CN1351226A - Ignition controller for engine - Google Patents
Ignition controller for engine Download PDFInfo
- Publication number
- CN1351226A CN1351226A CN01119361A CN01119361A CN1351226A CN 1351226 A CN1351226 A CN 1351226A CN 01119361 A CN01119361 A CN 01119361A CN 01119361 A CN01119361 A CN 01119361A CN 1351226 A CN1351226 A CN 1351226A
- Authority
- CN
- China
- Prior art keywords
- crankshaft
- reverse
- mentioned
- engine
- dead center
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
- 239000007858 starting material Substances 0.000 claims abstract description 25
- 238000001514 detection method Methods 0.000 claims abstract description 6
- 230000007246 mechanism Effects 0.000 claims description 12
- 230000008859 change Effects 0.000 claims description 3
- 238000010304 firing Methods 0.000 claims 1
- 230000005540 biological transmission Effects 0.000 abstract description 3
- 230000006835 compression Effects 0.000 description 24
- 238000007906 compression Methods 0.000 description 24
- 230000009471 action Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 241000220317 Rosa Species 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 239000006200 vaporizer Substances 0.000 description 2
- 241000237970 Conus <genus> Species 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Motor And Converter Starters (AREA)
- Valve Device For Special Equipments (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
An engine start controller for a motor of the invention capable of improving an engine startability, comprising a reverse control means for starting a reverse power transmission to a starter motor immediately after the engine stops, a crank angle detection means for detecting that the reversely rotating crankshaft reaches an angle corresponding to a top dead center, and a reverse load detection means for detecting a reverse load on the crankshaft, wherein the reverse control means responses to either of such events that the arrival of the crankshaft at an angle corresponding to the top dead center is detected by the crank angle detection means (mark X on curve A in figure 6(c)) and that the rise of the reverse load is detected by the reverse load detection means (mark X on curve B in figure 6(c)), whichever comes earlier, to terminate the reverse power transmission.
Description
The present invention relates to the starter motor turning crankshaft and with the ignition controller for engine of engine start.Be particularly related to after motor stops, crankshaft is turned to assigned position in the opposite direction, improve the ignition controller for engine of startability.
In the prior art, for example Japanese kokai publication hei 6-64451 communique or spy open flat 7-71350 communique and have disclosed the technology of improving engine start.In these technology, the turning crankshaft moment when piloting engine in order to lower improves engine start, before piloting engine, crankshaft is reversed, and turns back to the position of regulation, pilots engine from this reverse position, improves engine start like this.
In the above-mentioned prior art, because crankshaft is by big turning crankshaft moment reverse, so crankshaft returns before arriving the compression top dead center of passing through when just changeing.Therefore, when being cut off toward the reverse energising that drives (starting) motor, crankshaft is owing to the compression reaction force of piston is moved towards positive veer.
Shown in above-mentioned prior art, crankshaft is reversed, make immediately then in its control mode of just changeing, the just commentaries on classics driving force of above-mentioned compression reaction force and starter motor, side by side be delivered on the crank song, so,, can not impair startability even above-mentioned compression reaction force makes crankshaft toward positive veer action yet.
In contrast, not when engine start but after motor just stops, make crankshaft reverse assigned position, carry out in the system of engine start next time, crankshaft moves towards positive veer under the compression reaction force effect of piston, when engine start next time, owing to help away distance short, can not get required inertia, exist the problem of the startability that can not substantially improve motor.
The objective of the invention is after just stopping, making crankshaft reverse assigned position, carry out then substantially improving the startability of motor in the system of engine start at motor in order to solve above-mentioned prior art problems.
To achieve these goals, ignition controller for engine of the present invention after motor stops, reversing assigned position with its crankshaft, carries out engine start next time; It is characterized in that, comprise:
The starter motor that makes crankshaft just change and reverse;
After motor stopped, beginning reversed the reverse control mechanism of energising to starter motor;
Detect the crankangle feeler mechanism that the crankshaft that reverses has arrived the suitable angle of piston upper dead center;
Detect the reverse load detector structure of the reverse load of above-mentioned crankshaft;
Above-mentioned reverse control mechanism, reply the detected crankshaft of crankangle feeler mechanism and arrived among these two kinds of information of information that the information at the suitable angle of upper dead center and the detected reverse load of above-mentioned reverse load detector structure rise early a side, finish above-mentioned reverse and switch on.
According to above-mentioned feature, before the reverse load of crankshaft rises, when crankshaft arrives the suitable angle of upper dead center, this position is predicted to be near the exhaust top dead center, so, stop to reverse energising in this position, can crankshaft further be reversed, turn back to compression top dead center front (during reverse) by inertial force.
In addition, before crankshaft arrived upper dead center, when the reverse of crankshaft load rose, this position had been the front (during reverse) of compression top dead center, stop to reverse energising herein, can make crankshaft in the front of compression top dead center (during reverse), position that compression reaction force is little stops.
Fig. 1 adopts motor-scooter type moped unitary side view of the present invention.
Fig. 2 is the sectional view along the crankshaft of the swing type unit among Fig. 1.
Fig. 3 is the block diagram of the control system of starter dynamo.
Fig. 4 is the block diagram of the main cage structure of ECU in the presentation graphs 3.
Fig. 5 turns to the oppositely flow chart of (ス イ Application グ バ Star Network) control.
Fig. 6 is the action specification figure that turns to reverse control.
Below, present invention will be described in detail with reference to the accompanying.Fig. 1 is the motor-scooter type moped whole profile that adopts power generation control device for vehicle of the present invention.
Body forward structure and body tail are being connected by low base plate 4, as the vehicle frame of framework of body, roughly by under manage 6 and be responsible for 7 and constitute.Fuel tank and accommodate case (all figure do not show) and be bearing in and be responsible on 7 is disposing vehicle seat 18 above it.
At body forward structure, be provided with the handle 11 of axle on steering head 5 up, below be provided with front fork 12, propping up front-wheel FW at its lower end axle.The top of handle 11 is covered with by the handle cover 13 of double as instrument panel.Distal process is being established carriage 15 under the person in charge 7 rising portions, and the suspension bracket 18 of swing bodies 2 is pivotably connected on this carriage 15 by linkage component 16.
On swing bodies 2, carrying single cylinder four stroke engine E in its front portion.Constitute belt type adjustable speed drive 10 to the rear from this motor E, be provided with reducing gear 9 at its rear portion by centrifugal clutch, trailing wheel RW axle props up on this reducing gear 9.In the upper end of this reducing gear 9 and be responsible between 7 the upper bend portion folder and establishing posterior bumper 3.Setting vaporizer 17 that is being connected with the sucking pipe 19 that stretches out from motor E and the air-strainer 14 that is being connected with this vaporizer 17 in the front portion of swing bodies 2.
Fig. 2 is the sectional view that swing bodies 2 is cut off along crankshaft 201, and mark same as described above is represented same or equal part.
Crank box 202L double as belt type stepless change chamber in a left side is provided with rotatable belt drives wheel 210 on the crankshaft 201 that always extends to left crank box 202L.Belt drives wheel 210 is made of fixed side half-pulley 210L and movable side half-pulley 210R, fixed side half-pulley 210L is fixed in the left part of crankshaft 201 by wheel hub 211, on its right side, movable side half-pulley 210R spline is entrenched on the crankshaft 201, can near or away from fixed side half-pulley 210L.The vee-belt 212 of between two half-pulley 210L, 210R, reeling.
Right side at movable side half-pulley 210R, lobe plate 215 is fixed on the crankshaft 201, be located at the slider 215a of its outer circumference end, engaging with lobe plate slide protrusion portion (this lobe plate slide protrusion portion is formed on axle direction in the outer circumference end of movable side half-pulley 210R) slidably.The lobe plate 215 of movable side half-pulley 210R, its part near periphery has towards the oblique conical surface of lobe plate 215 inclinations, is accommodating dry weight ball 216 in the space between this conical surface and movable side half-pulley 210R.
When the rotational speed of crankshaft 201 increases, at the above-mentioned dry weight ball 216 of movable side half-pulley 210R with 215 rotations of lobe plate, under centrifugal action, move towards centrifugal direction, movable side half-pulley 210R is moved towards left by 216 pushings of dry weight ball, near fixed side half-pulley 210L.Its result, the vee-belt of holding under the arm between two half-pulley 210L, 210R 212 moves towards centrifugal direction, and it is big that its roll diameter becomes.
At the rear portion of vehicle, be provided with the negative pulley wheel corresponding (figure does not show) with belt drives belt pulley 210, vee-belt 212 is hung around on the negative pulley wheel.By this belt transfer mechanism, the power of motor E passes to centrifugal clutch after adjusting automatically, drive trailing wheel RW by above-mentioned reducing gear 9 grades.
In right crank box 202R, setting the starter motor concurrently engine 1 that starter motor and AC generator combination are formed.In the starter motor concurrently engine 1, external rotor 60 usefulness screws 253 are fixed on the front end tapering of crankshaft 201.The inner stator 50 usefulness bolts 279 that are provided in external rotor 60 inboards are fixed on the crank box 202.
Fan 280 usefulness bolts 246 partly are fixed in the bottom of its central conus portion 280a on the external rotor 60, and fan 280 is covered with by fan guard 281 by radiator 282.
On crankshaft 201, between above-mentioned starter motor concurrently engine 1 and bearing 209, fixing sprocket wheel 231, on this sprocket wheel 231, reeling from the crankshaft 201 drive cam shaft chain of (figure does not show).Above-mentioned sprocket wheel 231 forms as one with gear 232, and said gear 232 is used for giving the pump that makes lubrication oil circulation with transmission of power.
Fig. 3 is the block diagram of the control system of above-mentioned starter motor concurrently engine 1, and mark same as described above is represented identical or equal part.
On ECU, be provided with three phase full wave rectification bridge circuit 400, regulator 100 and turn to reverse control device 700.The three phase current that 400 pairs of starter motor concurrently engine 1 electricity generate functions of three phase full wave rectification bridge circuit are produced carries out full wave rectifier.Regulator 100 with the export-restriction of full wave rectifier bridge circuit 400 at the regulating voltage of regulation (regulator start voltage: for example 14.5V).Turning to oppositely, (ス イ Application グ バ Star Network) control device 700 makes crankshaft 201 reverse assigned position after motor stops.
At ECU, connecting rotor angle sensor 29, spark coil 21, throttle sensor 23, fuel sensor 24, vehicle seat switch 25, idle running switch 26, cooling water temperature sensor 27 and ignition pulse generator 30.The testing signal that comes out from each one is input to ECU.Second side at spark coil 21 is connecting igniting flower plug 22 alive.
On ECU, also connecting starter relay 34, switch starter 35, stop switch 36,37, backup indicator 38, fuel indicator 39, velocity transducer 40, operating starter motor formula starting system (オ-ト バ イ ス ) 41 and the head lamp 42 of starting valve automatically.On head lamp 42, be provided with light-regulating switch 43.
The electric current of battery 46 is supplied with above-mentioned each one by main fuse 44 and main switch 45.Battery 46 has by starter relay 34 and directly is connected and the circuit that only is not connected with ECU by main fuse 44 by main switch 45 with ECU.
Fig. 4 is the figure of the main cage structure that turns to reverse control of expression ECU.Three phase full wave rectification bridge circuit 400 is connected in parallel 2 FET of 3 groups of series connection to constitute.
In turning to reverse control device 700, stage judging part 73, output signal according to rotor angle sensor 29,1 rotation with crankshaft 201, be divided into such 36 stages of stage # 0～#35, judge present stage as benchmark stage (stage #0) detection time of the pulse signal that ignition pulse generator 30 is produced.
Stage, above-mentioned stage judging part 73 detected the time of the passing through Δ tn in this stage according to the time arrive the next stage of judgement after judging the new stage before by time detecting portion 74.Reverse control device 75,, send the reverse drive instruction according to the judged result of above-mentioned stage judging part 73 and the time of the passing through Δ tn that detects by time detecting portion 74 by the above-mentioned stage.
The gate voltage dutycycle of each power fet of supplying with full wave rectifier bridge circuit 400 is automatically controlled in dutycycle configuration part 72 according to the judged result of above-mentioned stage judging part 73.Driver 71 is each power fet of the driving pulse of the dutycycle of above-mentioned setting supply full wave rectifier bridge circuit 400.
Below, with reference to the flow chart of Fig. 5 and the action specification figure of Fig. 6, the above-mentioned action that turns to reverse control device 700 is described.Among Fig. 6 (a), expression makes crankshaft 201 reverse the relation of required rotating crank axle moment (reversing load) and degree in crank angle.Rotating crank axle moment (during reverse) before will arriving compression top dead center sharply rises.Among Fig. 6 (b), the expression degree in crank angle and the relation in stage.Among Fig. 6 (c), the variation of the angular velocity of crankshaft when expression reverses.
At step S11, when detecting motor and stopping, at step S12, S13, with reference to the stage of being judged by stage judging part 73 now.If during among stage # 0～#11 any, enter step S14 when stage now.If during among stage # 12～#32 any, enter step S15.If beyond above-mentioned when (promptly being any among stage # 33～#35), enter step S16.At step S14, S16, in dutycycle configuration part 77, the dutycycle of driving pulse is set at 70%, in step S15, is set at 80%.
The dynamic control of this dutycycle as described later, the front of the suitable angle of compression top dead center (during reverse) that increases in rotating crank axle moment fully reduces the angular velocity of the crankshaft 201 when reversing, simultaneously, angle beyond it can reverse driving fast.
At step S17, each power fet of the dutycycle of the above-mentioned setting of driver 71 usefulness control full wave rectifier bridge circuit 400 begins to reverse energising.At step S18, Δ tn current"on"time of the stage #n that passes through was detected by time detecting portion 74 by the above-mentioned stage.
At step S19, in reversing control device 75, judge whether crankshaft 201 has passed through stage # 0, be near the upper dead center.If by stage # 0,, the time of the passing through Δ tn of the above-mentioned stage # 0 that just passed through is compared with reference value Rref (being 4/3 in the present embodiment) with the ratio (Δ tn/ Δ tn-1) of the time of the passing through Δ n-1 of the stage # (n-1) that passes through before at step S21.If above-mentionedly be no more than reference value Rref by time ratio (Δ tn/ Δ tn-1), return step S12, reverse driving, above-mentioned repeatedly abreast therewith each handle.
Shown in curve A among Fig. 6 (c), the motor stop position, promptly reverse the initial position be than last time with the side of the compression top dead center of neutral position more approaching next time of the compression top dead center of next time, in other words, when having passed through exhaust top dead center (when just changeing) back to the process of arrival compression top dead center, although motor concurrently engine 1 is reversed driving with 70% dutycycle, crankshaft still can pass through stage #0 (exhaust top dead center).Therefore, in step S19, detect it, enter step S20, judge whether crankshaft 201 has arrived stage #32.Arrived stage # 32 if be judged as crankshaft 201, in step 22, stopped above-mentioned reverse energising, then, crankshaft stops after further reversing by inertial force.
Shown in curve B among Fig. 6 (c), reverse the initial position and be than last time with the side of the more approaching compression top dead center last time in neutral position of the compression top dead center of next time, in other words, be by compression top dead center (just changeing) back during to the process of arrival exhaust top dead center, motor concurrently engine 1 is reversed driving with 70% dutycycle, so, reverse load shown in Fig. 6 (a), (during reverse) rising in front of arriving stage # 0, the angular velocity of crankshaft 201 sharply descends.Then, at step S21, be judged as above-mentioned by time ratio (Δ tn/ Δ tn-1) at 4/3 when above of reference value, at step S22, stop above-mentioned reverse and switch on, the reverse of crankshaft and energising stop almost to stop simultaneously.
Like this, in the present embodiment, when the reverse after motor stops to drive, monitor whether crankshaft has passed through the suitable angle of upper dead center, and whether the angular velocity of crankshaft reduce, and during by upper dead center, finishes to reverse energising immediately when crankshaft reverses, when the angular velocity of crankshaft reduces because of the increase that reverses load, also finish to reverse energising.So,, also crankshaft can be turned back to (during reverse) in front of the compression top dead center last time, position that compression reaction force is low although reversing the initial position.
In the present embodiment, detect the angular velocity of crankshaft 201 according to the output of the rotor angle sensor 29 of the rotor angle (being the stage) that detects starter motor concurrently engine 1, so, do not need to be provided in addition detecting the sensor of crankshaft 201 angles.
The present invention has following effect.
(1) before the reverse load that detects crank axle rises, detects crank axle and arrive During suitable angle, dead point, this position is measurable to be near the exhaust top dead center, so, here stop Non-returnly turn to energising, can make crank axle get back to desired location by inertia force.
In addition, before detecting crank axle arrival top dead-centre, detect the reverse of crank axle When load rose, this position was anti-work of front (during reverse), compression of compression top dead center Exert oneself here to stop to reverse energising in low position, can make crank axle in compression reaction force Low position stops.
(2) the reverse driving moment that makes starter motor top dead-centre and near than the position beyond it Put lower, so, can the angular speed of the crank axle of reverse be subtracted Speed. Therefore, prevent that not only crank axle from crossing the suitable angle of compression top dead center, and, can be easy Detect the front that crank axle has arrived compression top dead center.
(3) when crank axle passes through top dead-centre when reversing, stop immediately reversing energising, then Utilize inertia force that crank axle is further reversed, so, in the time of can shortening the energising of starter motor Between, can lower electric power consumption.
(4) according to the output of the sensor of the rotor angle that detects starter motor, detect crank axle Angular speed, so, needn't be provided in addition detecting the sensor of the angle of crank axle 201.
Claims (5)
1. ignition controller for engine after motor stops, reversing assigned position with its crankshaft, carries out engine start next time; It is characterized in that, comprise: the starter motor that makes crankshaft just change and reverse; After motor stopped, beginning reversed the reverse control mechanism of energising to starter motor; Detect the crankangle feeler mechanism that the crankshaft that reverses has arrived the suitable angle of piston upper dead center; Detect the reverse load detector structure of the reverse load of above-mentioned crankshaft;
Above-mentioned reverse control mechanism, reply the detected crankshaft of crankangle feeler mechanism and arrived among these two kinds of information of information that the information at the suitable angle of upper dead center and the detected reverse load of above-mentioned reverse load detector structure rise early a side, finish above-mentioned reverse and switch on.
2. ignition controller for engine as claimed in claim 1 is characterized in that, the driving moment when above-mentioned starter motor is reversed during crankshaft is by suitable angle of upper dead center and near zone thereof, reduces during by other angle than crankshaft.
3. ignition controller for engine as claimed in claim 1 is characterized in that, above-mentioned reverse load detector structure is according to the angular velocity varies detection reverse load of the crankshaft that reverses.
4. ignition controller for engine as claimed in claim 3 is characterized in that, above-mentioned starter motor comprises the angle of rotation feeler mechanism of detecting its angle of swing; Above-mentioned reverse load detector structure is represented the variation of the angular velocity of above-mentioned crankshaft with the angular velocity varies of the detected starter motor of above-mentioned angle of rotation feeler mechanism.
5. as each described ignition controller for engine in the claim 1 to 4, it is characterized in that above-mentioned motor is a four stroke engine, above-mentioned crankangle feeler mechanism is the igniting pulse oscillator that detects firing time.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP326742/2000 | 2000-10-26 | ||
| JP2000326742A JP3824132B2 (en) | 2000-10-26 | 2000-10-26 | Engine start control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1351226A true CN1351226A (en) | 2002-05-29 |
| CN1144945C CN1144945C (en) | 2004-04-07 |
Family
ID=18803880
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB011193611A Expired - Fee Related CN1144945C (en) | 2000-10-26 | 2001-05-30 | Ignition controller for engine |
Country Status (11)
| Country | Link |
|---|---|
| JP (1) | JP3824132B2 (en) |
| KR (1) | KR100648495B1 (en) |
| CN (1) | CN1144945C (en) |
| AR (1) | AR031038A1 (en) |
| BR (1) | BR0107303B1 (en) |
| ES (1) | ES2244267B1 (en) |
| IT (1) | ITTO20011022A1 (en) |
| MY (1) | MY128858A (en) |
| PE (1) | PE20020727A1 (en) |
| TW (1) | TW590918B (en) |
| WO (1) | WO2002035087A1 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1303317C (en) * | 2002-10-04 | 2007-03-07 | 本田技研工业株式会社 | Engine starting controller |
| CN100345369C (en) * | 2003-07-31 | 2007-10-24 | 本田技研工业株式会社 | Output control device for generator |
| CN100394009C (en) * | 2004-03-08 | 2008-06-11 | 本田技研工业株式会社 | Engine start control system |
| CN101846024A (en) * | 2009-03-24 | 2010-09-29 | 本田技研工业株式会社 | Ignition controller for engine |
| CN102859181A (en) * | 2010-09-16 | 2013-01-02 | 新电元工业株式会社 | Drive controller, drive control system, and drive control method |
| CN103032236A (en) * | 2011-10-08 | 2013-04-10 | 威伯科有限公司 | Pneumatic starter device for internal combustion engines and method of operation |
| CN103047070A (en) * | 2004-04-16 | 2013-04-17 | Avl里斯脱有限公司 | Start-up phase controlling process for motor vehicle |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3969641B2 (en) * | 2002-05-22 | 2007-09-05 | 本田技研工業株式会社 | Engine starter |
| JP4273838B2 (en) | 2002-09-30 | 2009-06-03 | トヨタ自動車株式会社 | Start control device for internal combustion engine |
| JP4096863B2 (en) | 2003-11-07 | 2008-06-04 | トヨタ自動車株式会社 | Engine starting device and engine starting method |
| JP5234396B2 (en) | 2006-11-13 | 2013-07-10 | 現代自動車株式会社 | Method for controlling engine stop position of hybrid electric vehicle |
| JP4932690B2 (en) * | 2007-01-23 | 2012-05-16 | アルプス電気株式会社 | Switch device |
| FR2918127B1 (en) | 2007-06-29 | 2011-03-18 | Valeo Equip Electr Moteur | DEVICE FOR STARTING A THERMAL MOTOR, IN PARTICULAR A MOTOR VEHICLE. |
| US8561588B2 (en) * | 2008-03-07 | 2013-10-22 | GM Global Technology Operations LLC | Engine stop/start system and method of operating same |
| JP5247554B2 (en) * | 2009-03-24 | 2013-07-24 | 本田技研工業株式会社 | Engine start control device |
| JP5361590B2 (en) * | 2009-07-21 | 2013-12-04 | 本田技研工業株式会社 | Engine start control device |
| WO2015050155A1 (en) * | 2013-10-01 | 2015-04-09 | 株式会社ミツバ | Engine startup control device |
| FR3013915B1 (en) * | 2013-11-25 | 2015-12-18 | Peugeot Citroen Automobiles Sa | METHOD FOR CONTROLLING AN ELECTRIC MACHINE FOR RE-STARTING A MOTOR VEHICLE |
| JP5876188B1 (en) * | 2015-01-14 | 2016-03-02 | ヤマハ発動機株式会社 | Engine system and saddle riding type vehicle |
| JP2018138768A (en) * | 2017-02-24 | 2018-09-06 | 株式会社デンソー | Engine starter device |
| JP6757371B2 (en) * | 2018-07-27 | 2020-09-16 | 本田技研工業株式会社 | Engine starter |
| KR20210045107A (en) | 2019-10-16 | 2021-04-26 | 현대자동차주식회사 | Vehicle and controlling method thereof |
| CN114649987A (en) * | 2020-12-21 | 2022-06-21 | 台达电子工业股份有限公司 | Generator control device and generator starting method thereof |
| WO2023181396A1 (en) * | 2022-03-25 | 2023-09-28 | 本田技研工業株式会社 | Straddle-type vehicle |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02286874A (en) * | 1989-04-28 | 1990-11-27 | Mitsubishi Motors Corp | Start characteristic enhancing device for reciprocation engine |
| JP3351042B2 (en) * | 1993-09-02 | 2002-11-25 | 株式会社デンソー | Internal combustion engine starter for vehicles |
| US5713320A (en) * | 1996-01-11 | 1998-02-03 | Gas Research Institute | Internal combustion engine starting apparatus and process |
| DE19817497A1 (en) * | 1998-04-20 | 1999-10-28 | Isad Electronic Sys Gmbh & Co | Method for starting motor vehicle IC engine |
| WO2000034649A1 (en) * | 1998-12-09 | 2000-06-15 | Mitsuba Corporation | Starting device for internal combustion engines and starting control device |
| JP4055973B2 (en) * | 1999-03-30 | 2008-03-05 | 本田技研工業株式会社 | Engine starter |
| JP2001304080A (en) * | 2000-04-21 | 2001-10-31 | Nissan Motor Co Ltd | Control device of power train |
-
2000
- 2000-10-26 JP JP2000326742A patent/JP3824132B2/en not_active Expired - Fee Related
-
2001
- 2001-05-30 CN CNB011193611A patent/CN1144945C/en not_active Expired - Fee Related
- 2001-10-23 BR BRPI0107303-6A patent/BR0107303B1/en not_active IP Right Cessation
- 2001-10-23 KR KR1020027006820A patent/KR100648495B1/en not_active IP Right Cessation
- 2001-10-23 TW TW090126153A patent/TW590918B/en not_active IP Right Cessation
- 2001-10-23 WO PCT/JP2001/009273 patent/WO2002035087A1/en not_active Application Discontinuation
- 2001-10-23 ES ES200250039A patent/ES2244267B1/en not_active Expired - Fee Related
- 2001-10-24 MY MYPI20014920A patent/MY128858A/en unknown
- 2001-10-25 IT IT2001TO001022A patent/ITTO20011022A1/en unknown
- 2001-10-25 PE PE2001001058A patent/PE20020727A1/en not_active Application Discontinuation
- 2001-10-25 AR ARP010104983A patent/AR031038A1/en not_active Application Discontinuation
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1303317C (en) * | 2002-10-04 | 2007-03-07 | 本田技研工业株式会社 | Engine starting controller |
| CN100345369C (en) * | 2003-07-31 | 2007-10-24 | 本田技研工业株式会社 | Output control device for generator |
| CN100394009C (en) * | 2004-03-08 | 2008-06-11 | 本田技研工业株式会社 | Engine start control system |
| CN103047070A (en) * | 2004-04-16 | 2013-04-17 | Avl里斯脱有限公司 | Start-up phase controlling process for motor vehicle |
| CN103047070B (en) * | 2004-04-16 | 2015-11-25 | Avl里斯脱有限公司 | The method of controller start-up phase |
| CN101846024A (en) * | 2009-03-24 | 2010-09-29 | 本田技研工业株式会社 | Ignition controller for engine |
| CN101846024B (en) * | 2009-03-24 | 2012-07-18 | 本田技研工业株式会社 | Engine start control device |
| CN102859181A (en) * | 2010-09-16 | 2013-01-02 | 新电元工业株式会社 | Drive controller, drive control system, and drive control method |
| CN102859181B (en) * | 2010-09-16 | 2015-03-04 | 新电元工业株式会社 | Drive controller, drive control system, and drive control method |
| CN103032236A (en) * | 2011-10-08 | 2013-04-10 | 威伯科有限公司 | Pneumatic starter device for internal combustion engines and method of operation |
Also Published As
| Publication number | Publication date |
|---|---|
| ES2244267A1 (en) | 2005-12-01 |
| BR0107303A (en) | 2002-08-13 |
| ES2244267B1 (en) | 2007-02-16 |
| CN1144945C (en) | 2004-04-07 |
| BR0107303B1 (en) | 2009-05-05 |
| KR100648495B1 (en) | 2006-11-24 |
| KR20020070985A (en) | 2002-09-11 |
| TW590918B (en) | 2004-06-11 |
| AR031038A1 (en) | 2003-09-03 |
| PE20020727A1 (en) | 2002-09-10 |
| MY128858A (en) | 2007-02-28 |
| ITTO20011022A1 (en) | 2003-04-25 |
| JP2002130095A (en) | 2002-05-09 |
| JP3824132B2 (en) | 2006-09-20 |
| WO2002035087A1 (en) | 2002-05-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN1144945C (en) | Ignition controller for engine | |
| CN1236206C (en) | Engine starter | |
| CN1097154C (en) | Engine starting control device and vehicle installed with the device | |
| CN1193166C (en) | Engine starter | |
| CN1247887C (en) | Engine starting controller | |
| US8498801B2 (en) | Engine start control system and method | |
| CN112805465B (en) | Engine restarting device | |
| JP4144722B2 (en) | Engine automatic stop / start control device | |
| CN1196858C (en) | Engine start conrolling device | |
| CN1086774C (en) | Vehicle starting controller | |
| JP4121103B2 (en) | Engine automatic stop / start control device | |
| JP7215950B2 (en) | engine starting device | |
| EP3147496B1 (en) | Engine start control system for saddle-ride type vehicles | |
| CN1263950C (en) | Actuating and generating device for vehicles | |
| WO2019187428A1 (en) | Engine control device | |
| CN1453467A (en) | Controller for engine | |
| JP3336534B2 (en) | Ignition system for motorcycle engine | |
| ITTO20011136A1 (en) | ENGINE STARTING CONTROL EQUIPMENT. | |
| WO2019064817A1 (en) | Vehicle control device | |
| WO2019064818A1 (en) | Start control device | |
| JP2001012335A (en) | Engine starting device for engine stopping-starting control system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C06 | Publication | ||
| PB01 | Publication | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20040407 Termination date: 20160530 |