WO2015050155A1 - Dispositif de commande de démarrage de moteur - Google Patents

Dispositif de commande de démarrage de moteur Download PDF

Info

Publication number
WO2015050155A1
WO2015050155A1 PCT/JP2014/076274 JP2014076274W WO2015050155A1 WO 2015050155 A1 WO2015050155 A1 WO 2015050155A1 JP 2014076274 W JP2014076274 W JP 2014076274W WO 2015050155 A1 WO2015050155 A1 WO 2015050155A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
rotation
engine
electrical machine
rotor
Prior art date
Application number
PCT/JP2014/076274
Other languages
English (en)
Japanese (ja)
Inventor
萩村　将巳
Original Assignee
株式会社ミツバ
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 株式会社ミツバ filed Critical 株式会社ミツバ
Priority to JP2015540517A priority Critical patent/JP6019246B2/ja
Publication of WO2015050155A1 publication Critical patent/WO2015050155A1/fr

Links

Images

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
    • 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
    • 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
    • F02D41/02—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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the present invention relates to an engine start control device.
  • This application claims priority based on Japanese Patent Application No. 2013-206376 filed in Japan on October 1, 2013, the contents of which are incorporated herein by reference.
  • Patent Document 1 discloses an engine start in which inertia energy is stored by cranking the crankshaft to a predetermined position after compression top dead center immediately after the engine is stopped during idle stop control. A control device is disclosed.
  • FIG. 8 shows a general start control operation as in Patent Document 1. As shown in FIG. 8, when an ECU (Engine Control Unit) detects an engine stop signal, ignition of the spark plug is stopped and fuel injection by the injector is stopped.
  • ECU Engine Control Unit
  • the rotor performs inertia rotation, so the crankshaft also starts inertia rotation.
  • the piston stops several times above the compression top dead center of FIG. 8 until the crankshaft starts inertial rotation and stops.
  • the piston cannot exceed the compression top dead center B shown in FIG. 8 and reverses at a crank angle of 310 ° before the compression top dead center B, and finally the crank angle 690 as shown in FIG. Stop at the ° (exhaust stroke) position.
  • the piston When the vehicle is started, the piston needs to exceed the compression top dead center B in order to start the engine. However, in order for the piston to exceed the compression top dead center B, a lot of torque energy is required for the rotor. Therefore, as described above, the ECU drives the rotor in the reverse direction until the piston reaches a predetermined position, and lengthens the run-up period to the compression top dead center B, thereby gaining momentum and overcoming the compression top dead center B. I am doing so.
  • the predetermined position is, for example, in the expansion process, and is shown as 470 ° in FIG.
  • the start state is a state in which the trigger for the forward rotation of the rotor can be recognized.
  • the trigger for forward driving is, for example, a throttle switch.
  • the ECU When a trigger for forward rotation driving is input to the ECU, the ECU starts ignition of the spark plug and injects fuel by the injector, and inputs a forward rotation driving signal to the ACG starter.
  • the ACG starter performs forward rotation, gets over the compression top dead center B, and the vehicle starts.
  • the present invention provides an engine start control device capable of restarting the engine without performing reverse rotation driving and preventing the vehicle from moving backward in starting after idle stop control.
  • the engine start control device that controls the inertial rotation of the rotating electrical machine performs an engine stop operation after the throttle valve is fully closed, and causes the rotating electrical machine to rotate inertially.
  • a first control step a second control step of determining whether or not to stop the piston within a predetermined stop region when the rotating electric machine is rotating inertially, and the second control step, And a third control step for controlling the inertial rotation of the rotating electrical machine so that the piston stops in the predetermined stop region when it is determined that the piston is not stopped in the predetermined stop region.
  • the predetermined stop region may be a position where the piston can exceed the compression top dead center and the engine can be started.
  • the engine start control device further includes a rotation detection sensor that detects an angle of rotation of the rotating electrical machine.
  • the stop position of the piston is predicted based on the change rate of the rotational speed of the rotating electrical machine that rotates by inertia calculated from the rotation information indicating the rotation from the rotation detection sensor and the crank angle.
  • the engine start control device uses the rotation speed, crank angle, and stop position of the piston of the rotating electrical machine in the third control step. In order to stop the rotation within a predetermined stop region, a reverse torque is generated in the rotating electric machine.
  • the first braking force by fully closing the throttle valve and the rotating electrical machine are energized so that the torque works in the direction opposite to the inertia rotation.
  • the second braking force By the second braking force, the inertial rotation can be stopped at a predetermined position, that is, a position where a sufficient run-up period can be secured to overcome the compression top dead center. In this way, since there is no reverse rotation drive operation of the engine, the problem of reverse rotation at the time of reverse rotation is solved even with a motorcycle with a mission.
  • FIG. 1 is a diagram illustrating a block configuration of an engine start control device and an engine configuration to which the engine start control device is applied according to an embodiment of the present invention.
  • It is a perspective view of the rotary electric machine in one Embodiment of this invention. It is an expanded view of the inner peripheral side of the rotor in one Embodiment of this invention.
  • It is the block diagram which showed the structure of the principal part in ECU which concerns on the drive control of the rotary electric machine in one Embodiment of this invention.
  • FIG. 1 is a block diagram of a control system for a rotating electrical machine according to an embodiment of the present invention.
  • an engine 1 that is typically an internal combustion engine using gasoline or the like as a fuel is mounted on a vehicle not shown.
  • the engine start control device of the present invention is mounted on a motorcycle with a motor with a transmission.
  • the engine 1 includes a rotating electrical machine 2, a rotation detection sensor 3, a piston 4, a cylinder 5, a spark plug 6, an exhaust valve 7, an intake valve 8, an injector 9, a throttle valve 10, an air cleaner 11, and an intake passage 13. .
  • the ECU 200 includes a full-wave rectification bridge circuit 201 that full-wave rectifies three-phase alternating current generated by the generator function of the rotating electrical machine 2, a first control unit 203, and a second control unit 204.
  • the ECU 200 receives detection signals from various sensors such as the rotation detection sensor 3 ⁇ ⁇ ⁇ , the throttle sensor 32, and the throttle switch 33. Based on the results of these sensors, the rotary electric machine 2, spark plug 6, injector 9, and throttle valve 10 are controlled.
  • the air cleaner 11 takes in the outside air through the intake path indicated by the arrow. Further, the air cleaner 11 purifies the intake air by the air filter 12 and supplies it to the intake passage 13.
  • a throttle valve 10 is disposed inside the intake passage 13.
  • the throttle valve 10 is a valve that controls the amount of air taken in.
  • the ECU 200 controls the opening and closing of the throttle valve 10 in accordance with the turning operation of the throttle grip of the motorcycle.
  • the opening / closing amount (throttle opening) is detected by the throttle sensor 32.
  • the throttle valve opens and closes in conjunction with the turning operation of the throttle grip.
  • the outside air sucked according to the opening degree of the throttle valve 10 is mixed with the fuel injected from the injector 9.
  • the mixed fuel mixed gas is supplied to the cylinder 5 of the engine 1 through the intake valve 8.
  • the fuel is pressurized by a pump (not shown) and supplied to the injector 9.
  • the piston 4 is provided inside the cylinder 5 and reciprocates along the inner peripheral surface of the cylinder 5 formed in a hollow cylindrical shape.
  • the upper surface and the lower portion of the piston 4 are connected to the crankshaft via a connecting rod (not shown). Thereby, the reciprocating motion of the piston 4 is converted into the rotational motion of the crankshaft. Therefore, the position of the piston 4 can be obtained by obtaining the crank angle.
  • the top surface 14 of the cylinder 5 is provided with an intake valve 8 for supplying intake air into the cylinder 5 and an exhaust valve 7 for discharging exhaust gas after combustion in the cylinder 5.
  • the operations of the exhaust valve 7 and the intake valve 8 are individually controlled by a camshaft (not shown).
  • a spark plug 6 is provided at the top of the cylinder 5 with its tip projecting toward the cylinder 5. The spark plug 6 generates a spark in response to a command from the ECU 200 and ignites a mixture of fuel and air in the piston 4.
  • the exhaust valve 7 is not used only for the process of releasing the exhaust gas to the outside. At the time of starting, when compressing the mixed gas in the cylinder 5, the exhaust valve 7 is slightly opened as necessary to reduce the force necessary for moving the piston 4.
  • FIG. 2 shows a rotating electrical machine 2 according to an embodiment of the present invention.
  • the rotating electrical machine 2 is an outer rotor type that functions as a starter motor when the engine 1 is started and functions as a generator after the engine 1 is started.
  • the rotating electrical machine 2 includes a rotor 21 fixed to a crankshaft of the engine 1 (not shown), a rotation detection sensor 3 that detects a rotation angle of the rotor 21, a stator core 26 that is formed by laminating electromagnetic steel plates, and a stator.
  • FIG. 3 is a developed view of the inner peripheral side of the rotor 21.
  • a plurality of magnets 24 are attached and fixed to the inner peripheral surface of the rotor 21 at equal intervals along the circumferential direction.
  • One magnet 24c has a short secondary magnetic pole portion 240 whose inner surface is magnetized to S pole, either in the longitudinal direction of the main magnetic pole portion 242 whose inner surface is magnetized to N pole, either at the upper end or the lower end. Is formed.
  • the magnet 24a is magnetized with an N pole in the entire inner surface
  • the magnet 24a is magnetized in the entire inner surface with an S pole
  • the magnet 24b is magnetized in the entire inner surface with an S pole
  • the magnet 24b is magnetized in the entire inner surface with an S pole
  • the magnet 24b is magnetized in the entire inner surface with an S pole
  • the magnet 24b is magnetized in the entire inner surface with an S pole
  • the magnet 24b the main magnetic pole portion 242
  • the sub magnetic pole portion The magnet 24 provided with 240 is called a magnet 24c.
  • a magnet 24c is disposed between a specific pair of adjacent magnets 24a and 24a
  • a magnet 24b is disposed between other adjacent magnets 24a and 24a.
  • the main magnetic pole portion 242 is disposed at a position M2 facing the axial center of the inner peripheral surface of the rotor 21 and mainly detects a reference point for detecting the commutation timing of the coil 25. Used as a target.
  • the sub magnetic pole part 240 is disposed at a position M1 on one end side in the axial direction of the rotor 21, and is used as a target for detecting the ignition timing of the engine.
  • the magnet 24a, the magnet 24c, and the magnet 24a are continuously arranged side by side.
  • the N pole and the S pole appear alternately in the magnet 24, but the position on one end side in the axial direction of the rotor 21 In M1, N poles appear continuously for three magnets only before and after the magnet 24c (front and rear in the circumferential direction). Therefore, the inner peripheral side of the rotor 21 is the N pole and the S pole except for a part of the position M1 on one end side in the axial direction of the rotor 21 (a place where the magnet 24a, the magnet 24c, and the magnet 24a are continuously arranged). Appear alternately.
  • the rotation detection sensor 3 includes a first Hall IC (sensor element) 3a, a second Hall IC (sensor element) 3b, a third Hall IC (sensor element) 3c, and a fourth Hall IC (sensor element) 3d shown in FIG. Each is housed.
  • the rotation detection sensor 3 is fixed to the stator 22.
  • These Hall ICs 3a, 3b, 3c, and 3d face the inner peripheral surface of the rotor 21 and detect the switching of the magnetic flux of the magnet 24.
  • Each of the first Hall IC 3a, the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d has a different installation height in the longitudinal direction of the magnet. As shown in FIG. 3, the first Hall IC 3 a is disposed at a position M ⁇ b> 1 that faces one end side of the inner peripheral surface of the rotor 21 in the axial direction. On the other hand, unlike the first Hall IC 3a, each of the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d is disposed at a position M2 facing the central side in the axial direction of the inner peripheral surface of the rotor 21.
  • the first Hall IC 3a detects only switching of the magnetic fluxes of the magnets 24a and 24b at a height that passes through the sub magnetic pole part 240 of the magnet 24c.
  • the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d detect the switching of the magnetic flux of the magnets 24a, 24b, and 24c at a height that passes through the main magnetic pole portion 242 of the magnet 24c.
  • the magnet 24a, the magnet 24b, the main magnetic pole part 242, and the sub magnetic pole part 240 shown in FIG. 3 may reverse each magnetic pole. That is, the magnetic poles may be changed to the S poles for the N poles and to the N poles for the S poles.
  • the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d output a signal detected at the position M2 on the center side of the rotor 21 to the engine start control device as a rotation position signal of the rotor 21.
  • the first Hall IC 3a outputs a signal detected at a position M1 on one end side in the axial direction of the rotor 21 to the ECU 200 as an absolute position information signal on the circumference of the rotor 21.
  • the ECU 200 receives the output signals of the second, third, and fourth Hall ICs 3b, 3c, and 3d, controls the commutation timing for the three-phase coil 25, and outputs the output signals of the first Hall IC 3a and the second Hall IC 3b.
  • the rotational speed (rotational speed) of the rotor and the position of the piston 4 are always calculated.
  • the rotation detection sensor 3 was shown about the case where it is an ACG starter sensor, it should just be able to detect rotation of a rotor, and is not restricted to this. That is, the sensor which detects the trigger piece formed in the outer peripheral surface of a rotor may be sufficient. In that case, the ECU 200 always calculates the rotational speed (rotational speed) of the rotor 21 and the position of the piston 4 based on the rotation information of the trigger piece detected by the sensor.
  • FIG. 4 is a block diagram showing a configuration of a main part in the ECU 200 related to the drive control of the rotating electrical machine 2.
  • the second control unit 204 includes a sensor signal processing unit 210, a rotor state calculation unit 211, and an advance angle calculation unit 212.
  • the three-phase full-wave rectification bridge circuit is configured by connecting FETs (Field Effect Transistors) connected in series in parallel.
  • the sensor signal processing unit 210 shapes the signal from the rotation detection sensor 3 into a rectangular wave as shown in FIG. Note that each of the pulse signals P2, P3, and P4 in the figure is a pulse signal obtained by waveform-shaping the outputs of the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d that are equally installed. Show.
  • the pulse signal P1 indicates a pulse signal obtained by shaping the output of the first Hall IC 3a.
  • the sensor signal processing unit 210 outputs pulse signals P1 to P4 obtained by waveform shaping to the rotor state calculation unit 211.
  • the rotor state calculation unit 211 calculates the angular velocity, the angular acceleration, and the current position of the piston 4. First, the calculation method of angular velocity and angular acceleration will be described.
  • the rotor state calculation unit 211 calculates an angular velocity by calculating a time required for the rotor to make one rotation.
  • the time required for one rotation of the rotor can be calculated by measuring the time between the pulse signals P2, P3 and P4. For example, the rising edge of the signal P2 is T1, and the falling edge of the signal P4 that rises thereafter is T2.
  • the angular velocity ⁇ 2 at T2 can be calculated from the time between T1 and T2 by the following equation (1).
  • ⁇ 2 10 / (T2-T1) (1)
  • the rising edge of the signal P3 that rises thereafter is defined as T3.
  • T3 the rising edge of the signal P3 that rises thereafter.
  • the rotor state calculation unit 211 can calculate the angular acceleration a3 at T3 from the calculated ⁇ 2 and ⁇ 3 by the following equation (3).
  • a3 ( ⁇ 3- ⁇ 2) / (T3-T2) (3)
  • the top dead center position is set to 0
  • the piston stroke is set to X
  • the position of the current piston 4 from the top dead center is set to x
  • the top dead center timing is set to T4
  • the sensor signal P2 from T4.
  • the number y of edges of the rectangular wave can be counted and calculated by the following equation (4).
  • x X / 2 ⁇ (1-cos (y ⁇ 10)) (4)
  • the piston stroke X is a movement distance from the top dead center to the bottom dead center of the piston 4.
  • the top dead center timing T4 is a timing at which the output (pulse signal P4) of the fourth Hall IC 3d switches from high to low while the output (pulse signal P1) of the first Hall IC 3a remains in the high state.
  • This timing T4 is an absolute position signal indicating top dead center.
  • the top dead center includes a compression top dead center and an exhaust top dead center. For this reason, even if it is a top dead center, it cannot be discriminated only by the position of the piston 4 whether it is a compression top dead center or an exhaust top dead center. Therefore, if the angular acceleration at the top dead center is smaller than the predetermined angular acceleration, the rotor state calculation unit 211 regards it as a compression top dead center.
  • the rotor state calculation unit 211 determines whether or not the piston 4 can exceed the compression top dead center in these states.
  • the first control unit 203 If it is determined that the position of the piston 4 is the compression top dead center, it is determined whether or not the crank angular speed at the top dead center is equal to or less than a threshold value. . When it is determined that the piston 4 cannot exceed the next compression top dead center, the first control unit 203 immediately starts reverse energization of the rotor 21. The first control unit 203 stops the inertial rotation of the rotor 21 by energizing the rotor 21 in reverse and generating reverse torque. That is, the first control unit 203 controls the reverse torque so that the crank angle is within the angular range because the crank angle corresponding to the stop position of the piston 4 is determined in advance.
  • the advance angle calculation unit 212 determines a reverse energization advance angle value (timing to energize the rotor 21 in the reverse direction) according to the rotational speed based on the advance angle MAP.
  • the advance angle MAP is a table showing the relationship between the rotation speed and the reverse rotation energization advance value that is optimally set according to the rotation speed.
  • the rotational speed and the reverse energization advance angle value are associated with each other.
  • the rotor state calculation unit 211 can calculate the rotation speed from the angular velocity.
  • the first control unit 203 controls the gate voltage supplied to each power FET of the full-wave rectification bridge circuit based on the reverse energization advance angle value, and sends the set drive pulse to each power FET of the full-wave rectification bridge circuit 201. To supply.
  • FIG. 6 is a view showing the position of the piston 4 corresponding to the crank angle at the time of idle stop in one embodiment of the present embodiment.
  • the engine shown in FIG. 6 is an example of a four-stroke engine so that four piston movements of intake, compression, expansion, and exhaust are shown in the drawing.
  • the top dead center in FIG. 6 represents the position where the piston 4 is at the top, that is, the position of the piston 4 where the volume of the internal space of the cylinder 5 is the smallest.
  • the bottom dead center in FIG. 6 represents the position where the piston 4 is at the lowest position, that is, the position of the piston 4 where the volume of the internal space of the cylinder 5 is the largest.
  • the rotation at the start depends on the stroke position of the piston 4 of the engine 1.
  • the load is different.
  • the piston 4 is moved up and down while either the exhaust valve or the intake valve is closed, so the rotational load for rotating the crankshaft is relatively small.
  • the rotating electrical machine 2 is started in the compression stroke, the piston 4 is raised to the top dead center while compressing the gas in the internal space while the intake valve and the exhaust valve are closed. The rotational load on the shaft increases.
  • step S1 the process proceeds to step S1 and ECU 200 executes the engine 1 stop process.
  • the throttle grip and throttle valve are linked by a wire, check that the throttle valve is fully closed by operating the throttle grip.
  • the ECU 200 fully closes the throttle valve 10 when performing idle stop control.
  • the throttle valve 10 is fully closed, the amount of air sucked into the cylinder 5 decreases, so that the pressure in the cylinder 5 decreases and a braking force (first braking force) is applied to the rotation of the rotor 21.
  • first braking force a braking force
  • the rotational speed (rotational speed) of the rotor 21 decreases.
  • the reverse torque (second braking force) required for stopping the rotation of the rotor 21 can be reduced.
  • step S2 after the throttle valve 10 is fully closed, the ECU 200 stops ignition of the spark plug 6 and fuel injection by the injector 9 in order to stop the engine 1.
  • the rotor 21 starts inertial rotation.
  • the pressure in the cylinder is lower than that when the throttle valve 10 is fully open. That is, the rotational speed (rotational speed) of the rotor 21 is lower than that in the fully opened state because the throttle valve 10 is in the fully closed state.
  • the stop operation of the engine 1 in step S2 described above and the inertial rotation of the rotor 21 that starts after the engine 1 is stopped are collectively referred to as a first control process.
  • step S3 after the rotor 21 starts inertial rotation, the ECU 200 confirms the rotational speed of the rotor 21 and the current position of the piston 4.
  • the sensor signal processing unit 210 shapes the signals supplied from the first Hall IC 3a, the second Hall IC 3b, the third Hall IC 3c, and the fourth Hall IC 3d to generate pulse signals P1, P2, P3, and P4. After waveform shaping, the sensor signal processing unit 210 sends pulse signals P1, P2, P3, and P4 to the rotor state calculation unit 211.
  • the rotor state calculation unit 211 calculates the current position of the piston 4, the angular velocity of the crank, and the angular acceleration from the pulse signals P1, P2, P3, and P4.
  • step S4 the rotor state calculation unit 211 determines whether or not it is possible to apply a second braking force that can stop the piston 4 within a predetermined stop region based on the calculated data. Specifically, the rotor state calculation unit 211 determines whether or not the current position of the piston 4 is a compression top dead center.
  • the rotor state calculation unit 211 determines that the current position of the piston 4 is not the compression top dead center, the rotor 21 continues the inertial rotation as it is.
  • the rotor state calculation unit 211 confirms the rotational speed of the rotor 21 and the current position of the piston 4 again (returns to S2).
  • step S5 the rotor state calculation unit 211 has the crank angular velocity at the top dead center equal to or less than the threshold value. It is determined whether or not.
  • the rotor state calculation unit 211 determines that the next compression top dead center cannot be exceeded if the crank angular velocity at the top dead center is less than or equal to the threshold value.
  • the compression top dead center A shown in FIG. 6 indicates the compression top dead center that has been exceeded by the inertial motion at the time of idling stop.
  • the compression top dead center B indicates the compression top dead center that first exceeds at the start.
  • the rotor state calculation unit 211 determines that the current position of the piston 4 is the first compression top dead center (compression top dead center A) shown in FIG. 6, for example, the rotor 21 continues the inertial rotation and the rotor state calculation is performed.
  • the part 211 confirms again the rotation speed of the rotor 21 and the current position of the piston 4 (return to S2).
  • the control process from step S3 to S4 is referred to as a second control process.
  • step S6 the first control unit 203 immediately performs braking energization control on the rotating electrical machine 2. The inertial rotation is stopped and the piston 4 is stopped at a predetermined position.
  • the advance angle calculation unit 212 sends the rotation speed and the current piston 4 position. Send location data.
  • the advance angle calculation unit 212 determines a reverse energization advance angle value corresponding to the position data of the piston 4 and the rotation speed based on the advance angle MAP.
  • the advance angle calculator 212 sends the determined reverse energization advance angle value to the first controller 203.
  • step S ⁇ b> 7 the first control unit 203 applies a second braking force to the rotating electrical machine 2 and gradually decreases the rotational speed of the rotor 21.
  • the first control unit 203 fixes the energization pattern when the rotation speed becomes lower than the stop determination rotation speed.
  • the stop determination rotation speed is the rotation speed of the rotor 21 at which it is determined that the piston 4 can stop within a predetermined stop region.
  • the first control unit 203 cancels the energization after confirming that the rotational speed has become zero. At this time, if the crankshaft reverses, power supply is immediately stopped, and it is confirmed that the crank angle stops somewhere in the expansion stroke.
  • crank angle is not within the angle range and the piston 4 stops outside the predetermined stop region, the piston 4 cannot exceed the compression top dead center B even if the ECU 200 restarts the engine 1. Engine 1 does not move.
  • the present invention is not limited to this. That is, it may be within a range in which the run-up period of the rotor 21 can be ensured. For example, the same effect can be obtained even when the predetermined stop area is in the middle of the compression process.
  • the above-described control process of steps S5 to S7 is a third control process.
  • the restart time can be shortened compared to the conventional method.
  • the first braking force by fully closing the throttle valve and the rotating electrical machine are energized so that the torque works in the direction opposite to the inertia rotation.
  • the second braking force By the second braking force, the inertial rotation can be stopped at a predetermined position, that is, a position where a sufficient running period can be secured to overcome the compression top dead center. In this way, since there is no reverse rotation drive operation of the engine, the problem of reverse rotation at the time of reverse rotation is solved even with a motorcycle with a mission.

Abstract

La présente invention concerne un dispositif de commande de démarrage de moteur pour la commande de la rotation inertielle d'une machine électrique tournante, dans lequel une première étape de commande est effectuée lors de laquelle une action d'arrêt de moteur est exécutée suite à la fermeture totale d'un papillon des gaz et l'entraînement en rotation de la machine électrique tournante par inertie. Le dispositif de commande de démarrage de moteur effectue les étapes suivantes: une seconde étape de commande lors de laquelle, lors de la rotation de la machine électrique tournante par inertie, une détermination est effectuée pour savoir s'il est possible d'arrêter un piston dans une zone d'arrêt prédéterminée; et une troisième étape de commande lors de laquelle, lorsqu'il a été déterminé que lors de la seconde étape de commande que le piston peut être arrêté dans la zone prédéterminée, la rotation inertielle de la machine électrique tournante est arrêtée de sorte que le piston s'arrête à l'intérieur d'une plage prédéterminée.
PCT/JP2014/076274 2013-10-01 2014-10-01 Dispositif de commande de démarrage de moteur WO2015050155A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015540517A JP6019246B2 (ja) 2013-10-01 2014-10-01 エンジン始動制御装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013206376 2013-10-01
JP2013-206376 2013-10-01

Publications (1)

Publication Number Publication Date
WO2015050155A1 true WO2015050155A1 (fr) 2015-04-09

Family

ID=52778743

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/076274 WO2015050155A1 (fr) 2013-10-01 2014-10-01 Dispositif de commande de démarrage de moteur

Country Status (2)

Country Link
JP (1) JP6019246B2 (fr)
WO (1) WO2015050155A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017002820A (ja) * 2015-06-11 2017-01-05 三菱電機株式会社 エンジン始動制御装置およびエンジン始動制御方法
JP2017207066A (ja) * 2017-06-29 2017-11-24 三菱電機株式会社 エンジン始動制御装置およびエンジン始動制御方法
WO2018180560A1 (fr) * 2017-03-30 2018-10-04 本田技研工業株式会社 Moteur à combustion interne
US20200018279A1 (en) * 2017-03-28 2020-01-16 Honda Motor Co., Ltd. Engine start control device

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004068632A (ja) * 2002-08-02 2004-03-04 Toyota Motor Corp 内燃機関の制御装置
JP2007231786A (ja) * 2006-02-28 2007-09-13 Toyota Motor Corp 内燃機関の自動停止装置及びこの自動停止装置を備えた自動車用内燃機関
JP2009299598A (ja) * 2008-06-13 2009-12-24 Toyota Motor Corp エンジンの制御装置
JP2013124082A (ja) * 2011-12-16 2013-06-24 Daimler Ag ハイブリッド電気自動車の制御装置
JP2013194656A (ja) * 2012-03-21 2013-09-30 Suzuki Motor Corp エンジンの停止制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3824132B2 (ja) * 2000-10-26 2006-09-20 本田技研工業株式会社 エンジン始動制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004068632A (ja) * 2002-08-02 2004-03-04 Toyota Motor Corp 内燃機関の制御装置
JP2007231786A (ja) * 2006-02-28 2007-09-13 Toyota Motor Corp 内燃機関の自動停止装置及びこの自動停止装置を備えた自動車用内燃機関
JP2009299598A (ja) * 2008-06-13 2009-12-24 Toyota Motor Corp エンジンの制御装置
JP2013124082A (ja) * 2011-12-16 2013-06-24 Daimler Ag ハイブリッド電気自動車の制御装置
JP2013194656A (ja) * 2012-03-21 2013-09-30 Suzuki Motor Corp エンジンの停止制御装置

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017002820A (ja) * 2015-06-11 2017-01-05 三菱電機株式会社 エンジン始動制御装置およびエンジン始動制御方法
US20200018279A1 (en) * 2017-03-28 2020-01-16 Honda Motor Co., Ltd. Engine start control device
US11008992B2 (en) * 2017-03-28 2021-05-18 Honda Motor Co., Ltd. Engine start control device
WO2018180560A1 (fr) * 2017-03-30 2018-10-04 本田技研工業株式会社 Moteur à combustion interne
CN110475960A (zh) * 2017-03-30 2019-11-19 本田技研工业株式会社 内燃机
JPWO2018180560A1 (ja) * 2017-03-30 2020-01-23 本田技研工業株式会社 内燃機関
JP2017207066A (ja) * 2017-06-29 2017-11-24 三菱電機株式会社 エンジン始動制御装置およびエンジン始動制御方法

Also Published As

Publication number Publication date
JPWO2015050155A1 (ja) 2017-03-09
JP6019246B2 (ja) 2016-11-02

Similar Documents

Publication Publication Date Title
JP4230116B2 (ja) 内燃機関の始動装置および始動制御装置
US7891330B2 (en) Engine starting method and device
EP1233175B1 (fr) Demarreur, dispositif de commande de demarrage et detecteur d'angle de vilebrequin d'un moteur a combustion interne
TWI551776B (zh) Engine unit and vehicle
US20090020092A1 (en) Engine starting device
TWI544143B (zh) Engine unit and vehicle
JP6019246B2 (ja) エンジン始動制御装置
JP6252085B2 (ja) 車両駆動システム
JPWO2002027181A1 (ja) エンジン始動装置
JP5929342B2 (ja) 車両の始動制御装置
JP6198971B2 (ja) エンジン始動装置
JP2019152146A (ja) 鞍乗型車両用エンジンユニットおよび鞍乗型車両
US10584672B2 (en) Engine starting system
JP6264158B2 (ja) エンジン始動装置
EP3533994B1 (fr) Procédé de commande d'une unité de moteur pour véhicule à enfourcher, unité de moteur et véhicule à enfourcher
JP2006129680A (ja) 発電機の制御装置、発電機の制御方法及び自動二輪車
JP2014040794A (ja) 内燃機関の制御装置
JP2019152147A (ja) 鞍乗型車両用エンジンユニットおよび鞍乗型車両
TWI613364B (zh) 啓動兼發電裝置控制引擎起動之方法
JP5929414B2 (ja) エンジン駆動車両用モータジェネレータ制御装置
JP2005113781A (ja) エンジンの始動装置
CN110382850B (zh) 无电池的发动机系统
JP6720045B2 (ja) エンジン始動装置
JP4622769B2 (ja) エンジン用点火装置
TWI573933B (zh) 引擎系統及跨坐型車輛

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14851075

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2015540517

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: IDP00201602135

Country of ref document: ID

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14851075

Country of ref document: EP

Kind code of ref document: A1