operation is performed after securing a sufficient approach distance for the reverse rotation drive.
  • this starting device first turn on the ignition switch IG. The power is more supplied to the device, and then the starter switch ST is turned on to energize the electric motor 1 and crank the engine.
  • the controller ECU intermittently drives the motor 1 in the forward direction to execute the first preliminary forward drive. I do.
  • the power-on time t1 during this intermittent drive may be, for example, about 5 Oms. This operation is automatically performed during a series of operations of turning on the starter switch ST after the driver turns on the identification switch IG.
  • the compression stroke of the four-cycle engine is rotated to just before the top dead center as shown by the arrow A in FIGS. 7 and 8.
  • the rotation speed can be calculated from the commutation position signal, that is, the count of the rotation angle, so if it is determined that the rotation speed has stopped in the intermittent drive off state, the piston will die It can be determined that the piston pressure has risen to near the point and the piston pressure has stopped, and the piston pressure has stopped due to the compression pressure. At that point, the normal rotation drive is stopped.
  • the crankshaft 2 can be rotated until the top dead center cannot be exceeded (torque that can overcome the compression repulsion cannot be generated). This is because the rotation can be performed until the angle substantially matches the predetermined angle (01).
  • the electric motor 1 is driven in the reverse direction when the switch ST is turned on (arrow B in FIGS. 7 and 8).
  • the passage (angle calculation reference position S 2) of the reluctor 8 is detected by the pulser 9 even in the exhaust stroke. appear.
  • the rotation angle is counted again from the angle calculation reference position 02, and when the predetermined angle ⁇ is counted, the driving of the motor 1 in the reverse direction is stopped.
  • the position further reversed by an angle ⁇ from ⁇ 2 is referred to as a reverse rotation stop position 3. Even after the motor 1 stops driving in the reverse direction, the crankshaft moves backward a certain distance due to the inertial force.
  • the compression repulsive force caused by the increase in the compression pressure when the expansion stroke is reversed causes an assist force in the forward drive direction, and together with a sufficient approach section in the forward direction, the rotation speed of the electric motor 1 is increased.
  • a torque is generated from the side of the compression stroke at the time of normal rotation to easily overcome the top dead center, so that the output of the motor of the starting device can be reduced.
  • FIG. 9 shows a case where the motor is driven in the reverse direction at the time of starting.
  • the crankshaft 2 is driven in the reverse direction by the electric motor 1 in response to the signal of the starter switch ST, and at room temperature, the rotation speed of the crankshaft 2 gradually increases until reaching the expansion stroke as shown by the solid line in the figure. , And decrease when entering the expansion stroke.
  • the degree position of the crankshaft 2 reaches the rotation speed detection position 6> d (BTDC 600 degrees) provided in the middle of the expansion stroke (near the starting point of the compression pressure rise), stop supplying power to the motor 1. .
  • the crankshaft 2 which is a feature of the present invention a rotation speed below the top dead center from the expansion stroke side, the rotation speed after the upper limit rotation speed NH is monitored, for example, and a predetermined rotation speed is monitored. If necessary, turn on all of the FETs on one side of the mouth of the dryino 14 so that the deceleration is equal to or greater than the deceleration. Power (regeneration) braking may be applied.
  • the constant speed control is performed so that the rotation speed is not exceeded.
  • the rotation speed detection position reaches 0 d
  • energization of the motor 1 is stopped as described above. I do. In this manner, when the friction loss is extremely small, it is possible to prevent the rotational speed from being too high and exceeding the top dead center of the expansion stroke.
  • EPO maximum compression energy
  • the rotation speed of the crankshaft 2 is controlled so that the upper limit rotation speed NH is less than (2EP 0ZI) 1/2.
  • the rotation speed of the crankshaft 2 is controlled so that the lower limit rotation speed NL is equal to or greater than 1/4 X (2EP0ZI ". In this way, the rotation speed control can be designed rationally.
  • the upper limit rotation speed NH can be changed based on at least one of the battery voltage and the engine temperature. For example, as shown in Fig. 1, a detection signal of the engine temperature (cooling water temperature, Z temperature of the electric motor 1, Z controller ECU temperature, etc.) is input to the controller ECU, and when the engine temperature is high as shown in Fig. 10, Has low friction loss, so the upper limit rotation speed If the engine temperature is low, increase the upper limit rotation speed (NH 2) because the friction loss is high.
  • the set value is not binary, and may be appropriately set between the low upper limit rotation speed NH1 and the high upper limit rotation speed NH2 according to the temperature.
  • the reversal position H at which the crankshaft 2 switches from reverse rotation to normal rotation can be set to a substantially constant position regardless of the engine temperature, as shown in FIG. A sufficient compression repulsion can be obtained.
  • the parameter is not limited to the engine temperature, but may be a battery voltage. In this case, if the battery voltage is low, the upper limit rotation speed may be set higher, and if the battery voltage is higher, the upper limit rotation speed may be set lower. Further, the setting may be made according to both the detection results of the engine temperature and the battery voltage.
  • a forced reversal position 0 h is provided near the top dead center of the expansion stroke, and the crankshaft 2 is moved to the forced reversal position ⁇ h.
  • the crankshaft 2 is forcibly driven to reverse in the normal rotation direction.
  • the crankshaft 2 is forcibly driven to reverse in the normal rotation direction.
  • a rotational speed detection position 0 s is provided in the middle of the expansion stroke (at the same position as 0 d in each of the above-described examples). ), And when it is detected that the rotation speed of the crankshaft 2 when it reaches the rotation speed detection position 0 s is equal to or higher than the rotation speed upper limit value Nmax, the crankshaft 2 is forcibly fixed.
  • the control shifts to the reverse driving in the reverse direction. Specifically, as in the above examples, the reverse rotation is normally stopped at the rotational speed detection position ss as indicated by the two-dot chain line in the figure, and the reverse rotation is increased by the increase in the compression repulsive force against the inertial force.
  • the crankshaft 2 is driven to rotate in the reverse direction, and the compression is started by the crankshaft 2 reversely moving in the expansion stroke.
  • the power supply to the electric motor 1 is stopped, and then the motor 1 continues to rotate in the reverse direction due to the inertia force and the compression pressure rises, so that the motor 1 reverses in the normal direction.
  • the motor 1 is driven forward to forcibly reverse the crankshaft in the forward direction.
  • the crankshaft inertia force balances with the compression force caused by reversing the expansion stroke and the crankshaft stops and reverses, and the normal rotation is driven for the first time, the normal rotation immediately after the reverse rotation is performed. Power consumption can be reduced compared to
  • FIGS. 14 to 16 show an embodiment of the start control without preliminary forward drive of the four-stroke engine to which the present invention is applied.
  • power is supplied to the device by turning on the switch IG, and then the motor 1 is turned on by turning on the switch ST. Being able to crank the engine.
  • the electric motor 1 is driven in the reverse direction by turning on the switching switch ST (arrow B in FIGS. 15 and 16).
  • the passage of the reluctor 8 (the angle calculation reference position 02) is detected by the pulser 9 even in the exhaust stroke. appear.
  • the rotation angle is counted again from the angle calculation reference position 02, and when the predetermined angle ⁇ is counted, the driving of the electric motor 1 in the reverse direction is stopped.
  • the position further reversed by an angle ⁇ from this 02 is referred to as a reverse rotation stop position 03.
  • the crankshaft continues to rotate backward by a certain rotation angle due to the inertial force, but eventually the compression repulsive force that rises as it reverses the expansion stroke becomes dominant and stops. .
  • This position is referred to as a normal rotation inversion position 04.
  • the crankshaft 2 reaches the normal rotation reverse position 04, the motor 1 is driven in the normal rotation direction (arrow C in FIGS. 15 and 16). By doing so, power consumption can be reduced as compared to a case where the motor is driven forward immediately after the reverse drive.
  • a force that pushes back the piston is generated by a compression repulsion force caused by an increase in compression pressure when the expansion stroke is reversed, and a rise in rotation speed due to a sufficient approach section in the normal rotation direction can be increased, thereby enabling normal rotation.
  • a torque is generated that can easily overcome the top dead center, so that the output of the motor of the starting device can be reduced.
  • the position of the crankshaft is stored, and based on the stored crankshaft position, It is good to perform the next pendulum drive control. For example, if the position of the crankshaft when the engine is stopped is within the compression stroke or near the intake stroke, the engine is driven in the reverse direction and finally driven in the normal direction, and the engine is stopped. When the position of the crankshaft at the time is in the vicinity of the expansion stroke or the exhaust stroke side, the final It can be driven in the reverse direction.
  • a procedure for confirming the position of the crankshaft based on the present invention will be described below with reference to FIG.
  • a pulsar detection signal by the pulsar 9 is generated in each of the compression stroke and the exhaust stroke. Since the relaxor 8 has a certain width, the pulser detection signal is composed of a pair of opposite polar pulses generated at the beginning and end of the reluctor 8.
  • the period of the pulsar detection signal during the compression stroke (period between the positive and negative pulse pairs) tel.tc2-tc3 * ... and the period of the pulsar detection signal during the exhaust stroke thi'th2 '... Compare with This period is inversely proportional to the rotation speed of the crankshaft. Based on this change in the cycle, the change in the rotation speed of the crankshaft can be observed microscopically.
  • a longer-cycle pulsar pair is generated during the compression stroke, for example, by comparing each period between three adjacent or consecutive pairs of pulsar pairs. Pulsar pair.
  • the period tc3 of the pulser pair in the subsequent compression stroke is longer (th2 ⁇ tc3) than the period th2 of the pulser pair in the exhaust stroke. In this case, the pulser pair having the longer period tc3 Can be determined to have occurred during the compression stroke.
  • either the positive or negative pulse of the pulsar detection signal is used as a reference (negative pulse in the figure), and a predetermined rotation angle is set from the reference point.
  • a predetermined rotation angle is set from the reference point.
  • the angle signal pulse may be composed of, for example, a commutation signal of a brushless motor based on a change in the state of the U, V, and W phases.
  • a pulse train is generated according to the rotation angle of the rank axis.
  • the increase / decrease of the generation cycle of the angle signal pulse is monitored. That is, during the compression stroke, the rotation speed decreases due to the pressure rise in the cylinder until it reaches the top dead center, and during the expansion stroke due to the explosion after the top dead center, the rotation speed sharply increases.
  • the period of the angle signal changes significantly before and after top dead center (see Fig. 17). That is, the point in time when the cycle of the angle signal shifts from the increasing tendency to the shortening tendency can be determined to be the top dead center between the compression and expansion strokes.
  • the rotation angle position of the crankshaft 2 can be known, and it is possible to specify at which stroke the vehicle is stopped, and easily perform start control according to the stop position. This is especially useful if you have an idling stop and restart frequently. For example, when the motor is stopped during the compression stroke, the motor is rotated in the reverse direction at the time of restart as described above, and is finally driven in the normal rotation direction.
  • the commutation position signal (see FIG. 6) of the brushless motor (motor 1) is also used as the angle signal.
  • the rotation angle detecting means for example, a gear may be formed on the outer periphery of the flywheel, and each tooth may be detected by a magnetic sensor or the like.
  • the detection angle pitch can be set to an arbitrary angle, and for example, optimal design can be performed for each model.
  • the compression stroke during the compression stroke is determined according to the accuracy of the angle pitch of the angle signal.
  • the top dead center can be specified.
  • the absolute angle can be determined (at a pitch of 10 degrees in this example) based on the generation of the angle signal with reference to the top dead center, and the controller ECU uses the absolute angle thus determined to send the engine ENG.
  • control for outputting the ignition signal P and the fuel injection signal F can be performed. As a result, there is no need to provide a separate angle detection sensor or the like for such control, and the configuration of the entire engine can be simplified.
  • the total period ( ⁇ 0 1 ⁇ ⁇ ⁇ 2 in FIG. 17) of a plurality of angle signals separated by a predetermined angle is compared with each other. You may do it.
  • the total period ⁇ ⁇ 1 of the position corresponding to the exhaust stroke is compared with the total period ⁇ ⁇ 2 of the position corresponding to the compression stroke, and from n 0 1 ⁇ n 0 2, the total period n 0 It can be determined that the position 2 is the compression stroke.
  • the present invention can also be applied to a two-stroke engine. It is. Further, according to the present invention, the present invention is suitably applied to an engine in which a plurality of pulses are detected per one rotation of the crankshaft 2 for injection timing control, such as an engine provided with an electronic fuel injection device. For example, as shown in FIG.
  • a plurality of reluctors 8 a to 8 k are fixed to the outer peripheral surface of the peripheral wall of the rotor rotor 3.
  • Each of the reactors 8a to 8k is arranged at an equal angular pitch from the reactor 8a to the reactor 8k with one gap between the reactor 8k and the reactor 8a missing.
  • the absolute angle of the crankshaft 2 at the time of each pulse generation can be determined from the positional relationship between the missing portion and the top dead center. Therefore, the pulse corresponding to the ignition timing reference position can be the one shown in P1 in FIG. 19, and the injection reference position can also be the one shown in F1 in FIG. In addition, since the injection timing is changed as indicated by arrow D in the figure due to fluctuations in the rotational speed, it is necessary to generate the required number of pulses in order to control the injection timing as finely as possible. good.
  • the ignition timing reference position pulse P1 can be used in place of the ignition timing reference position 01 in the illustrated example.
  • a predetermined number (N) of pulses Pn from the pulse P1 may be used as a reference. Then, the same judgment can be made by comparing the periods based on the rotation angles described above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

La présente invention concerne un démarreur de moteur capable de réaliser le démarrage final d'un vilebrequin dans une direction avant après entraînement dans une direction inverse au moins dans des conditions spécifiées, de sorte qu'une opération de démarrage pendulaire appropriée peut être réalisé de manière sûre. Selon l'invention, un moteur permet la régulation d'une vitesse de rotation permettant la rotation inverse du vilebrequin de sorte que le vilebrequin ne sort pas du point mort supérieur d'un côte de course d'expansion au moment de la rotation inverse. Une répulsion de compression élevée peut être réalisée par régulation de la vitesse de rotation de sorte que le vilebrequin s'arrête à proximité du point mort supérieur sans sortir dudit point mort supérieur, une force d'assistance élevée ou une longueur d'entrée peut être utilisée lorsque le vilebrequin est inversé et entraîné dans la direction avant, le démarrage est assuré, la taille du moteur peut être réduite et la consommation d'énergie peut être améliorée.
PCT/JP2001/008519 2000-09-28 2001-09-28 Demarreur de moteur WO2002027182A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU2001292289A AU2001292289A1 (en) 2000-09-28 2001-09-28 Engine starter
EP01972569A EP1321667A4 (fr) 2000-09-28 2001-09-28 Demarreur de moteur
JP2002530526A JPWO2002027182A1 (ja) 2000-09-28 2001-09-28 エンジン始動装置

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JP2000296969 2000-09-28
JP2000-296980 2000-09-28
JP2000296980 2000-09-28
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JP2004028009A (ja) * 2002-06-27 2004-01-29 Honda Motor Co Ltd エンジン始動装置
JP2004028007A (ja) * 2002-06-27 2004-01-29 Honda Motor Co Ltd エンジン始動装置
JP2004028046A (ja) * 2002-06-28 2004-01-29 Denso Corp 内燃機関の始動制御装置
JP2005133708A (ja) * 2003-10-09 2005-05-26 Denso Corp バルブ特性調整装置
JP2005237105A (ja) * 2004-02-19 2005-09-02 Mitsuba Corp 回転電機
JP2006050714A (ja) * 2004-08-02 2006-02-16 Kokusan Denki Co Ltd 回転電機の回転子位置判定方法、回転子位置判定装置及び回転電機の制御装置
JP2006507789A (ja) * 2002-11-22 2006-03-02 本田技研工業株式会社 ハイブリッド動力装置
CN1303317C (zh) * 2002-10-04 2007-03-07 本田技研工业株式会社 引擎起动控制装置
JP2008115787A (ja) * 2006-11-06 2008-05-22 Kokusan Denki Co Ltd エンジン始動方法及び装置
JP2013189867A (ja) * 2012-03-12 2013-09-26 Denso Corp 車両の始動制御装置
JP2016023559A (ja) * 2014-07-17 2016-02-08 スズキ株式会社 エンジン始動制御装置
JP2016075185A (ja) * 2014-10-03 2016-05-12 株式会社日立産機システム 気体圧縮装置およびその起動方法
CN113756961A (zh) * 2021-09-16 2021-12-07 重庆隆鑫通航发动机制造有限公司 通用航空发动机启发一体电机的启动控制方法及系统
WO2021256050A1 (fr) * 2020-06-16 2021-12-23 本田技研工業株式会社 Dispositif de démarrage de moteur et véhicule à selle
US20220195972A1 (en) * 2020-12-21 2022-06-23 Delta Electronics, Inc. Generator control apparatus suitable for integrated starter generator and method of starting the same

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US7239032B1 (en) * 2005-11-18 2007-07-03 Polaris Industries Inc. Starter-generator
DE102008042980A1 (de) * 2008-04-30 2009-11-12 Robert Bosch Gmbh Verfahren zur Bestimmung der Lage eines oberen Totpunkts einer Brennkraftmaschine
DE102009046531A1 (de) * 2009-11-09 2011-05-12 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine mittels Direktstart, Steuer- und/oder Regeleinrichtung und Brennkraftmaschine
US9291111B2 (en) * 2010-09-16 2016-03-22 Shindengen Electric Manufacturing Co., Ltd. Engine control unit, engine control system and engine control method
DE102011080243A1 (de) * 2011-08-02 2013-02-07 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
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WO2014084393A2 (fr) * 2012-11-30 2014-06-05 Yamaha Hatsudoki Kabushiki Kaisha Groupe moteur et véhicule
CN103174533A (zh) * 2013-03-14 2013-06-26 夏晓晶 利用废气智能无电启动技术实现汽车自动起停的方法
JP2015108323A (ja) * 2013-12-04 2015-06-11 ヤマハ発動機株式会社 エンジンシステムおよび鞍乗り型車両
JP2015108322A (ja) * 2013-12-04 2015-06-11 ヤマハ発動機株式会社 エンジンシステムおよび鞍乗り型車両
JP2015135105A (ja) * 2013-12-20 2015-07-27 ヤマハ発動機株式会社 車両用４ストロークエンジンユニット及び車両
JP6250484B2 (ja) * 2014-06-20 2017-12-20 日立オートモティブシステムズ株式会社 内燃機関の自動停止／再始動制御システム及び可変動弁装置
JP6408399B2 (ja) * 2015-02-27 2018-10-17 本田技研工業株式会社 内燃機関の制御装置
CN106704072A (zh) * 2015-07-27 2017-05-24 三阳工业股份有限公司 启动兼发电装置控制引擎起动的方法
CN106545420B (zh) * 2015-09-22 2020-06-02 三阳工业股份有限公司 引擎起动及停止运转控制方法
JP6108568B1 (ja) * 2015-09-28 2017-04-05 本田技研工業株式会社 鞍乗型車両のエンジン始動制御装置
CN106907283A (zh) * 2015-12-23 2017-06-30 何瑞川 反转压缩助力起动装置的控制方法
CN105781845B (zh) * 2016-04-26 2018-04-20 上海渝癸德信息技术服务中心 一体化启动发电控制装置及控制方法
CN106050512B (zh) * 2016-07-01 2019-04-16 上海渝癸德信息技术服务中心 发动机起动控制方法
JP6485651B2 (ja) * 2016-08-31 2019-03-20 トヨタ自動車株式会社 内燃機関の制御装置
EP3837436A4 (fr) * 2018-08-14 2023-03-08 Varroc Engineering Limited Procédé de démarrage de moteur à combustion interne
CN112714824A (zh) * 2018-09-21 2021-04-27 本田技研工业株式会社 车辆用发动机起动装置
CN111486002A (zh) * 2019-01-29 2020-08-04 岁立电控科技(盐城)有限公司 一种四冲程内燃机活塞冲程位置标定方法
JP7215950B2 (ja) * 2019-03-28 2023-01-31 本田技研工業株式会社 エンジン始動装置
CN111219280B (zh) * 2019-04-17 2022-03-15 株式会社电装 发动机起动系统及其控制方法
CN110219761A (zh) * 2019-06-03 2019-09-10 廊坊金润科技集团有限责任公司 一种发动机启动控制新方法
CN110277879B (zh) * 2019-06-14 2024-07-16 重庆巩诚投资有限公司 发动机曲轴位置的测量系统
CN110761910A (zh) * 2019-10-17 2020-02-07 苏州巩诚电器技术有限公司 发动机控制系统
CN111086266B (zh) * 2019-12-30 2022-06-24 南京信捷泽荣智控技术有限公司 智能压力机自适应变速停车方法及装置
EP3851664A1 (fr) 2020-01-20 2021-07-21 BRP-Rotax GmbH & Co. KG Procédure de démarrage d'un moteur à combustion interne à quatre temps avec une machine de tournage électrique à vilebrequin

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JP2004028007A (ja) * 2002-06-27 2004-01-29 Honda Motor Co Ltd エンジン始動装置
JP2004028009A (ja) * 2002-06-27 2004-01-29 Honda Motor Co Ltd エンジン始動装置
JP2004028046A (ja) * 2002-06-28 2004-01-29 Denso Corp 内燃機関の始動制御装置
CN1303317C (zh) * 2002-10-04 2007-03-07 本田技研工业株式会社 引擎起动控制装置
JP2006507789A (ja) * 2002-11-22 2006-03-02 本田技研工業株式会社 ハイブリッド動力装置
JP2005133708A (ja) * 2003-10-09 2005-05-26 Denso Corp バルブ特性調整装置
JP4495483B2 (ja) * 2004-02-19 2010-07-07 株式会社ミツバ 回転電機
JP2005237105A (ja) * 2004-02-19 2005-09-02 Mitsuba Corp 回転電機
JP4581544B2 (ja) * 2004-08-02 2010-11-17 国産電機株式会社 回転電機の回転子位置判定方法、回転子位置判定装置及び回転電機の制御装置
JP2006050714A (ja) * 2004-08-02 2006-02-16 Kokusan Denki Co Ltd 回転電機の回転子位置判定方法、回転子位置判定装置及び回転電機の制御装置
JP4682966B2 (ja) * 2006-11-06 2011-05-11 国産電機株式会社 エンジン始動方法及び装置
JP2008115787A (ja) * 2006-11-06 2008-05-22 Kokusan Denki Co Ltd エンジン始動方法及び装置
JP2013189867A (ja) * 2012-03-12 2013-09-26 Denso Corp 車両の始動制御装置
JP2016023559A (ja) * 2014-07-17 2016-02-08 スズキ株式会社 エンジン始動制御装置
JP2016075185A (ja) * 2014-10-03 2016-05-12 株式会社日立産機システム 気体圧縮装置およびその起動方法
TWI788877B (zh) * 2020-06-16 2023-01-01 日商本田技研工業股份有限公司 引擎起動裝置及跨坐型車輛
JP7284351B2 (ja) 2020-06-16 2023-05-30 本田技研工業株式会社 エンジン始動装置および鞍乗型車両
WO2021256050A1 (fr) * 2020-06-16 2021-12-23 本田技研工業株式会社 Dispositif de démarrage de moteur et véhicule à selle
JPWO2021256050A1 (fr) * 2020-06-16 2021-12-23
US20220195972A1 (en) * 2020-12-21 2022-06-23 Delta Electronics, Inc. Generator control apparatus suitable for integrated starter generator and method of starting the same
US11536238B2 (en) * 2020-12-21 2022-12-27 Delta Electronics, Inc. Generator control apparatus suitable for integrated starter generator and method of starting the same
CN113756961A (zh) * 2021-09-16 2021-12-07 重庆隆鑫通航发动机制造有限公司 通用航空发动机启发一体电机的启动控制方法及系统

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JPWO2002027182A1 (ja) 2004-02-05
AU2001292289A1 (en) 2002-04-08
CN1214183C (zh) 2005-08-10
CN1466657A (zh) 2004-01-07
EP1321667A1 (fr) 2003-06-25
EP1321667A4 (fr) 2006-12-27

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