WO2016013045A1 - Système de moteur et véhicule du type à selle - Google Patents

Système de moteur et véhicule du type à selle Download PDF

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Publication number
WO2016013045A1
WO2016013045A1 PCT/JP2014/003881 JP2014003881W WO2016013045A1 WO 2016013045 A1 WO2016013045 A1 WO 2016013045A1 JP 2014003881 W JP2014003881 W JP 2014003881W WO 2016013045 A1 WO2016013045 A1 WO 2016013045A1
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WO
WIPO (PCT)
Prior art keywords
engine
crankshaft
angle
ignition
range
Prior art date
Application number
PCT/JP2014/003881
Other languages
English (en)
Japanese (ja)
Inventor
裕生 山口
貴裕 増田
誠吾 高橋
Original Assignee
ヤマハ発動機株式会社
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 ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to EP14885070.4A priority Critical patent/EP3173605A4/fr
Priority to PCT/JP2014/003881 priority patent/WO2016013045A1/fr
Priority to TW104122407A priority patent/TW201608114A/zh
Publication of WO2016013045A1 publication Critical patent/WO2016013045A1/fr

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Classifications

    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/06—Reverse rotation of 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
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the present invention relates to an engine system and a saddle-ride type vehicle equipped with the same.
  • the air-fuel mixture is introduced into the combustion chamber while the crankshaft is rotated in the reverse direction when the engine is started.
  • the air-fuel mixture in the combustion chamber is ignited in a state where the air-fuel mixture in the combustion chamber is compressed by the rotation of the crankshaft in the reverse direction.
  • the crankshaft is rotationally driven in the forward direction by the combustion energy of the air-fuel mixture, and the torque in the forward direction of the crankshaft is increased.
  • crankshaft is rotated in the forward direction or the reverse direction so that the crank angle becomes a predetermined angle.
  • the crankshaft can be rotated in the reverse direction from a certain position when the engine is started.
  • An object of the present invention is to provide an engine system and a saddle-ride type vehicle capable of appropriately adjusting a crank angle before starting the engine.
  • An engine system includes an engine unit including an engine and a rotation drive unit, and a control unit that controls the engine unit, and the engine is disposed in an intake passage for guiding air to a combustion chamber.
  • a fuel injection device arranged to inject fuel, an ignition device configured to ignite an air-fuel mixture in a combustion chamber, an intake valve that opens and closes an intake port, and an exhaust valve that opens and closes an exhaust port are driven.
  • the rotary drive unit is configured to rotationally drive the crankshaft in the forward direction or the reverse direction, and the control unit rotates the crankshaft in the forward direction before starting the engine.
  • the engine unit is controlled so that a reverse rotation start operation is performed in which the crankshaft is rotated in the reverse direction when the engine is started.
  • the rotation drive unit drives the crankshaft so that the crank angle reaches a predetermined reverse rotation start range in the forward rotation alignment operation, and the crank angle is predetermined from the reverse rotation start range in the reverse rotation start operation.
  • the crankshaft is driven to reach a predetermined starting ignition range beyond the predetermined starting intake range, and the valve drive unit is configured to rotate the intake port when the crank angle is within the starting intake range in the reverse rotation starting operation.
  • the fuel injection device drives the intake valve so that the air-fuel mixture is introduced into the combustion chamber from the intake passage through the intake port when the crank angle is in the start intake range in the reverse rotation start operation.
  • the ignition device is ignited when the crank angle is within the starting ignition range in the reverse rotation starting operation, and the control unit ignites the ignition device during the forward rotation alignment operation. To stop.
  • the engine unit performs a normal rotation alignment operation before starting the engine.
  • the crankshaft In the forward rotation alignment operation, the crankshaft is rotated in the forward direction so that the crank angle reaches the reverse rotation start range.
  • the crank angle can be appropriately adjusted to the reverse rotation start range.
  • the engine unit performs reverse rotation starting operation when starting the engine.
  • the crankshaft since the crankshaft is rotated in the reverse direction from the state where the crank angle is in the reverse rotation start range, the crank angle surely passes through the start intake air range.
  • the air-fuel mixture can be appropriately introduced into the combustion chamber, and the combustion of the air-fuel mixture can be appropriately caused in the combustion chamber.
  • the torque in the positive direction of the crankshaft is increased, and the crank angle can easily exceed the angle corresponding to the first compression top dead center.
  • the control unit may prohibit the fuel injection by the fuel injection device during the forward rotation alignment operation.
  • the engine system may further include a main switch operated by the driver, and the control unit may control the engine unit so that the forward rotation alignment operation is performed when the main switch is turned on.
  • the forward rotation alignment operation is appropriately performed before starting the engine.
  • the engine system may further include a starter switch operated by the driver, and the control unit may control the engine unit so that the forward rotation alignment operation is performed when the starter switch is turned on.
  • the forward rotation alignment operation is appropriately performed before starting the engine.
  • control unit is configured so that the operations of the fuel injection device and the ignition device are stopped and the forward rotation alignment operation is performed after the rotation of the crankshaft is stopped.
  • the engine unit may be controlled such that the reverse rotation starting operation is performed when a predetermined idling stop cancellation condition is satisfied by controlling the unit.
  • the engine is automatically stopped and restarted, and the forward rotation alignment operation is appropriately performed before the engine is restarted.
  • the control unit does not prohibit ignition by the ignition device when the crankshaft rotates in the forward direction without being driven by the rotation driving unit.
  • the ignition by the ignition device may be prohibited when the crankshaft is rotated in the forward direction by being driven by the rotation drive unit.
  • the crankshaft When the crankshaft is rotated in the positive direction by a starting operation such as pushing or kicking, the crankshaft is not driven by the rotation drive unit. On the other hand, when the crankshaft is rotated in the forward direction in the forward rotation starting operation, the crankshaft is driven by the rotation drive unit. Therefore, the presence or absence of ignition by the ignition device can be appropriately controlled based on the presence or absence of driving of the crankshaft by the rotation drive unit. Therefore, without requiring a complicated configuration and complicated control, the mixture is properly mixed when a start operation such as pushing or kick start occurs while preventing the combustion of the air-fuel mixture during the forward rotation alignment operation. The engine can be started by burning the air.
  • the engine system further includes a kick starter that is operated by a driver's foot to rotate the crankshaft in the forward direction, and the control unit is configured to move the crankshaft in the forward direction by operating the kick starter by the driver. When rotating, the ignition by the ignition device may not be prohibited.
  • a saddle-ride type vehicle includes a main body portion having drive wheels and the engine system that generates power for rotating the drive wheels.
  • crank angle can be appropriately adjusted to the reverse rotation start range before the engine is started.
  • the crank angle can be appropriately adjusted before the engine is started.
  • FIG. 1 is a schematic side view showing a schematic configuration of a motorcycle according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram for explaining the configuration of the engine system.
  • FIG. 3 is a diagram for explaining the normal operation of the engine unit.
  • FIG. 4 is a diagram for explaining the forward rotation alignment operation and the reverse rotation start operation of the engine unit.
  • FIG. 5 is a flowchart of the mode update process.
  • FIG. 6 is a flowchart for explaining the engine start process.
  • FIG. 7 is a flowchart for explaining the engine start process.
  • FIG. 8 is a flowchart for explaining the engine start process.
  • FIG. 9 is a flowchart for explaining the engine start process.
  • FIG. 1 is a schematic side view showing a schematic configuration of a motorcycle according to an embodiment of the present invention.
  • a front fork 2 is provided at the front portion of the vehicle body 1 so as to be swingable in the left-right direction.
  • a handle 4 is attached to the upper end of the front fork 2, and a front wheel 3 is rotatably attached to the lower end of the front fork 2.
  • the seat 5 is provided at the substantially upper center of the vehicle body 1. Below the seat 5, an ECU (Engine Control Unit) 6 and an engine unit EU are provided.
  • the engine unit EU includes, for example, a single cylinder engine 10.
  • the engine unit EU is provided with a kick pedal KP for starting the engine 10.
  • the engine system 200 is configured by the ECU 6, the engine unit EU, and the kick pedal KP.
  • a rear wheel 7 is rotatably attached to the lower rear end of the vehicle body 1. The rear wheel 7 is rotationally driven by the power generated by the engine 10.
  • FIG. 2 is a schematic diagram for explaining the configuration of the engine system 200.
  • the engine unit EU includes an engine 10 and a starter / generator 14.
  • the engine 10 includes a piston 11, a connecting rod 12, a crankshaft 13, an intake valve 15, an exhaust valve 16, a valve drive unit 17, a spark plug 18 and an injector 19.
  • the piston 11 is provided so as to be able to reciprocate in the cylinder 31 and is connected to the crankshaft 13 via a connecting rod 12.
  • the reciprocating motion of the piston 11 is converted into the rotational motion of the crankshaft 13.
  • a starter / generator 14 is provided on the crankshaft 13.
  • the starter / generator 14 is a generator having a function of a starter motor, and rotates the crankshaft 13 in the forward direction and the reverse direction and generates electric power by the rotation of the crankshaft 13.
  • the forward direction is the direction of rotation of the crankshaft 13 during normal operation of the engine 10, and the reverse direction is the opposite direction.
  • the starter / generator 14 directly transmits torque to the crankshaft 13 without using a reduction gear.
  • the kick pedal KP is connected to the crankshaft 13.
  • the crankshaft 13 is rotated forward.
  • kick start starting the engine 10 by operating the kick pedal KP.
  • a combustion chamber 31 a is formed on the piston 11.
  • the combustion chamber 31 a communicates with the intake passage 22 through the intake port 21 and communicates with the exhaust passage 24 through the exhaust port 23.
  • An intake valve 15 is provided to open and close the intake port 21, and an exhaust valve 16 is provided to open and close the exhaust port 23.
  • the intake valve 15 and the exhaust valve 16 are driven by a valve drive unit 17.
  • the intake passage 22 is provided with a throttle valve TV for adjusting the flow rate of air flowing from the outside.
  • the spark plug 18 is configured to ignite the air-fuel mixture in the combustion chamber 31a.
  • the injector 19 is configured to inject fuel into the intake passage 22.
  • ECU6 contains CPU (central processing unit) and memory, for example.
  • a microcomputer may be used instead of the CPU and the memory.
  • a main switch 40, a starter switch 41, an intake pressure sensor 42, a crank angle sensor 43, and a current sensor 44 are electrically connected to the ECU 6.
  • the main switch 40 is provided, for example, below the handle 4 in FIG. 1, and the starter switch 41 is provided, for example, in the handle 4 in FIG.
  • the main switch 40 and the starter switch 41 are operated by the driver.
  • the intake pressure sensor 42 detects the pressure in the intake passage 22.
  • the crank angle sensor 43 detects the rotational position of the crankshaft 13 (hereinafter referred to as the crank angle).
  • the current sensor 44 detects a current (hereinafter referred to as a motor current) flowing through the starter / generator 14.
  • the operation of the main switch 40 and the starter switch 41 is given to the ECU 6 as operation signals, and the detection results by the intake pressure sensor 42, the crank angle sensor 43 and the current sensor 44 are given to the ECU 6 as detection signals.
  • the ECU 6 controls the starter / generator 14, the spark plug 18, and the injector 19 based on the given operation signal and detection signal.
  • the engine 10 is started when the starter switch 41 is turned on after the main switch 40 of FIG. 2 is turned on, and the engine 10 is stopped when the main switch 40 is turned off.
  • the engine 10 can also be started by a starting operation such as pushing or kicking.
  • the engine 10 may be automatically stopped when a predetermined idle stop condition is satisfied, and then the engine 10 may be automatically restarted when a predetermined idle stop cancellation condition is satisfied.
  • the idle stop condition includes, for example, a condition relating to at least one of a throttle opening (opening of the throttle valve TV), a vehicle speed, and a rotational speed of the engine 10.
  • the idling stop release condition is, for example, that the throttle opening is larger than 0 when the accelerator grip is operated.
  • an idle stop state a state where the engine 10 is automatically stopped when the idle stop condition is satisfied.
  • the engine unit EU performs a forward rotation alignment operation before the engine 10 is started, and performs a reverse rotation start operation when the engine 10 is started. However, when the engine 10 is started by pushing or kicking, the engine unit EU does not perform the reverse rotation starting operation. Thereafter, the engine unit EU performs a normal operation.
  • FIG. 3 is a diagram for explaining a normal operation of the engine unit EU.
  • FIG. 4 is a diagram for explaining the forward rotation alignment operation and the reverse rotation start operation of the engine unit EU.
  • the top dead center through which the piston 11 passes during the transition from the compression stroke to the expansion stroke is referred to as the compression top dead center
  • the top dead center through which the piston 11 passes during the transition from the exhaust stroke to the intake stroke Called dead point.
  • the bottom dead center through which the piston 11 passes during the transition from the intake stroke to the compression stroke is called the intake bottom dead center
  • the bottom dead center through which the piston 11 passes during the transition from the expansion stroke to the exhaust stroke is called the expansion bottom dead center.
  • the rotation angle in the range of two rotations (720 degrees) of the crankshaft 13 is represented by one circle. Two rotations of the crankshaft 13 correspond to one cycle of the engine 10.
  • the crank angle sensor 43 in FIG. 2 detects the rotational position of the crankshaft 13 in the range of one rotation (360 degrees).
  • the ECU 6 determines whether the rotational position detected by the crank angle sensor 43 based on the pressure in the intake passage 22 detected by the intake pressure sensor 42 is one of the two rotations of the crankshaft 13 corresponding to one cycle of the engine 10. It is determined whether it corresponds to the rotation of. Thereby, the ECU 6 can acquire the rotational position of the crankshaft 13 in the range of two rotations (720 degrees).
  • the angle A0 is a crank angle when the piston 11 (FIG. 2) is located at the exhaust top dead center
  • the angle A2 is a crank angle when the piston 11 is located at the compression top dead center
  • the angle A1 is a crank angle when the piston 11 is located at the intake bottom dead center
  • the angle A3 is a crank angle when the piston 11 is located at the expansion bottom dead center.
  • Arrow R1 represents the direction of change of the crank angle when the crankshaft 13 is rotating forward
  • arrow R2 represents the direction of change of the crank angle when the crankshaft 13 is rotated reversely.
  • Arrows P1 to P4 indicate the moving direction of the piston 11 when the crankshaft 13 rotates forward
  • arrows P5 to P8 indicate the moving direction of the piston 11 when the crankshaft 13 rotates reversely.
  • angle A11 fuel is injected into the intake passage 22 (FIG. 2) by the injector 19 (FIG. 2).
  • the angle A11 is located on the more advanced side than the angle A0.
  • the intake port 21 (FIG. 2) is opened by the intake valve 15 (FIG. 2).
  • the angle A12 is positioned more retarded than the angle A11 and more advanced than the angle A0, and the angle A13 is positioned more retarded than the angle A1.
  • the range from the angle A12 to the angle A13 is an example of the normal intake range.
  • the air-fuel mixture containing air and fuel is introduced into the combustion chamber 31a (FIG. 2) through the intake port 21.
  • the air-fuel mixture in the combustion chamber 31a (FIG. 2) is ignited by the spark plug 18 (FIG. 2).
  • the angle A14 is located on the more advanced side than the angle A2.
  • an explosion combustion of the air-fuel mixture
  • the exhaust port 23 (FIG. 2) is opened by the exhaust valve 16 (FIG. 2) in the range from the angle A15 to the angle A16.
  • the angle A15 is located on the more advanced side than the angle A3, and the angle A16 is located on the more retarded side than the angle A0.
  • the range from the angle A15 to the angle A16 is an example of the normal exhaust range.
  • the gas after combustion is discharged
  • the forward rotation alignment operation and reverse rotation start operation of the engine unit EU will be described with reference to FIG.
  • the crank angle is adjusted to the reverse rotation start range by forward rotation of the crankshaft 13 (FIG. 2).
  • the reverse rotation start range is, for example, in the range from angle A0 to angle A2 in the forward direction, and preferably in the range from angle A13 to angle A2.
  • the reverse rotation start range is a range from the angle A30a to the angle A30b.
  • the range from the angle A30a to the angle A30b is included in the range from the angle A13 to the angle A2.
  • the intake port 21 is opened in the range from the angle A13 to the angle A12 and the exhaust port 23 is opened in the range from the angle A16 to A15, as in the forward rotation.
  • the present invention is not limited to this.
  • the intake port 21 may not be opened in the range from the angle A13 to the angle A12, and the exhaust port 23 may not be opened in the range from the angle A16 to the angle A15.
  • angle A23 fuel is injected into the intake passage 22 (FIG. 2) by the injector 19 (FIG. 2).
  • the angle A23 is located on the more advanced side than the angle A0.
  • the intake port 21 (FIG. 2) is opened by the intake valve 15 (FIG. 2).
  • the range from the angle A21 to the angle A22 is an example of the starting intake air range.
  • the angles A21 and A22 are in the range from the angle A0 to the angle A3.
  • the angle A31a is located on the more advanced side than the angle A31, and the angle A31 is located on the more advanced side than the angle A2.
  • the angle A31 is an example of the starting ignition range.
  • the air-fuel mixture in the combustion chamber 31a is ignited by the spark plug 18 after the reverse rotation of the crankshaft 13 is stopped. Thereby, the crankshaft 13 can be reliably driven in the forward direction. If it is possible to drive the crankshaft 13 in the forward direction by adjusting the ignition timing, etc., the air-fuel mixture in the combustion chamber 31a is stopped by the spark plug 18 before the reverse rotation of the crankshaft 13 is stopped. May be ignited.
  • the air-fuel mixture is guided to the combustion chamber 31a while the crankshaft 13 is reversely rotated by the starter / generator 14, and then the piston 11 is brought to the compression top dead center.
  • the air-fuel mixture in the combustion chamber 31a is ignited.
  • the piston 11 is driven so that the crankshaft 13 rotates in the forward direction, and sufficient torque in the forward direction is obtained.
  • the crank angle exceeds the angle A2 corresponding to the first compression top dead center.
  • valve drive unit 17 in FIG. 2 When the valve drive unit 17 in FIG. 2 is a camshaft, the valve drive unit 17 rotates in conjunction with the rotation of the crankshaft 13. When the valve drive unit 17 lifts the intake valve 15, a biasing force of a valve spring (not shown) is applied as a reaction force from the intake valve 15 to the valve drive unit 17. Similarly, when the valve drive unit 17 lifts the exhaust valve 16, a biasing force of a valve spring (not shown) is applied as a reaction force from the exhaust valve 16 to the valve drive unit 17.
  • the air-fuel mixture is not combusted in the combustion chamber 31a, so that the rotational force of the crankshaft 13 and the valve drive unit 17 gradually decreases.
  • the reaction force from the intake valve 15 or the exhaust valve 16 may stop the rotation of the valve drive unit 17 and the crankshaft 13 may stop rotating accordingly.
  • the crankshaft 13 is reversely rotated by the reverse rotation starting operation. At that time, if the reverse rotation start operation is started from a state where the crank angle is in the range from the angle A0 to the angle A31 in the reverse direction, the engine 10 cannot be started properly.
  • crank angle does not easily reach the angle A31. If reverse rotation of the crankshaft 13 is started from a crank angle close to the angle A31, the rotation speed of the crankshaft 13 does not increase, and the crank angle may not reach the angle A31.
  • the crank angle is adjusted to the reverse rotation start range (in this example, the range from the angle A30a to the angle A30b) by the forward rotation alignment operation before the reverse rotation start operation.
  • the rotational speed of the crankshaft 13 is sufficiently increased when the crank angle reaches the angle A21. Therefore, the air-fuel mixture is sufficiently introduced into the combustion chamber 31a in the range from the angle A21 to the angle A22.
  • the crank angle reliably reaches the angle A31. Therefore, the air-fuel mixture can be properly burned in the combustion chamber 31a at the angle A31. Thereby, sufficient driving force for rotating the crankshaft 13 in the forward direction is obtained. As a result, the engine 10 can be properly started.
  • the ECU 6 controls the spark plug 18 and the injector 19 in one of the permission mode and the prohibit mode.
  • the permission mode fuel is injected by the injector 19 when the crank angle is the angle A11 in FIG. 3, and the air-fuel mixture is ignited by the spark plug 18 when the crank angle is the angle A14 in FIG.
  • the prohibit mode fuel injection by the injector 19 and ignition by the spark plug 18 are prohibited. Thereby, the fuel injection by the injector 19 and the ignition by the spark plug 18 are not performed regardless of the crank angle.
  • FIG. 5 is a flowchart of the mode update process.
  • the mode update process is continuously performed at a constant cycle while the main switch 40 is on.
  • the ECU 6 determines whether or not the crankshaft 13 is rotating forward based on the detection result by the crank angle sensor 43 (FIG. 2) (step S1). When the crankshaft 13 is not rotated forward, the ECU 6 ends the mode update process without updating the control mode. When the crankshaft 13 is rotating forward, the ECU 6 determines whether or not the engine unit EU is operating normally (step S2).
  • the ECU 6 updates the control mode to the permission mode (step S3) and ends the mode update process. Accordingly, as described above, the fuel is injected by the injector 19 at the angle A11 (FIG. 3) while the crankshaft 13 is rotated forward, and the air-fuel mixture in the combustion chamber 31a is injected by the spark plug 18 at the angle A14 (FIG. 3). Is ignited.
  • the ECU 6 determines whether or not the starter / generator 14 is driving the crankshaft 13 based on the detection result by the current sensor 44 (step S4).
  • the starter / generator 14 is driving the crankshaft 13
  • the engine unit EU is in the forward rotation alignment operation.
  • the ECU 6 updates the control mode to the prohibit mode (step S5) and ends the mode update process. As a result, fuel injection by the injector 19 and ignition by the spark plug 18 are prohibited.
  • the starter / generator 14 when the starter / generator 14 is not driving the crankshaft 13, there is a high possibility that the crankshaft 13 is normally rotated by a starting operation such as pushing or kicking.
  • the ECU 6 updates the control mode to the permission mode (step S3) and ends the mode update process.
  • the engine 10 is started by a starting operation such as pushing or kicking.
  • Engine start process ECU6 performs an engine start process based on the control program previously memorize
  • 6 to 9 are flowcharts for explaining the engine start process.
  • the engine start process is performed when the main switch 40 or the starter switch 41 in FIG. 2 is turned on or when the engine 10 shifts to the idle stop state.
  • FIGS. 6 to 8 are flowcharts of a first example of the engine start process.
  • the ECU 6 determines whether or not the current crank angle is stored in the memory (step S11).
  • the current crank angle is stored in the memory when the engine 10 was stopped last time, for example. For example, immediately after the main switch 40 is turned on, the current crank angle is not stored. In the idle stop state, the current crank angle is stored.
  • the ECU 6 controls the starter / generator 14 so that the crankshaft 13 rotates in the forward direction (step S12).
  • the torque of the starter / generator 14 is determined based on the detection signal from the current sensor 44 (FIG. 2) so that the crank angle does not reach the angle A2 (FIGS. 3 and 4) corresponding to the compression top dead center. Is adjusted.
  • the control mode of the spark plug 18 and the injector 19 is maintained in the prohibit mode during the forward rotation alignment operation. Therefore, at the time of forward rotation of the crankshaft 13 at step S12 and step S16 described later, fuel injection by the injector 19 and ignition by the spark plug 18 are prohibited.
  • step S13 the ECU 6 determines whether or not a specified time has elapsed since the rotation of the crankshaft 13 was started in step S12 (step S13).
  • the ECU 6 controls the starter / generator 14 so that the rotation of the crankshaft 13 in the positive direction is continued.
  • step S14 the ECU 6 controls the starter / generator 14 so that the rotation of the crankshaft 13 is stopped (step S14). Thereby, the crank angle is adjusted to the reverse rotation start range.
  • step S12 the crank angle may be detected when the crankshaft 13 is rotated in the forward direction, and the crank angle may be adjusted to the reverse rotation start range based on the detected value.
  • step S15 the ECU 6 determines whether or not the current crank angle is in the reverse rotation start range. If the current crank angle is not in the reverse rotation start range, the ECU 6 controls the starter / generator 14 so that the crankshaft 13 rotates in the forward direction (step S16). In this case, the torque of the starter / generator 14 is determined based on the detection signal from the current sensor 44 (FIG. 2) so that the crank angle does not reach the angle A2 (FIGS. 3 and 4) corresponding to the compression top dead center. Is adjusted.
  • the ECU 6 determines whether or not the current crank angle has reached the reverse rotation start range based on detection signals from the intake pressure sensor 42 and the crank angle sensor 43 (step S17). If the current crank angle has not reached the reverse rotation start range, the ECU 6 controls the starter / generator 14 so that the forward rotation of the crankshaft 13 is continued (step S16). When the current crank angle reaches the reverse rotation start range, the ECU 6 controls the starter / generator 14 so that the rotation of the crankshaft 13 is stopped (step S14). Thereby, the crank angle is adjusted to the reverse rotation start range.
  • crank angle is adjusted with higher accuracy than in the processes in steps S12 and S13, and the power consumption by the starter / generator 14 is suppressed.
  • step S21 in FIG. 7 After the crank angle is adjusted to the reverse rotation start range by forward rotation of the crankshaft 13, the process of step S21 in FIG. 7 is performed. In step S15, when the current crank angle is in the reverse rotation start range, the process of step S21 of FIG. 7 is performed as it is.
  • step S21 the ECU 6 determines whether or not a predetermined starting condition for the engine 10 is satisfied.
  • the starting condition of the engine 10 is, for example, that the starter switch 41 (FIG. 2) is turned on or that the idle stop cancellation condition is satisfied.
  • step S21 when the engine start process is started by turning on the starter switch 41, the process of step S21 may not be performed. In that case, the forward rotation alignment operation and the reverse rotation start operation are continuously performed.
  • the ECU 6 performs a timeout setting for the engine start process (step S22). Specifically, the elapsed time is measured from that point. When the elapsed time reaches a predetermined end time, the engine start process is forcibly ended (step S38 described later).
  • the ECU 6 controls the starter / generator 14 so that the crankshaft 13 is rotated in the reverse direction (step S23).
  • the ECU 6 determines whether or not the current crank angle has reached the angle A23 in FIG. 4 based on detection signals from the intake pressure sensor 42 (FIG. 2) and the crank angle sensor 43 (FIG. 2). (Step S24).
  • the ECU 6 repeats the process of step S24 until the current crank angle reaches the angle A23.
  • the ECU 6 controls the injector 19 so that fuel injection into the intake passage 22 (FIG. 2) is started (step S25).
  • a pulse signal is given from the crank angle sensor 43 to the ECU 6, and the ECU 6 may control the injector 19 so that fuel is injected in response to the pulse signal. .
  • the ECU 6 determines whether or not a predetermined injection time has elapsed since the start of fuel injection in step S10 (step S26).
  • the ECU 6 controls the injector 19 so that fuel injection is continued until a predetermined injection time has elapsed.
  • the ECU 6 controls the injector 19 so that the fuel injection is stopped (step S27).
  • the ECU 6 determines whether or not the motor current has reached a predetermined threshold value based on the detection signal from the current sensor 44 (step S31).
  • the motor current increases as the crank angle approaches the angle A2 in FIG.
  • the crank angle reaches the angle A31 in FIG. 4
  • the motor current reaches the threshold value.
  • step S32 When the current flowing through the starter / generator 14 reaches a predetermined threshold value, the ECU 6 controls the starter / generator 14 so that the reverse rotation of the crankshaft 13 is stopped (step S32). Then, energization to the ignition coil is started (step S33). Next, the ECU 6 determines whether or not a predetermined energization time has elapsed since the energization was started in step S33 (step S34). The ECU 6 continues energization to the ignition coil until a predetermined energization time elapses. When a predetermined energization time has elapsed, the ECU 6 stops energizing the ignition coil (step S35).
  • step S36 the ECU 6 controls the starter / generator 14 so that the crankshaft 13 rotates in the forward direction (step S36).
  • the driving of the crankshaft 13 by the starter / generator 14 is stopped after a predetermined time elapses from the process of step S36, for example.
  • step S31 if the motor current has not reached the threshold value, the ECU 6 determines whether or not a predetermined end time has elapsed from the timeout setting in step S22 of FIG. 7 (step S37). Due to an abnormality in the engine unit EU, a predetermined end time may elapse from the timeout setting without the current flowing through the starter / generator 14 reaching the threshold value.
  • the abnormality of the engine unit EU includes a malfunction of the starter / generator 14 or a malfunction of the valve drive unit 17. If the end time has not elapsed, the ECU 6 returns to the process of step S21.
  • the ECU 6 controls the starter / generator 14 so that the reverse rotation of the crankshaft 13 is stopped (step S38), and informs the driver that an abnormality has occurred in the engine unit EU.
  • a warning is given (step S39). Specifically, for example, a warning lamp (not shown) is turned on. Thereby, ECU6 complete
  • FIG. 9 is a flowchart of a second example of the engine start process.
  • the ECU 6 may perform steps S41 to S51 in FIG. 9 instead of steps S31 to S39 in FIG.
  • the ECU 6 determines the crankshaft 13 in advance after the reverse rotation of the crankshaft 13 is started in step S23 of FIG. 7 based on the detection signal from the crank angle sensor 43 (FIG. 2). It is determined whether or not the rotation angle has been reversed (step S41).
  • the reverse rotation angle corresponds to, for example, an angle from the angle A30a to the angle A31 in FIG.
  • the ECU 6 determines that the crankshaft 13 has rotated the reverse rotation angle. judge.
  • the ECU 6 controls the starter / generator 14 so that the reverse rotation of the crankshaft 13 is stopped (step S42), and starts energizing the ignition coil (step S42). Step S43).
  • step S44 the ECU 6 determines whether or not the crankshaft 13 has rotated a predetermined energization angle (step S44).
  • the energization angle corresponds to the angle at which the crankshaft 13 rotates during the energization time in step S24 of FIG. For example, after energization is started, when a specified number of pulses corresponding to the energization angle is given as a detection signal from the crank angle sensor 43, the ECU 6 determines that the crankshaft 13 has rotated the energization angle.
  • step S45 the ECU 6 stops energizing the ignition coil (step S45) and controls the starter / generator 14 so that the crankshaft 13 rotates in the forward direction (step S46). Then, the engine start process is terminated.
  • step S47 the ECU 6 determines whether or not a first end time predetermined from the timeout setting in step S7 has elapsed. If the first end time has not elapsed, the ECU 6 returns to the process of step S41. When the first end time elapses, the ECU 6 controls the starter / generator 14 so that the reverse rotation of the crankshaft 13 is stopped (step S48), and that an abnormality has occurred in the engine unit EU. The driver is warned (step S51), and the engine start process is terminated.
  • step S44 determines whether or not a second end time determined in advance from the timeout setting in step S22 in FIG. S49). The second end time is set longer than the first end time. If the second end time has not elapsed, the ECU 6 returns to the process of step S44. When the second end time has elapsed, the ECU 6 stops energizing the ignition coil (step S50), warns the driver that an abnormality has occurred in the engine unit EU (step S51), and performs engine start processing. finish.
  • the reverse rotation of the crankshaft 13 is stopped based on the detection signal from the crank angle sensor 43 (steps S41 and S42). Further, energization to the ignition coil is stopped based on the detection signal from the crank angle sensor 43 (steps S44 and S45). Thereby, reverse rotation of the crankshaft 13 and energization to the ignition coil can be stopped at an appropriate timing.
  • step S43 after the energization of the ignition coil is started in step S43, when the second end time has elapsed in step S39, the energization of the ignition coil is stopped in step S50. This prevents energization of the ignition coil from continuing for a long time.
  • the engine unit EU performs a reverse rotation start operation.
  • the crank angle surely passes through the starting intake air range. Therefore, the air-fuel mixture can be appropriately introduced into the combustion chamber 31a, and combustion of the air-fuel mixture can be appropriately caused in the combustion chamber 31a. Thereby, the torque in the positive direction of the crankshaft 13 is increased, and the crank angle can easily exceed the angle A2 corresponding to the first compression top dead center.
  • the fuel injection and ignition by the injector 19 are performed before the engine 10 is started. Ignition by the plug 18 is not prohibited.
  • the engine 10 can be started by appropriately burning the air-fuel mixture.
  • the fuel injection and ignition prohibition are controlled based on the operation of the starter / generator 14, the combustion of the air-fuel mixture during the forward rotation alignment operation is not required without requiring a complicated configuration and complicated control. Is prevented.
  • the above embodiment is an example in which the present invention is applied to the motorcycle 100 having the kick pedal KP, but the present invention may be applied to the motorcycle 100 having no kick pedal KP.
  • the present invention may be applied not only to motorcycles but also to other saddle riding type vehicles such as an automatic tricycle or an ATV (All Terrain Vehicle).
  • the engine unit EU is an example of an engine unit
  • the engine 10 is an example of an engine
  • the starter / generator 14 is an example of a rotational drive unit
  • the ECU 6 is an example of a control unit
  • an injector 19 is an example of a fuel injection device
  • an ignition plug 18 is an example of an ignition device
  • a valve drive unit 17 is an example of a valve drive unit
  • an intake valve 15 is an example of an intake valve
  • an exhaust valve 16 is an exhaust gas.
  • the main switch 40 is an example of a main switch
  • the starter switch 41 is an example of a starter switch
  • the kick pedal KP is an example of a kick starter.
  • the motorcycle 100 is an example of a saddle-ride type vehicle
  • the rear wheel 7 is an example of a driving wheel
  • the vehicle body 1 is an example of a main body.
  • the present invention can be effectively used for various engine systems and saddle riding type vehicles.

Landscapes

  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Selon l'invention, une opération de positionnement de rotation vers l'avant dans laquelle un vilebrequin est tourné dans la direction vers l'avant est effectuée avant le démarrage d'un moteur, et une opération de démarrage avec rotation en sens inverse, dans laquelle le vilebrequin est tourné dans la direction en sens inverse, est effectuée lors du démarrage du moteur. Dans l'opération de positionnement de rotation vers l'avant, une unité d'entraînement en rotation entraîne le vilebrequin de telle sorte que l'angle de vilebrequin atteint une plage de démarrage avec rotation en sens inverse prédéterminée. Dans l'opération de démarrage avec rotation en sens inverse : une unité d'entraînement en rotation entraîne le vilebrequin de telle sorte que l'angle de vilebrequin effectue une transition à partir de la plage de démarrage avec rotation en sens inverse, passe par une plage d'admission d'air de démarrage prédéterminée, et atteint une plage d'allumage de démarrage prédéterminée ; un dispositif d'injection de carburant injecte un carburant quand l'angle de vilebrequin est dans la plage d'admission d'air de démarrage, de telle sorte qu'un mélange air-carburant passe à travers un orifice d'admission d'air à partir d'un passage d'admission d'air, et est introduit dans une chambre de combustion ; et un dispositif d'allumage effectue un allumage quand l'angle de vilebrequin est dans la plage d'allumage de démarrage. L'allumage par le dispositif d'allumage est interdit pendant l'opération de positionnement de rotation vers l'avant.
PCT/JP2014/003881 2014-07-23 2014-07-23 Système de moteur et véhicule du type à selle WO2016013045A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP14885070.4A EP3173605A4 (fr) 2014-07-23 2014-07-23 Système de moteur et véhicule du type à selle
PCT/JP2014/003881 WO2016013045A1 (fr) 2014-07-23 2014-07-23 Système de moteur et véhicule du type à selle
TW104122407A TW201608114A (zh) 2014-07-23 2015-07-09 引擎系統及跨坐型車輛

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/003881 WO2016013045A1 (fr) 2014-07-23 2014-07-23 Système de moteur et véhicule du type à selle

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TWI658202B (zh) * 2014-08-01 2019-05-01 義大利商比雅久股份有限公司 發動內燃引擎的方法

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JP2004176709A (ja) * 2002-09-30 2004-06-24 Toyota Motor Corp 内燃機関の始動制御装置
JP2004339952A (ja) * 2003-05-13 2004-12-02 Toyota Motor Corp 内燃機関の始動装置
JP2005315231A (ja) * 2004-04-30 2005-11-10 Mazda Motor Corp エンジンの始動装置
JP2014077405A (ja) 2012-10-11 2014-05-01 Yamaha Motor Co Ltd エンジンシステムおよび鞍乗り型車両

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JP3690596B2 (ja) * 2001-12-05 2005-08-31 本田技研工業株式会社 エンジン始動制御装置
US20070204827A1 (en) * 2006-03-02 2007-09-06 Kokusan Denki Co., Ltd. Engine starting device

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Publication number Priority date Publication date Assignee Title
JP2004176709A (ja) * 2002-09-30 2004-06-24 Toyota Motor Corp 内燃機関の始動制御装置
JP2004339952A (ja) * 2003-05-13 2004-12-02 Toyota Motor Corp 内燃機関の始動装置
JP2005315231A (ja) * 2004-04-30 2005-11-10 Mazda Motor Corp エンジンの始動装置
JP2014077405A (ja) 2012-10-11 2014-05-01 Yamaha Motor Co Ltd エンジンシステムおよび鞍乗り型車両

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Title
See also references of EP3173605A4

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EP3173605A1 (fr) 2017-05-31
EP3173605A4 (fr) 2018-02-14

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