WO2016152029A1 - Système de moteur et véhicule du type à selle - Google Patents

Système de moteur et véhicule du type à selle Download PDF

Info

Publication number
WO2016152029A1
WO2016152029A1 PCT/JP2016/001032 JP2016001032W WO2016152029A1 WO 2016152029 A1 WO2016152029 A1 WO 2016152029A1 JP 2016001032 W JP2016001032 W JP 2016001032W WO 2016152029 A1 WO2016152029 A1 WO 2016152029A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft
engine
angle
torque
engine system
Prior art date
Application number
PCT/JP2016/001032
Other languages
English (en)
Japanese (ja)
Inventor
裕生 山口
貴裕 増田
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
Publication of WO2016152029A1 publication Critical patent/WO2016152029A1/fr

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • 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
    • F02N11/10—Safety devices
    • 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
    • F02N3/00—Other muscle-operated starting apparatus
    • F02N3/04—Other muscle-operated starting apparatus having foot-actuated levers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means

Definitions

  • the present invention relates to an engine system and a saddle-ride type vehicle equipped with the same.
  • a saddle-ride type vehicle such as a motorcycle equipped with an engine may be provided with a mechanism for starting the engine manually.
  • Patent Document 1 describes a kick starter provided in a motorcycle.
  • the kick starter includes a kick pedal for applying torque to the crankshaft of the engine.
  • An occupant of the saddle riding type vehicle can start the engine by depressing the kick pedal.
  • JP 2012-67700 A JP 2012-67700 A
  • a torque that should be applied to the crankshaft when starting the engine can be reduced by providing a decompression mechanism (decompression mechanism) in the valve drive unit that opens the valve of the engine to reduce the pressure in the cylinder.
  • a decompression mechanism decompression mechanism
  • the occupant can start the engine even when the kick pedal is depressed with a weaker force.
  • a decompression mechanism is provided in the valve drive unit, the valve drive unit becomes complicated.
  • An object of the present invention is to provide an engine system and a saddle-ride type vehicle that can easily start an engine by human power with a simple configuration.
  • An engine system includes an engine, a manual starter that is manually operated by a user to start the engine, and a control unit configured to control the engine. , Configured to drive a crankshaft rotatably provided in the forward or reverse direction, a fuel injection device disposed in the intake passage, an intake valve that opens and closes the intake port, and an exhaust valve that opens and closes the exhaust port A manual valve drive unit and an ignition device configured to ignite an air-fuel mixture in the combustion chamber.
  • the manual start unit includes an input unit to which a user's human power is applied when starting the engine, and an input unit.
  • a power transmission unit that transmits the generated human power to the crankshaft as a torque for rotating the crankshaft in the reverse direction.
  • control unit drives the intake valve so that the fuel injected by is guided to the combustion chamber from the intake passage through the intake port at a first time point in the period in which the crankshaft is rotated in the reverse direction.
  • the air-fuel mixture is compressed in the combustion chamber due to the reverse rotation of the crankshaft, and the air-fuel mixture becomes the air-fuel mixture at the second time when the piston does not reach the compression top dead center.
  • the ignition device is controlled to ignite, and the power transmission unit interrupts transmission of torque from the crankshaft to the input unit or rotates torque from the crankshaft to the input unit when the crankshaft rotates in the positive direction. Attenuate.
  • the user's human power is applied to the input part of the manual starting part when starting the engine.
  • Human power applied to the input unit is transmitted as torque to the crankshaft by the power transmission unit of the manual starter.
  • the crankshaft rotates in the reverse direction.
  • the intake valve is driven by the valve drive unit so that the fuel injected by the fuel injection device is guided from the intake passage through the intake port into the combustion chamber at a first time point during which the crankshaft is rotated in the reverse direction. .
  • the fuel is introduced into the combustion chamber at the first time point, at a second time point when the air-fuel mixture is compressed in the combustion chamber due to the reverse rotation of the crankshaft and the piston does not reach the compression top dead center.
  • the mixture is ignited by the ignition device.
  • the piston is driven so that the crankshaft rotates in the positive direction by the energy of combustion generated in the combustion chamber.
  • sufficient torque in the positive direction is obtained, and the crank angle can easily exceed the angle corresponding to the first compression top dead center. Therefore, the engine can be started stably.
  • Torque from the crankshaft to the input unit during rotation of the crankshaft in the positive direction is interrupted or attenuated by the power transmission unit. Therefore, after the engine is started, the rotation of the input unit due to the crankshaft torque can be prevented.
  • the engine can be easily started with weaker human power without providing a decompression mechanism (decompression mechanism) in the valve drive unit. Therefore, the configuration of the engine system can be simplified. As a result, the engine can be easily started manually with a simple configuration.
  • the control unit may prohibit ignition of the air-fuel mixture of the ignition device when the rotational speed in the reverse direction of the crankshaft exceeds a predetermined threshold at the second time point.
  • the engine when the reverse rotation speed of the crankshaft exceeds the threshold value, the mixture is not ignited at the second time point for the first time, and the second and subsequent rotation speeds are below the threshold value.
  • the air-fuel mixture is ignited at the second time point. Therefore, even when a very large human power is applied to the manual starter, the engine can be appropriately started with a simple configuration.
  • the power transmission unit may include a reverse input suppression function that transmits torque from the input unit to the crankshaft but limits torque transmitted from the crankshaft to the input unit.
  • the torque from the crankshaft to the input section when the crankshaft rotates in the positive direction can be cut off or attenuated with a simple configuration.
  • the manual starting unit may include a kick starting unit, and the input unit may include a kick pedal.
  • the user can easily start the engine by depressing the kick pedal of the kick starting portion.
  • the engine system further includes a motor that is provided on the crankshaft and is configured to be capable of rotationally driving the crankshaft in the forward direction, and the control unit causes the motor to move the crankshaft in the forward direction after the second time point. It may be driven.
  • the motor may rotate the crankshaft in the reverse direction.
  • the user when sufficient electric power remains in the engine system, the user can start the engine system more easily when a predetermined start condition is satisfied.
  • the user when sufficient electric power does not remain in the engine system, the user can easily start the engine by applying human power to the input unit of the manual starting unit.
  • the motor may include a rotating electric machine that can generate electric power by rotating the crankshaft after the engine is started.
  • a saddle-ride type vehicle includes a main body having drive wheels and an engine system according to one aspect of the present invention that generates power for rotating the drive wheels.
  • the user's human power is applied to the input part of the manual starting part when the engine is started. Human power applied to the input unit is transmitted as torque to the crankshaft by the power transmission unit of the manual starter. As a result, the crankshaft rotates in the reverse direction.
  • the intake valve is driven by the valve drive unit so that the fuel injected by the fuel injection device is guided from the intake passage through the intake port into the combustion chamber at a first time point during which the crankshaft is rotated in the reverse direction. .
  • the fuel is introduced into the combustion chamber at the first time point, at a second time point when the air-fuel mixture is compressed in the combustion chamber due to the reverse rotation of the crankshaft and the piston does not reach the compression top dead center.
  • the mixture is ignited by the ignition device.
  • the piston is driven so that the crankshaft rotates in the positive direction by the energy of combustion generated in the combustion chamber.
  • sufficient torque in the positive direction is obtained, and the crank angle can easily exceed the angle corresponding to the first compression top dead center. Therefore, the engine can be started stably.
  • Torque from the crankshaft to the input unit during rotation of the crankshaft in the positive direction is interrupted or attenuated by the power transmission unit. Therefore, after the engine is started, the rotation of the input unit due to the crankshaft torque can be prevented.
  • the engine can be easily started with weaker human power without providing a decompression mechanism (decompression mechanism) in the valve drive unit. Therefore, the configuration of the engine system can be simplified. As a result, the engine can be easily started manually with a simple configuration.
  • the engine can be easily started manually with a simple configuration.
  • 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 partially enlarged sectional view of the engine unit.
  • FIG. 4 is an enlarged cross-sectional view for explaining the details of the power transmission unit.
  • FIG. 5 is an enlarged cross-sectional view for explaining details of the power transmission unit.
  • FIG. 6 is a schematic diagram for explaining the operation of the power transmission unit.
  • FIG. 7 is a schematic diagram for explaining the operation of the power transmission unit.
  • FIG. 8 is a diagram for explaining the normal operation of the engine unit.
  • FIG. 9 is a diagram for explaining the reverse rotation start operation of the engine unit.
  • FIG. 10 is a diagram for explaining engine starting in the reverse rotation starting operation.
  • FIG. 11 is a flowchart of 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 system 200 is configured by the ECU 6 and the engine unit EU.
  • 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, a rotating electrical machine 14, and a manual starter 500.
  • the engine 10 includes a piston 11, a connecting rod (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.
  • the rotation direction of the crankshaft 13 during normal operation of the engine 10 is referred to as a forward direction
  • the direction opposite to the forward direction is referred to as a reverse direction.
  • Rotating electric machine 14 is provided on the crankshaft 13.
  • the rotating electrical machine 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 rotating electrical machine 14 transmits torque directly to the crankshaft 13 without using a reduction gear.
  • manual starter 500 is provided on the crankshaft 13.
  • manual starter 500 is a kick starter and is kicked by the occupant when engine 10 is started. In this case, the occupant can easily start the engine 10 by depressing the kick pedal of the manual starter 500.
  • the manual starter 500 transmits the human power during the kick operation by the occupant as torque to the crankshaft 13 to drive the crankshaft 13 to rotate in the reverse direction. Details of the manual starter 500 will be described later.
  • the forward rotation of the crankshaft 13 is transmitted to the rear wheel 7, so that the rear wheel 7 is rotationally driven.
  • 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, a current sensor 44 and a temperature sensor 45 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 a passenger.
  • 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 flowing through the rotating electrical machine 14 (hereinafter referred to as a motor current).
  • the temperature sensor 45 detects, for example, the water temperature or oil temperature in the engine 10 or the machine temperature as a value corresponding to the temperature of the engine 10 (hereinafter referred to as engine temperature).
  • 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, the current sensor 44 and the temperature sensor 45 are given to the ECU 6 as detection signals.
  • the ECU 6 controls the rotating electrical machine 14, the spark plug 18, and the injector 19 based on the given operation signal and detection signal.
  • FIG. 3 is a partially enlarged sectional view of the engine unit EU.
  • the manual starting unit 500 includes an input unit 510, an arm unit 520, a shaft unit 530, a drive gear 540, a driven gear 550, and a power transmission unit 560.
  • the input unit 510 is a kick pedal.
  • the shaft portion 530 extends in parallel with the rotation center line RC of the crankshaft 13 and is fixed to the casing 210 of the engine unit EU so as to be rotatable. One end portion of the shaft portion 530 protrudes outward of the casing 210.
  • the input unit 510 and one end of the shaft unit 530 are connected by an arm unit 520.
  • Drive gear 540 is provided at the other end of shaft portion 530.
  • the drive gear 540 is engaged with the driven gear 550 while being urged in one direction by an urging member (not shown).
  • the driven gear 550 has a cylindrical portion 551.
  • the crankshaft 13 is inserted into the cylindrical portion 551. Between the inner peripheral surface of the cylindrical portion 551 and the outer peripheral surface of the crankshaft 13, a power transmission portion 560 and a bearing B1 are disposed.
  • the power transmission unit 560 transmits torque from the input unit 510 to the crankshaft 13, but includes a reverse input suppression function that limits the torque transmitted from the crankshaft 13 to the input unit 510.
  • the power transmission unit 560 is, for example, a clutch mechanism.
  • the power transmission unit 560 is a two-way clutch, but the present invention is not limited to this.
  • the power transmission unit 560 may be a clutch mechanism having a torque diode, a torque limiter, or another damper mechanism.
  • the passenger kicks the input unit 510.
  • the human power of the kick operation by the occupant is transmitted to the shaft portion 530 through the arm portion 520 as torque for rotating the shaft portion 530.
  • the drive gear 540 rotates against a biasing force of a biasing member (not shown).
  • the torque of drive gear 540 is transmitted to driven gear 550.
  • the driven gear 550 rotates around the rotation center line RC of the crankshaft 13.
  • FIGS. 4 and 5 are enlarged cross-sectional views for explaining details of the power transmission unit 560.
  • the radial direction of the crankshaft 13 centered on the rotation center line RC is referred to as an axial radial direction
  • the circumferential direction of the crankshaft 13 centered on the rotation centerline RC is referred to as an axial circumferential direction
  • a direction away from the rotation center line RC in the axial radial direction is referred to as a radially outward direction.
  • the power transmission unit 560 includes a fixed plate 561, a roller holding unit 562, an urging member 563, and a plurality of (eight in the example of FIG. 5) rollers 564.
  • FIG. 4 shows only one of the plurality of rollers 564.
  • the fixed plate 561 has a pressing part 561a and a protruding part 561b.
  • the pressing portion 561a has an annular shape and is provided on the outer side in the radial direction of the crankshaft 13.
  • the protruding portion 561b is provided so as to protrude radially outward from the outer peripheral portion of the pressing portion 561a and bend at a right angle.
  • the tip of the protruding portion 561b is fixed to a plate fixing portion 211 provided in the casing 210.
  • the roller holding part 562 has a cylindrical part 562a, a flange part 562b, and a sliding part 562c.
  • the cylindrical portion 562a is provided so as to surround a part of the outer peripheral surface of the crankshaft 13.
  • a cylindrical sliding bearing SB is fixed to the inner peripheral surface of the cylindrical portion 562a.
  • An oil supply path OS is formed in the portion of the crankshaft 13 where the sliding bearing SB overlaps. Lubricating oil is supplied between the inner peripheral surface of the sliding bearing SB and the outer peripheral surface of the crankshaft 13 through the oil supply path OS.
  • a part of the cylindrical portion 562a is disposed inside the cylindrical portion 551 of the driven gear 550.
  • a bearing B2 is disposed between the cylindrical portion 562a and the cylindrical portion 551 of the driven gear 550.
  • the roller holding part 562 and the driven gear 550 are relatively rotatable in the axial circumferential direction via the bearing B2.
  • the flange portion 562b is provided outside the cylindrical portion 551 of the driven gear 550 so as to protrude radially outward from one end portion of the cylindrical portion 562a.
  • the sliding portion 562c is provided so as to protrude radially outward from the outer peripheral surface of the cylindrical portion 562a with a certain distance from the flange portion 52a.
  • the pressing part 561a of the fixed plate 561 is disposed so as to come into contact with the sliding part 562c. Further, an urging member 563 is disposed between the pressing portion 561a and the flange portion 562b.
  • the biasing member 563 is, for example, a wave spring. The pressing portion 561a is urged by the urging member 563 so as to be pressed against the sliding portion 562c.
  • the cross section of the inner peripheral surface of the cylindrical portion 551 of the driven gear 550 is polygonal.
  • the inner peripheral surface of the cylindrical portion 551 is composed of a plurality of flat surfaces (hereinafter referred to as cam surfaces) CF.
  • cam surfaces a plurality of flat surfaces
  • the cross section of the inner peripheral surface of the cylindrical portion 551 is a regular octagonal shape, and the inner peripheral surface of the cylindrical portion 551 is configured by eight cam surfaces CF.
  • a plurality of notches CT are formed at equal angular intervals in the axial direction in the cylindrical portion 562a of the roller holding portion 562.
  • each notch CT is disposed between the inner peripheral surface of the cylindrical portion 551 of the driven gear 550 and the outer peripheral surface of the crankshaft 13, a roller 564 having a substantially columnar shape is disposed in each notch CT.
  • the width of each notch CT in the axial circumferential direction is slightly larger than the diameter DA of the cross section of the roller 564.
  • the maximum distance D1 between the outer peripheral surface of the crankshaft 13 and the inner peripheral surface of the cylindrical portion 551 is larger than the diameter DA of the cross section of the roller 564.
  • the maximum distance D1 is a distance in the axial diameter direction between the end of each cam surface CF and the outer peripheral surface of the crankshaft 13.
  • the minimum distance D2 between the outer peripheral surface of the crankshaft 13 and the inner peripheral surface of the cylindrical portion 551 is smaller than the diameter of the cross section of the roller 564.
  • the minimum distance D ⁇ b> 2 is a distance in the axial diameter direction between the center portion of each cam surface CF and the outer peripheral surface of the crankshaft 13.
  • each roller 564 does not pass between the center portion of each cam surface CF and the outer peripheral surface of the crankshaft 13, and the movement range in the axial direction of each roller 564 with respect to the cylindrical portion 551 is limited. Accordingly, each roller 564 moves in the axial direction in conjunction with the rotation of the cylindrical portion 551 in the axial direction.
  • FIGS. 6 and 7 are schematic diagrams for explaining the action of the power transmission unit 560. 6 and 7 show one roller 564 and a cylindrical portion 551, a roller holding portion 562, and a part of the crankshaft 13. The other rollers 564 operate in the same manner as the rollers 564 of FIGS.
  • the rotational speed of the driven gear 550 and the rotational speed of the crankshaft 13 when it is assumed that torque is not transmitted between the driven gear 550 and the crankshaft 13 are referred to as an input rotational speed and an output rotational speed, respectively.
  • each roller 564 moves in the reverse direction DR2 while being in contact with the cam surface CF of the driven gear 550 and the outer peripheral surface of the crankshaft 13. In this case, each roller 564 pushes the roller holding portion 562, and the roller holding portion 562 rotates in the reverse direction DR2.
  • the pressing portion 561a (FIG. 4) of the fixed plate 561 is pressed against the sliding portion 562c (FIG. 4) of the roller holding portion 562 by the biasing member 563 (FIG. 4). For this reason, when the roller holding portion 562 rotates, friction is generated between the pressing portion 561a and the sliding portion 562c. The friction force acts as a rotation resistance of the roller holding portion 562. Accordingly, a drag force in the positive direction DR1 acts on the roller 564 from the roller holding portion 562, and the roller 564 is held in a state of being pressed against the cam surface CF and the outer peripheral surface of the crankshaft 13. In this case, the crankshaft 13 is prohibited from rotating in the positive direction DR1 with respect to the driven gear 550. On the other hand, the rotation of the crankshaft 13 in the reverse direction DR2 with respect to the driven gear 550 is not prohibited.
  • the crankshaft 13 rotates by a predetermined angle, the rotation direction of the crankshaft 13 is switched from the reverse direction DR2 to the forward direction DR1. Even in this case, since the power transmission unit 560 is in a disconnected state, the torque of the crankshaft 13 is not transmitted to the driven gear 550. Therefore, the crankshaft 13 rotates in the positive direction DR1 in a state where torque transmission from the crankshaft 13 to the input unit 510 (FIG. 3) is interrupted.
  • the engine 10 is started by turning on the starter switch 41 in FIG. 2 or kicking the input unit 510 with the main switch 40 in FIG. 2 turned on. . Further, the engine 10 is stopped by turning off the main switch 40 of FIG. Further, 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 related to at least one of a throttle opening (opening of the throttle valve TV), a vehicle speed, and a rotation 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 reverse rotation starting operation when the engine 10 is started. Thereafter, the engine unit EU performs a normal operation.
  • FIG. 8 is a diagram for explaining a normal operation of the engine unit EU.
  • FIG. 9 is a diagram for explaining 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.
  • crankshaft 13 in the forward direction rotation of the crankshaft 13 in the forward direction
  • reverse rotation rotation of the crankshaft 13 in the reverse direction
  • Arrow R1 indicates the direction of change in the crank angle when the crankshaft 13 rotates forward
  • arrow R2 indicates the direction of change in the crank angle when the crankshaft 13 rotates 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.
  • 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.
  • FIGS. 10A and 10B are diagrams for explaining the start of the engine 10 in the reverse rotation start operation. 10A and 10B, the horizontal axis indicates the crank angle, and the vertical axis indicates the rotational load of the crankshaft 13.
  • the reverse rotation starting operation of the engine unit EU will be described with reference to FIGS. 9 and 10 (a) and 10 (b).
  • the crank angle is adjusted to a predetermined reverse rotation start range.
  • the reverse rotation start range is, for example, in the range from angle A0 to angle A2 in the positive direction, and preferably in the range from angle A13 to angle A2.
  • the reverse rotation start range is an angle A30.
  • the angle A30 is in the range from the angle A13 to the angle A2.
  • the occupant performs a kick operation of the input unit 510 in FIG. 3 or an operation for satisfying a predetermined start condition while the crank angle is in the reverse rotation start range.
  • the crankshaft 13 is rotated in the reverse direction by the rotating electrical machine 14 or the manual starter 500 in FIG. 2, and the crank angle changes in the direction of the arrow R2 in FIG.
  • the piston 11 is lowered in the range from the angle A2 to the angle A1.
  • the piston 11 rises in the range from the angle A1 to the angle A0.
  • the piston 11 is lowered in the range from the angle A0 to the angle A3.
  • the piston 11 rises in the range from the angle A3 to the angle A2.
  • the moving direction of the piston 11 when the crankshaft 13 rotates in the reverse direction is opposite to the moving direction of the piston 11 when the crankshaft 13 rotates in the forward direction.
  • the rotational load on the crankshaft 13 is maximized at an angle A2 corresponding to the compression top dead center. Further, between the angle A1 and the angle A0, the rotational load on the crankshaft 13 increases due to the drive of the intake valve 15. Further, between the angle A0 and the angle A3, the rotational load on the crankshaft 13 increases due to the drive of the exhaust valve 16.
  • the intake port 21 is opened in the range from the angle A13 to the angle A12 in FIG. 9 and exhausted in the range from the angle A16 to A15 as in the forward rotation. Mouth 23 is opened.
  • 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. .
  • the angle A23 is located on the more advanced side than the angle A0. Further, in the range from the angle A21 to the angle A22, 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. In the reverse direction, the angles A21 and A22 are in the range from the angle A0 to the angle A3.
  • the piston 11 rises, so even if the intake port 21 is opened in the range from the angle A13 to the angle A12, air and fuel are hardly introduced into the combustion chamber 31a.
  • the intake port 21 is opened in the range from the angle A21 to the angle A22, so that the air-fuel mixture containing air and fuel is taken in from the intake passage 22. It is introduced into the combustion chamber 31a through the port 21.
  • the rotational speed in the reverse direction of the crankshaft 13 is equal to or less than a predetermined threshold value at the angle A31a
  • energization to the ignition coil connected to the ignition plug 18 (FIG. 2) is started.
  • the angle A31 by stopping energization to the ignition coil, the air-fuel mixture in the combustion chamber 31a is ignited by the spark plug 18 (FIG. 2).
  • 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 piston 11 (FIG. 2) performs the first compression top dead in the reverse rotation with the crankshaft 13 rotating in the reverse direction. The point will be passed. In this case, the piston 11 is driven so that the crankshaft 13 rotates in the reverse direction by the energy of combustion generated in the combustion chamber 31a, and the piston 11 is not driven so that the crankshaft 13 rotates in the forward direction. Therefore, the engine 10 cannot be started properly. Therefore, when the reverse rotation speed of the crankshaft 13 exceeds the threshold value, energization of the ignition coil is prohibited and ignition of the air-fuel mixture is not performed.
  • the crankshaft 13 is further reversely rotated by 720 degrees or more, and the ignition coil is turned on at an angle A31a after the second time when the rotational speed of the crankshaft 13 is below the threshold value. Is started, and the current supply to the ignition coil is stopped at the angle A31, whereby the mixture in the combustion chamber 31a is ignited by the ignition plug 18 (FIG. 2).
  • the engine 10 can be appropriately started with a simple configuration.
  • the air-fuel mixture is guided to the combustion chamber 31a while the crankshaft 13 is reversely rotated by the manual starter 500 or the rotating electrical machine 14. Thereafter, the air-fuel mixture in the combustion chamber 31a is ignited with the piston 11 approaching the compression top dead center. Thereby, the piston 11 is driven so that the crankshaft 13 rotates forward.
  • the air-fuel mixture in the combustion chamber 31a is ignited by the spark plug 18, but the crankshaft 13 can be driven in the forward direction. If there is, the stop of the reverse rotation of the crankshaft 13 and the ignition by the spark plug 18 may not be simultaneous.
  • Engine start process ECU6 performs an engine start process based on the control program previously memorize
  • FIG. 11 is a flowchart of the engine start process. The engine start process is performed, for example, when the main switch 40 (FIG. 2) is turned on or when the engine 10 shifts to an idle stop state.
  • the ECU 6 determines whether or not a predetermined start condition is satisfied (step S1).
  • the start condition is, for example, that the starter switch 41 (FIG. 2) is turned on.
  • the start condition is that the idle stop release condition is satisfied.
  • step S2 Even if the start condition is not satisfied, the occupant can start the engine 10 by kicking the input unit 510 of FIG. Therefore, when the start condition is not satisfied in step S1, the ECU 6 proceeds to the process of step S3. On the other hand, when the starting condition is satisfied in step S1, the ECU 6 controls the rotating electrical machine 14 so that the crankshaft 13 is rotated in the reverse direction (step S2).
  • crank angle is not in the reverse rotation start range (angle A30) at the start of the engine start process, the crank angle is adjusted to the reverse rotation start range before the crankshaft 13 is reversely rotated.
  • step S3 determines whether or not the crankshaft 13 has rotated in the reverse direction.
  • the fact that the crankshaft 13 is not rotating reversely means that the starting condition is not satisfied in step S1, or that the kick operation of the input unit 510 is not performed. Therefore, if the crankshaft 13 is not rotating in reverse in step S3, the ECU 6 returns to the process in step S1.
  • ECU 6 repeats the processes of steps S1 to S3 until the starting condition is satisfied in step S1 or the input unit 510 is kicked.
  • step S4 determines whether or not the fuel injection condition is satisfied.
  • the fuel injection condition is that the crank angle obtained from the detection results of the intake pressure sensor 42 (FIG. 2) and the crank angle sensor 43 (FIG. 2) reaches the angle A23 in FIG. If the fuel injection condition is not satisfied, the ECU 6 repeats the process of step S4.
  • step S4 the ECU 6 controls the injector 19 (FIG. 2) so that the fuel is injected into the intake passage 22 (FIG. 2) (step S5).
  • the ECU 6 may control the injector 19 in response to a pulse signal from the crank angle sensor 43.
  • the ECU 6 determines whether or not the ignition condition is satisfied (step S6).
  • the ignition condition is that the crank angle obtained from the detection results of the intake pressure sensor 42 (FIG. 2) and the crank angle sensor 43 (FIG. 2) reaches the angle A31a in FIG. If the ignition condition is not satisfied, the ECU 6 repeats the process of step S6.
  • step S6 determines whether or not the rotational speed of the crankshaft 13 is equal to or less than a threshold value (step S7). If the rotational speed of the crankshaft 13 exceeds the threshold value in step S7, the ECU 6 returns to the process in step S6. The ECU 6 repeats the processes of steps S6 and S7 until the rotational speed of the crankshaft 13 becomes equal to or less than the threshold value.
  • step S8 If the rotational speed of the crankshaft 13 is equal to or lower than the threshold value in step S7, the ECU 6 performs ignition by energizing the ignition coil (step S8). In this case, the ECU 6 may control the ignition coil in response to the pulse signal from the crank angle sensor 43. Thereafter, the ECU 6 controls the rotating electrical machine 14 so that the crankshaft 13 is rotated in the forward direction (step S9). As a result, the engine start process ends.
  • the occupant when sufficient electric power remains in the engine system 200, the occupant can start the engine system 200 more easily when a predetermined start condition is satisfied. it can. On the other hand, when sufficient electric power does not remain in the engine system 200, the occupant can easily start the engine 10 by applying human power to the input unit 510 of the manual starting unit 500.
  • the user's human power is applied to the input unit 510 of the manual starter 500 when the engine 10 is started.
  • the human power applied to the input unit 510 is transmitted as torque to the crankshaft 13 by the power transmission unit 560 of the manual start unit 500. Thereby, the crankshaft 13 rotates in the reverse direction.
  • the fuel injected by the injector 19 is guided from the intake passage 22 through the intake port 21 into the combustion chamber 31a. Thereafter, when the air-fuel mixture is compressed in the combustion chamber 31a due to the reverse rotation of the crankshaft 13 and the piston 11 does not reach the compression top dead center, the air-fuel mixture is ignited by the spark plug 18.
  • the piston 11 is driven by the energy of combustion generated in the combustion chamber 31a so that the crankshaft 13 rotates in the forward direction.
  • sufficient torque in the positive direction is obtained, and the crank angle can easily exceed the angle corresponding to the first compression top dead center. Therefore, the engine 10 can be started stably.
  • Torque from the crankshaft 13 to the input unit 510 when the crankshaft 13 rotates in the positive direction is interrupted or attenuated by the power transmission unit 560. Therefore, after the engine 10 is started, the rotation of the input unit 510 due to the torque of the crankshaft 13 can be prevented.
  • the engine 10 can be easily started with weaker human power without providing a decompression mechanism (decompression mechanism) in the valve drive unit 17. Therefore, the configuration of engine system 200 can be simplified. As a result, the engine 10 can be easily started manually with a simple configuration.
  • the manual starter 500 is a kick starter having a kick pedal, but the present invention is not limited to this.
  • the manual starter 500 may be a recoil starter. In this case, the user can start the recoil starter by pulling the starter rope as an input unit and rotating the crankshaft.
  • Manual starter 500 may be another type of starter that can start the engine manually.
  • the engine system 200 includes the rotating electrical machine 14, but the present invention is not limited to this.
  • the engine system 200 may include a starter motor and a generator separately in place of the rotating electrical machine 14, or may include one of a starter motor and a generator. Alternatively, the engine system 200 may not include any of the rotating electrical machine 14, the starter motor, and the generator.
  • the above embodiment is an example in which the present invention is applied to a motorcycle.
  • the present invention is not limited to this, and other saddle-type vehicles such as a motorcycle or an ATV (All Terrain Vehicle) are used.
  • the present invention may be applied.
  • the engine 10 is an example of an engine
  • the manual starter 500 is an example of a manual starter and a kick starter
  • the ECU 6 is an example of a controller
  • the crankshaft 13 is an example of a crankshaft.
  • the intake passage 22 is an example of an intake passage
  • the injector 19 is an example of a fuel injection device
  • the intake port 21 is an example of an intake port
  • the intake valve 15 is an example of an intake valve
  • the exhaust port 23 is an exhaust port.
  • the exhaust valve 16 is an example of an exhaust valve.
  • the valve drive unit 17 is an example of a valve drive unit
  • the spark plug 18 is an example of an ignition device
  • the input unit 510 is an example of an input unit and a kick pedal
  • the power transmission unit 560 is an example of a power transmission unit.
  • Piston 11 is an example of a piston.
  • the engine system 200 is an example of an engine system
  • the rotating electrical machine 14 is an example of a motor and a rotating electrical machine
  • the rear wheel 7 is an example of a driving wheel
  • the vehicle body 1 is an example of a main body
  • the motorcycle 100 is a vehicle. It is an example of a riding type vehicle.
  • 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un système de moteur dans lequel, lors du démarrage du moteur, la force humaine d'un utilisateur est appliquée à une section d'entrée d'une unité de démarrage manuelle. Un vilebrequin tourne dans un sens inverse du fait de la force humaine transmise sous forme de couple au vilebrequin à partir d'une section de transmission de force de l'unité de démarrage manuelle. Le carburant qui est injecté par un injecteur est guidé dans une chambre de combustion depuis un passage d'admission par l'intermédiaire d'un orifice d'admission du fait de l'entraînement d'une soupape d'admission pendant une période pendant laquelle le vilebrequin pivote dans le sens inverse. Un mélange air-carburant est ensuite allumé par une bougie d'allumage au niveau d'un point dans le temps où un piston n'a pas atteint un point mort haut de compression et où le mélange air-carburant est dans un état comprimé à l'intérieur de la chambre de combustion du fait de la rotation inverse du vilebrequin. Le couple entre le vilebrequin et la section d'entrée pendant une rotation vers l'avant du vilebrequin est soit bloqué par la section de transmission de force, soit atténué.
PCT/JP2016/001032 2015-03-23 2016-02-26 Système de moteur et véhicule du type à selle WO2016152029A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-059559 2015-03-23
JP2015059559 2015-03-23

Publications (1)

Publication Number Publication Date
WO2016152029A1 true WO2016152029A1 (fr) 2016-09-29

Family

ID=56978296

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2016/001032 WO2016152029A1 (fr) 2015-03-23 2016-02-26 Système de moteur et véhicule du type à selle

Country Status (2)

Country Link
TW (1) TW201638462A (fr)
WO (1) WO2016152029A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115244291B (zh) * 2020-03-11 2023-08-04 本田技研工业株式会社 发动机控制装置的控制方法以及跨骑型车辆

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63104683U (fr) * 1986-12-25 1988-07-06
JPS6429267U (fr) * 1987-08-13 1989-02-21
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

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63104683U (fr) * 1986-12-25 1988-07-06
JPS6429267U (fr) * 1987-08-13 1989-02-21
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

Also Published As

Publication number Publication date
TW201638462A (zh) 2016-11-01

Similar Documents

Publication Publication Date Title
EP2719883B1 (fr) Système motorisé
US20090071437A1 (en) Straddle type vehicle
JP6002269B1 (ja) 車両用エンジンの始動装置
JP2015108322A (ja) エンジンシステムおよび鞍乗り型車両
TW201439427A (zh) 跨坐型車輛
WO2016152029A1 (fr) Système de moteur et véhicule du type à selle
TWI553218B (zh) 引擎系統及跨坐型車輛
TWI544140B (zh) 引擎系統及跨坐型車輛
TWI596274B (zh) 引擎系統及跨坐型車輛
WO2016152010A1 (fr) Système de propulseur et véhicule du type à selle
JP2016130469A (ja) エンジンシステムおよび鞍乗り型車両
TWI535586B (zh) 引擎控制裝置及具備其之車輛
WO2016013045A1 (fr) Système de moteur et véhicule du type à selle
TWI589772B (zh) 引擎系統及車輛
WO2016013044A1 (fr) Système de moteur et véhicule de type à selle
JP6072668B2 (ja) 伝動システム
JP5905426B2 (ja) 車両
EP3173615B1 (fr) Système de démarrage et motocycle
JP6097465B2 (ja) 鞍乗型車両
JP6249861B2 (ja) ワンウェイクラッチ
JP6516644B2 (ja) 車両
JP2016176444A (ja) エンジンシステムおよび鞍乗り型車両
TW201413103A (zh) 引擎系統及具備其之車輛
WO2014174717A1 (fr) Système de moteur et véhicule équipé de celui-ci

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: 16767941

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16767941

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP