EP1233175B1 - Anlasser, anlasssteuervorrichtung und kurbelwellenwinkelgeber einer brennkraftmaschine - Google Patents

Anlasser, anlasssteuervorrichtung und kurbelwellenwinkelgeber einer brennkraftmaschine Download PDF

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Publication number
EP1233175B1
EP1233175B1 EP00977866A EP00977866A EP1233175B1 EP 1233175 B1 EP1233175 B1 EP 1233175B1 EP 00977866 A EP00977866 A EP 00977866A EP 00977866 A EP00977866 A EP 00977866A EP 1233175 B1 EP1233175 B1 EP 1233175B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
crank shaft
angle
starting
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.)
Expired - Lifetime
Application number
EP00977866A
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English (en)
French (fr)
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EP1233175A1 (de
EP1233175A4 (de
Inventor
Mitsunori Inaba
Yutaka Nozue
Hidekazu Uchiyama
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Mitsuba Corp
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Mitsuba Corp
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Filing date
Publication date
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Publication of EP1233175A1 publication Critical patent/EP1233175A1/de
Publication of EP1233175A4 publication Critical patent/EP1233175A4/de
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Publication of EP1233175B1 publication Critical patent/EP1233175B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil
    • F02P7/0675—Electromagnetic pick-up devices, e.g. providing induced current in a coil with variable reluctance, e.g. depending on the shape of a tooth
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • 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

Definitions

  • the present invention relates to a starting system for an internal combustion engine and a starting control system for an internal combustion engine, the systems which get starting an internal combustion engine applied to a two-wheeled vehicle, a motor vehicle or the like. Further, the present invention relates to a crank angle detecting apparatus of an internal combustion engine, the apparatus which is applied to a two-wheeled vehicle, a motor vehicle or the like.
  • a starting system that is, a starter using a battery as a drive source.
  • the crank shaft rotates through inertia, and thereafter a compression load in a compression stroke of the engine acts as a brake so that the rotation temporarily stops, and thereafter the crank shaft is a little returned in a reverse direction due to a reaction against a compression and frequently stops near a bottom dead center of the compression stroke. Accordingly, at the time of starting the engine, the rotation of the crank shaft is frequently started from a position that is near the bottom dead center of the compression stroke.
  • the engine obtains an engine output by rotating the crank shaft in accordance with a series of strokes comprising the suction, the compression, the ignition, and the explosion of an air-fuel mixture of fuel.
  • a series of strokes comprising the suction, the compression, the ignition, and the explosion of an air-fuel mixture of fuel.
  • signals to be used as reference signals thereof are required.
  • pulsar signals are obtained by a signal generating means comprising a pulsar coil and by an iron projecting member called a reluctor, and are used as the reference signals.
  • the reluctor is formed at a predetermined position of a rotational body rotating together with the crank shaft, such as the flywheel, a rotor of a starter motor, and the like.
  • the pulsar coil is also provided in a side of a stator and is arranged such that the reluctor passes near the pulsar coil. Further, when the reluctor passes near the pulsar coil as the crank shaft rotates, an electric signal is generated in the pulsar coil due to a repulsion caused by the approach of the reluctor to the pulsar coil and thereby a pulsar signal is output.
  • the pulsar signal is always output at a predetermined crank angle, this pulsar signal is used as an ignition reference signal and an ignition timing control is executed.
  • the reluctor is mainly constituted by one reluctor formed on the rotational body and, in this case, the pulsar signal is output once with respect to one turn of the crank shaft. Accordingly, it is possible to calculate the engine rotation number on the basis of an interval of the pulsar signal, and various kinds of processes such as the control of a fuel injection amount and the like can be executed by using the calculated value.
  • An object of the present invention is to realize the starting control of a more efficient engine by recognizing an absolute angle of a crank shaft in an engine.
  • a starting system for an internal combustion engine is characterized by: a starter motor connected to a crank shaft of the internal combustion engine; and a control means for acquiring an absolute angle of the crank shaft on the basis of an ignition reference signal of said internal combustion engine and a rotational pulse signal and controlling said starter motor on the basis of said absolute angle.
  • a starting system for an internal combustion engine is characterized by: a starter motor connected to a crank shaft of the internal combustion engine; and a control means for acquiring an absolute angle of the crank shaft on the basis of an ignition reference signal of said internal combustion engine and a commutation position pulse signal of said starter motor and controlling said starter motor on the basis of said absolute angle.
  • the absolute angle of the crank shaft is acquired by using the existing signals such as the ignition reference signal or the commutation position pulse signal, and the starter motor is controlled on the basis of this. Accordingly, it is possible to execute an accurate starting control which employs the absolute angle of the crank shaft without further adding a crank angle sensor or the like, and so to realize the engine starting with good efficiency.
  • said control means may apply a reverse current carried such that said crank shaft is temporarily reverse-rotated up to a predetermined position, and thereafter apply a normal current carried, and thereby start said internal combustion engine.
  • said normal current carried may be executed by detecting that said crank shaft has reached a predetermine crank angle position, or executed by detecting that said crank shaft has started normal rotation.
  • one of a reluctor and a pulsar coil for generating a second reference signal in addition to said ignition reference signal may be provided.
  • said control means may recognize, at the time of restarting after said internal combustion stops in a state of a STOP and GO operation of stopping idling at the time of waiting at stoplights or the like and restarting the engine at the time of starting, said absolute angle from at least the time when said internal combustion engine becomes equal to or less than a predetermined rotation number; and said control means may apply a reverse current carried such that said crank shaft is temporarily reverse-rotated up to a predetermined crank position, on the basis of said absolute angle after stopping at the time of restarting said internal combustion engine, and thereafter apply a normal current carried, and thereby start said internal combustion engine.
  • said control means may apply, in the case where said internal combustion engine stops after getting over an a compression stroke, a reverse current carried such that said crank shaft is temporarily reverse-rotated up to a predetermined crank position, on the basis of said absolute angle acquired before said internal combustion engine stops, at the time of next starting, and thereafter said control means may apply a normal current carried, and thereby start said internal combustion engine.
  • said control means may apply, in the case where said internal combustion engine stops after getting over an a compression stroke, a reverse current carried such that said crank shaft is temporarily reverse-rotated up to a predetermined crank position, on the basis of said absolute angle acquired before said internal combustion engine stops, at the time of next starting, and thereafter said control means may apply a normal current carried, and thereby start said internal combustion engine. By doing so, it is possible to always pass through the position for generating the ignition reference signal at the time of reverse-rotating the crank shaft, and to securely acquire the ignition reference signal.
  • said control means may adjust, on the basis of at least any one of a battery voltage and an engine, a position at which the reverse current carried in said crank shaft is finished and a position at which the normal current carried in said crank shaft is started. By doing so, it is possible to executed the more detailed staring control on the basis of states of the battery and the engine, and to reduce time required for starting.
  • a starting control system for an internal combustion engine is one that executes a drive control of a starter motor connected to a crank shaft of the internal combustion engine, and the starting control system is characterized by: an ignition reference signal acquiring means for acquiring an ignition reference signal of said internal combustion engine; a commutation position pulse signal acquiring means for acquiring a commutation position pulse signal of said starter motor; an absolute angle calculating means for calculating an absolute angle of said crank shaft on the basis of said ignition reference signal and said commutation position pulse signal; and a motor control instructing means for controlling said starter motor on the basis of said absolute angle calculated.
  • the absolute angle of the crank shaft is acquired by using the existing signal such as the ignition reference signal and the commutation position pulse signal and the starter motor is controlled on the basis of this, it is possible to execute an accurate starting control which employs the absolute angle of the crank shaft without further adding a crank angle sensor or the like and it is possible to realize the good efficient engine starting.
  • said motor control instructing means may apply a reverse current carried such that said crank shaft is temporarily reverse-rotated up to a predetermined crank position on the basis of said absolute angle, and detect that said crank shaft has reached a predetermined crank angle position or that said crank shaft has started normal rotation, and thereafter apply a normal current carried.
  • said starting control system further comprises a battery voltage detecting means for detecting a battery voltage and an engine temperature detecting means for detecting an engine temperature
  • said motor control instructing means may control said starter motor on the basis of said absolute angle and at least any one of said battery voltage and the engine temperature.
  • the normal rotation mentioned in this case means a regular rotational direction of the engine while the reverse rotation means a rotational direction reverse to the regular rotational direction.
  • a crank angle detecting apparatus of an internal combustion engine is one that is started by a brushless starter motor connected to a crank shaft, and the crank angle detecting apparatus is characterized by: a reluctor formed in a rotational body provided in said crank shaft; a reference signal generating means arrange close to said rotational body of rotation and generating an electric signal at a predetermined crank angle when said reluctor passes; a commutation position signal generating means for generating a commutation position signal for controlling said starter motor when said starter motor rotates; an angle pulse forming means for forming an angle pulse having a predetermined period on the basis of said commutation position signal; and a crank angle calculating means for calculating an absolute angle of said crank shaft on the basis of the electric signal from said reference signal generating means and said angle pulse.
  • said reference signal generating means may output an ignition reference signal for determining ignition timing of said internal combustion engine.
  • said commutation position signal generating means may output a pulse signal having a plurality of phases; said angle pulse forming means forms an angle pulse signal having a predetermined period on the basis of change in said pulse signal having the plurality of phases; and said crank angle calculating means may count said angle pulse after the electric signal is input from said reference signal generating means and thereby calculates the absolute angle of said crank shaft.
  • FIG. 1 is a cross sectional view showing a structure of a starter motor to which an engine starting system corresponding to a first embodiment of the present invention is applied.
  • FIG. 2 is a front elevational view in which a housing and a cover of the starter motor in FIG. 1 are omitted.
  • FIG. 3 is a block diagram showing a structure of a control system of the starter motor in FIG. 1.
  • a starter motor (hereinafter referred to a motor simply) 10 shown in FIG. 1 is directly connected to a 4-cycle engine for a two-wheeled vehicle, and is provided with a stator 12 fixed to an engine case 11 of an engine and a rotor (a rotational body) 14 connected to a crank shaft 13 of the engine.
  • the rotor 14 is provided with a yoke 15 using a magnetic material such as an iron or the like and formed in a short cylindrical shape with one end closed, and a cylindrical boss portion 16 is concentrically integrally provided on an inner surface of a bottom wall of the yoke 15 in a protruding manner. Respective taper surfaces of the boss 16 and the crank shaft 13 are connected to each other in a wedge operation manner so as to be fastened by a set nut 17, thereby the rotor 14 is fixed so as to be integrally rotated with the crank shaft 13.
  • a plurality of permanent magnets 18 for constituting a magnetic pole for a magnetic field are arranged and fixed on an inner circumferential surface of the yoke 15 in a circumferential direction so that adjacent permanent magnets 18 become different in pole.
  • the stator 12 of the motor 10 is provided with a core 19 made of a magnetic material such as an iron or the like and formed in a substantially star-shaped and short disc shape.
  • the core 19 is fastened and fixed to a housing 20 arranged and installed on an outer surface of the engine case 11 so as to be concentric with the crank shaft 13, by a bolt 21 used as a fastening means.
  • a cover 26 is mounted to an outer side of the housing 20.
  • the rotor 14 is arranged in an outer side of the stator 12 within the housing 20 so as to surround an outer periphery thereof, and the stator 14 rotates around the stator 12 by driving the crank shaft 13.
  • the core 19 is integrally formed by laminating a lot of thin sheets made of a magnetic material such as an iron or the like, and has a core body 22 formed in a donut shape.
  • a plurality of salient poles 23 are radially provided on an outer periphery of the core body 22 in a protruding manner.
  • a stator coil 24 is wound around each of the salient poles 23 so as to form a three-phase wire connection, and the stator coil 24 is connected to a motor driver 31 via a terminal (not shown) by a lead wire and a wire harness (both not shown). That is, the motor 10 is constructed as a brushless motor driven by the motor driver 31.
  • a plurality of (for example, three) commutation position detecting sensors (commutation position signal generating means) 25 are arranged in the cover 26, and is constructed so as to detect a rotational position of the rotor 14 in response to a magnetism of a sensor magnet 42.
  • An output of the commutation position detecting sensor 25 is supplied to the motor driver 31 via a CPU (a starting control system) 32 mentioned hereinafter, and the motor driver 31 generates a current-carrying signal corresponding to a detected signal from the commutation position detecting sensor 25, and supplies an electric current on the basis of the current-carrying signal to the stator coils 24 to excite, one by one, the stator coil 24 wound around each salient pole 23.
  • stator coil 24 When the stator coil 24 is excited one by one, a rotating magnetic field is formed by the stator coil 24. Since the rotating magnetic field affects each permanent magnet 18, the rotor 14 is rotated due to the rotating magnetic field and a rotating force of the rotor 14 is transmitted to the crank shaft 13 via the boss portion 16 of the yoke 15 and the engine is started.
  • one reluctor 40 is provided on an outer circumferential surface of the rotor 14 in a protruding manner.
  • a pulsar coil (a reference signal generating means) 41 is arranged in a side of the housing 20 in such a manner as to be opposed to the reluctor 40. Then, whenever the crank shaft 13 rotates one turn, the reluctor 40 passes near the pulsar coil 41 once and whenever the reluctor 40 passes through, an electric signal is generated in the pulsar coil 41. Accordingly, the electric signal is generated at the time when the crank shaft 13 reaches a predetermined angle, and, in the above-mentioned engine, the signal which is output like this is used as an ignition reference signal for controlling an ignition timing.
  • the reluctor 40 passes through the pulsar coil 41 immediately before a compression stroke is finished (before a top dead center), and the ignition reference signal is obtained there.
  • the ignition reference signal is also generated immediately before an exhaust stroke is finished.
  • the motor 10 is, as shown in FIG. 3, driven by the motor driver 31 which is controlled by the CPU (control means) 32.
  • the commutation position detecting sensor 25, the pulsar coil 41 generating the ignition reference signal on the basis of an operation of the crank shaft 13, a starter switch 34 of the engine, and an ignition switch 39 are connected to the CPU 32.
  • an ignition coil 35 for igniting the engine is connected to the CPU 32 via an ignition unit 36.
  • a ROM 37 for storing a motor driver which drives logic and various kinds of control programs relating to an engine control or the like, and a RAM 38 for storing data or the like from the various kinds of sensors and the like are connected thereto.
  • a control signal is supplied to the motor driver 31, the ignition unit 36 and the like on the basis of detected values and signals of the various kinds of sensors such as the commutation position detecting sensor 25, the pulsar coil 41 and the like, thereby controlling the motor 10, the ignition of the engine and the like.
  • the motor 10 itself, the CPU 32, and the like are driven by power source (not shown) mounted on a vehicle and used as a battery.
  • FIG. 4 is a schematic view showing a structure of the functioning means relating to the starting control in the CPU 32.
  • the CPU 32 includes an ignition reference signal acquiring means 51 for acquiring the engine ignition reference signal from the pulsar coil 41; a commutation position pulse signal acquiring means 52 for acquiring a commutation position pulse signal of the motor 10 from the commutation position detecting sensor 25; an absolute angle calculating means 53 for calculating an absolute angle of the crank shaft 13 in the manner mentioned below on the basis of the ignition reference signal and the commutation position pulse signal; and a motor control instructing means 54 for controlling the motor 10 on the basis of the absolute angle of the crank shaft 13 calculated in the absolute angle calculating means 53.
  • the CPU 32 also includes a battery voltage detecting means 55 for detecting a voltage of a vehicle mounted battery, and an engine temperature detecting means 56 for detecting a temperature of the engine on the basis of a coolant temperature or the like.
  • FIG. 5 is a view showing a starting principle in the case of applying the starting system of the present invention to a 4-stroke cycle engine, in which item (a) shows a starting load in each of strokes, item (b) shows a starting energy, item (c) shows a piston position at the time of a starting operation, item (d) shows a pulse signal from the commutation position detecting sensor, and item (e) shows the ignition reference signal.
  • This engine has a suction stroke in which the piston moves downward from the top dead center with a suction valve open and with an exhaust valve closed, and thereby an air-fuel mixture is sucked into a cylinder; a compression stroke in which the air-fuel mixture is compressed with both of the suction valve and the exhaust valve closed; a work stroke, that is, an explosion stroke in which the air-fuel mixture is ignited a little before the top dead center where the compression stroke is finished, and the piston is pressed down by a high pressure gas generated due to a combustion with the suction valve and the exhaust valve closed; and an exhaust stroke in which an expanded gas is discharged to the outside with the suction valve closed and with the exhaust valve open, and one period thereof is constituted by two turns of the crank shaft 13, that is, by four strokes.
  • values of a load at the time of starting differ as to which stroke the engine to be started takes, as shown in item (a) of FIG. 5. That is, in the exhaust stroke and the suction stroke, since the piston moves upward and downward with any one of the suction valve and the exhaust valve open, the load for rotating the crank shaft 13 becomes comparatively small. On the contrary, in order to start the engine in the compression stroke, since the piston is ascended with the suction valve and the exhaust valve closed, the load of rotation of the crank shaft 13 is increased and a value thereof becomes maximum a little before the top dead center.
  • the engine is temporarily reverse-rotated so as to pass through the positions of the suction stroke, and the exhaust stroke and the crank shaft 13 is reverse-rotated up to the explosion stroke.
  • the piston moves in directions opposite to the directions shown by arrows in the item "PISTON POSITION AT ENGINE OPERATION" of FIG. 5. That is, the piston moves toward the top dead center at the position of the suction stroke, and moves toward the bottom dead center at the position of the exhaust stroke, and moves toward the top dead center at the position of the explosion stroke.
  • a dash-double-dot line in item (b) of FIG. 5 shows an accumulated gas compression energy.
  • crank shaft 13 After the crank shaft 13 reverse-rotates, for example, up to a reverse rotating position, that is, up to a normal rotating position Qa among a normal rotation starting range Q of the explosion stroke, the crank shaft 13 is normally rotated by the motor 10. At this time, the normal rotational energy stored due to a compression of the gas within the combustion chamber is discharged to a rotating system of the crank shaft 13 including a flywheel or the like, and the energy discharged due to the reaction against the compression and the rotational energy applied by the motor 10 are added to the rotating system.
  • a combined energy obtained by the inertia energy thus accumulated in the rotating system and the energy of the motor 10 is applied to the crank shaft 13 as shown by a thick solid line. That is, the crank shaft 13 is driven by the inertia energy discharged in accordance with the reduction in the rotation number and consumed for the compression stroke and by the rotational torque of the motor 10, and a maximum get-over torque T can get over the load in the first compression stroke by a total of a maximum value Ti of the discharge energy of the inertia torque and a maximum value Tm of the motor torque.
  • FIGS. 6 and 7 are flow charts showing steps of the engine starting control in accordance with the present invention as mentioned above.
  • the CPU 32 starts a routine by turning on the ignition switch 39 in step S1, and then the step goes to step S2 and it is judged whether or not the starter switch 34 is turned on. Further, if the starter switch 34 is turned on, the step goes to step S3 and the engine is temporarily reverse-rotated. That is, the engine is reverse-rotated from the stop position Pa shown in FIG. 5 toward the side of the explosion stroke.
  • step S4 it is judged whether or not the ignition reference signal is output while the engine is reverse-rotated.
  • the ignition reference signal is output once whenever the crank shaft 13 executes one turn as mentioned above. Accordingly, when the engine is reverse-rotated from the stop position Pa shown in FIG. 5, the ignition reference signal is also output at a point entering into the exhaust stroke from the suction stroke, as shown in item (e) of FIG. 5. Further, when the ignition reference signal is obtained in the step S4, the step goes to step S5, and an absolute position of the piston, that is, an absolute angle of the crank shaft is recognized and corrected.
  • FIG. 8 is a schematic view showing the relation between the commutation position pulse signal and the ignition reference signal.
  • three-phase commutation sensor signals U, V and W are output from three commutation position detecting sensors 25 equally spaced.
  • the commutation position pulse signal having a predetermined period is formed by catching each of the signals at the time of the starting.
  • the ignition reference signal is output by the fact that the reluctor 40 passes through a front portion of the pulsar coil 41, a crank angle capable of obtaining such ignition reference signal is always constant (before the top dead center).
  • the commutation position pulse signal can be also obtained at an interval of a predetermined crank angle. Accordingly, after the ignition reference signal is obtained, if how many times the commutation position pulse signal is input is counted, then the rotation angle from a certain predetermined crank angle can be known, and so it is possible to accurately comprehend the current crank angle.
  • step S6 After the absolute angle of the crank shaft is thus comprehended, the step goes to step S6, and it is judged whether or not the piston comes to a middle position of the explosion stroke while monitoring the crank angle. Further, when it is recognized that the piston comes to the middle position of the explosion stroke, the step goes to step S7 and the current carried by the reverse rotation is stopped.
  • step S8 it is judged whether or not the piston reaches a reverse compression state. That is, before the middle position of the explosion stroke and during the reverse rotation of the crank shaft, it is judged whether or not the piston is in a state capable of being affected by the compression load.
  • the judgment of the reverse compression state in step S8 is executed by catching a change amount of crank angle. That is, at first, the period of the commutation position pulse signal is detected, and a value obtained at this time is compared to the value obtained at the preceding time.
  • step S8 the step goes to step S7 and the reverse current carried is stopped.
  • step S9 the step goes to step S9, and it is judged whether or not a preset maximum reverse time has passed. Further, in the case where the maximum reverse time has passed, the step goes to step S7 and the reverse current carried is stopped. Meanwhile, in the case where the maximum reverse time has not passed yet, the step goes back to step S6 and the above-mentioned steps are repeated.
  • step S7 when the reverse current carried is stopped in step S7, the crank shaft 13 rotates through inertia and is thereafter changed to the normal rotation drive.
  • this change is judged on the basis of three conditions of the absolute angle, the operation and the time, that is, (1) whether or not the crank shaft is reverse-rotated up to the reverse rotation allowing position (before the compression top dead center), (2) whether or not the crank shaft has already started a normal rotation and (3) whether or not a predetermined time has passed after the current carried is stopped.
  • step S10 since the absolute angle of the crank shaft has already recognized in step S5, at first, in step S10, it is judged whether or not the crank angle reaches a maximum position allowing the reverse rotation (a reverse rotation allowing position). Further, when the crank angle reaches the reverse rotation allowing position (Qa shown in item (c) of FIG. 5), the step goes to step S11 and the crank shaft 13 is normal-rotated, and a regular starting operation is begun.
  • the reverse rotation allowing position mentioned above can be suitably adjusted on the basis of an engine temperature (a water temperature, an air temperature, a unit temperature, a motor temperature or the like) and a battery voltage state. That is, on the basis of the engine temperature and the battery voltage, the reverse rotation allowing position is set so as to generate an optimum get-over torque, and thereby the starting can be achieved for the shortest time in accordance with the then state. For example, similarly to restarting immediately after the engine stops, when the engine is easily started, that is, when the battery voltage is high or when the engine temperature is high, the engine is returned to the exhaust stroke and is normal-rotated therefrom.
  • an engine temperature a water temperature, an air temperature, a unit temperature, a motor temperature or the like
  • a battery voltage state a battery voltage state
  • the engine when the battery voltage is a little low or when the engine is not warmed up, the engine is returned to the explosion stroke and is normally rotated. Further, when the voltage thereof is low or when the engine has a low temperature, the engine is normal-rotated by using the compression reaction force caused in the explosion stroke. Further, when the voltage is further lower and the engine has a further lower temperature, the engine is temporarily normal-rotated and is reverse-rotated by using the reaction force caused in the compression stroke and is started by adding the reaction force caused in the explosion stroke. In addition, under the condition that it is expected that the starting can not be executed even by performing these operations, the starting operation itself is not executed and this is informed to a driver by an alarm lamp or the like.
  • step S10 when it is recognized that the crank angle does not reach the reverse rotation allowing position, the step goes to step S12 and it is judged whether or not the crank shaft 13 has already become the normal rotating state. That is, it is judged whether or not the crank shaft returned by the compression force before reaching the reverse rotation allowing position starts normal rotation. Further, if the crank shaft starts normal rotation, the step goes to step S11 and the normal rotating operation is immediately started.
  • step S13 the step goes to step S13 and it is judged whether or not a predetermined current carrying stop time (for example, 100 ms) has passed. That is, a predetermined maximum value is set in an inertia rotating time after the reverse rotation, and, in the case where the time has passed, the step goes to step S11 to start normal rotation even before the crank shaft reaches the normal rotation allowing position. Note that, before the current-carrying stop time has passed, the step goes back to step S10, and the above-mentioned are repeated.
  • a predetermined current carrying stop time for example, 100 ms
  • crank angle can be accurately determined by using the ignition reference signal and the commutation position pulse signal, it is possible to securely execute the control from the reverse rotation to the normal rotation on the basis of the absolute angle of the crank shaft without independently providing with the sensor for particularly detecting the crank angle. Further, since the respective maximum values are set in the reverse current-carrying time and the current-carrying stop time, it is possible to prevent a starting time lug equal to or more than a predetermined time from being generated due to the reverse rotation at the time of starting.
  • step S4 the step goes to step S14 shown in FIG. 7 and it is judged whether or not the position is in the reverse compression state similarly to step S8. And, if the reverse compression state is detected, the step goes to step S15 and the reverse current carried is stopped. Meanwhile, if the piston is not in the reverse compression state, the step goes to step S16 and it is judged whether or not the preset maximum reverse rotating time has passed. And, if the maximum reverse rotating time has passed, the step goes to step S15 and the reverse current carried is stopped. On the other hand, if the maximum reveres rotating time has not passed, the step goes back to step S4 and the above-mentioned steps are repeated.
  • step S15 When the reverse current carried is stopped in step S15, the crank shaft 13 rotates through inertia. Then, the step goes to step S17 and it is judged whether or not the crank shaft 13 has already become the normal rotating state. That is, it is judged whether or not the crank shaft 13 starts normal rotation because the piston is returned by the compression force. If the crank shaft 13 starts normal rotation, the step goes to step S18 and the normal rotating operation is immediately started.
  • step S17 the step goes to step S19 and it is judged whether or not the predetermined current-carrying stop time has passed. Then, in the case where the current-carrying stop time has passed, the step goes to step S18 even before the normal rotation is detected and the normal rotation is started. Note that, before the current-carrying stop time has passed, the step goes back to step S17 and the above-mentioned steps are repeated.
  • the motor 10 starts normally rotating in accordance with the operation mentioned above.
  • the crank shaft 13 rotates with a low load in the exhaust stroke and the suction stroke, the motor 10 reaches substantially the maximum rotation number close to the rotation number obtained at the time of rotating without load before the piston starts the compression stroke. Accordingly, the crank shaft 13 is also rotated at a possible maximum rotation number by the motor 10 immediately before reaching the compression stroke, and the inertial energy stored in an inertial mass in the rotational system is also in a maximum state and the compression stroke is started.
  • crank shaft 13 is rotated by the combined energy corresponding to the sum of the inertial energy (a dash-single-dot line) and the motor energy (a solid line) as shown in item (b) of FIG. 4) in the compression stroke.
  • the motor 10 applies the driving energy thereof to the crank shaft 13 twice at the time of running start and at the time of getting over. Accordingly, in comparison with the conventional motor which gets over a load of the compression stroke by applying the energy thereto once, it is possible to efficiently make good use of the motor energy.
  • the engine is started by sparking with using the ignition coil 35 at a predetermined timing.
  • the motor 10 temporarily returns the piston to the side of the explosion stroke prior to the starting of the engine and thereafter starts the engine. Accordingly, it is possible to increase the inertial energy held by the crank shaft 13 until the get-over of the first compression stroke. That is, since a running section of the crank shaft 13 is set and energy accumulated between the running section is employed, it is possible to get over the first compression stroke by small motor torque in comparison with the conventional motor. By doing so, it is possible to achieve miniaturization and lower costs of the motor, and to also reduce power consumption of the motor.
  • the absolute position of the piston (the absolute angle of the crank shaft) is comprehended by using the ignition reference signal and the commutation position pulse signal and the reverse rotation stop of the motor 10 and the timing of the normal rotation are controlled on the basis of this. Accordingly, it is possible to accurately execute the control from the reverse rotation to the normal rotation by using the existing sensors without using other sensors such as a cam angle sensor, a crank angle sensor and the like. Further, it is possible to accurately control the timing from the reverse rotation of the crank shaft to the normal rotation on the basis of the absolute angle, and to execute a more efficient inertial starting control.
  • the absolute angle is recognized at least at the time when the rotation number of the engine becomes equal to or less than the predetermined rotation number, and the reverse rotation and the normal rotation is executed on the basis of the absolute angle at the engine stop in the case of restarting the engine, and thereby the good efficient starting may be executed.
  • a preliminary normal rotation is executed by a driving force of such a level as not to get over the compression stroke before the revere-rotating operation executed in the first embodiment, and the piston is temporarily normal-rotated in a direction of the suction stroke or the compression stroke and thereafter is reverse-rotated, and thereby the ignition reference signal is always output at whatever position the piston stops.
  • FIG. 9 is a view showing a starting principle according to an second embodiment, in which item (a) shows a starting load in each of strokes, item (b) shows a starting energy, item (c) shows a piston position at the time of a starting operation, item (d) shows a pulse signal from a commutation position detecting sensor, and item (e) shows an ignition reference signal. Also, FIG. 10 is a flow chart showing a control step thereof.
  • step S20 the ignition switch 39 is turned on and thereby the CPU 32 starts a routine.
  • the step goes to step S21 and it is judged whether or not the starter switch 34 is turned on. Further, when the starter switch 34 is turned on, the step goes to step S22 and a preliminary normal-rotating process for temporarily normal-rotating the engine is executed.
  • FIG. 11 is a flow chart showing steps of a subroutine of the preliminary normal-rotating process.
  • the engine is preliminarily normal-rotated from the stop position of Pa or Pb shown in FIG. 5 toward the side of the compression stroke, and timing for changing to the reverse rotation is determined on the basis of the judgment of the change in the pseudo acceleration mentioned above. That is, at first, in step S41, the motor 10 is preliminarily normal-rotated.
  • the normal-rotating process in this case requires a driving force sufficient to move the piston from the neighborhood of the bottom dead center of the exhaust stroke to the neighborhood of the bottom dead center of the compression stroke, and the motor 10 rotates with a lower output than the motor at the time of the regular normal-rotation starting.
  • step S42 it is judged whether or not the piston reaches the normal rotation compression state. That is, it is judged whether or not the piston entering the compression stroke due to the preliminary normal rotation of the crank shaft reaches such a state as to be affected by the compression load. Note that the judgment of the normal rotation compression state in step S42 is executed by the judgment of the change in the pseudo acceleration mentioned above.
  • step S42 In the case where the normal rotation compression state is detected in step S42, the step goes to step S43 and the normal current carried is stopped. On the contrary, in the case where the normal compression state is not detected, the step goes to step S44 and it is judged whether or not the preset maximum preliminary normal rotation time has passed. Further, in the case where the maximum preliminary normal rotation time has passed, the step goes to step S43 and the normal current carried is stopped. Meanwhile, in the case where the maximum preliminary normal rotation time has not passed, the step goes back to step S42 and the above-mentioned steps are repeated.
  • step S43 When the reverse current carried is stopped in step S43, the step finishes the routine shown in FIG. 11 and goes to step S23 shown in FIG. 10 and the reverse-rotating operation is executed. Accordingly, the crank shaft 13 is reverse-rotated, and the ignition reference signal is acquired in step S24.
  • the piston At the time when the reverse-rotating operation is started in step S23, the piston exists in the compression stroke or near the bottom dead center of the suction stroke.
  • the piston When being driven to the side of the explosion stroke therefrom, the piston always passes through a position for generating the ignition reference signal near the top dead center of the exhaust stroke. That is, even if stopping at a position such as the position of Pb, the piston is temporarily moved to the side of the compression stroke and so passes always through the position for generating the ignition reference signal. Accordingly, the ignition reference signal can be securely acquired in step S24, and thereafter the crank angle can be securely comprehended on the basis of the ignition reference signal and the commutation position pulse signal.
  • step S25 after the ignition reference signal is acquired, and recognition and correction of the absolute position of the piston, that is, of the absolute angle of the crank shaft are executed. Thereafter, the control from the reverse rotation to the normal rotation is executed in steps S26 to S33 on the basis of the absolute angle. Note that since the control of steps S26 to S33 is the same as that of steps S6 to S13 described in the first embodiment, the details thereof will be omitted.
  • the piston since the preliminary normal-rotating operation is temporarily executed before the reverse rotating operation, the piston always passes through the position for generating the ignition reference signal during the reverse-rotating operation so that the ignition reference signal is securely acquired and the control capable of accurately recognizing the absolute angle of the crank shaft can be executed.
  • the ignition reference signal can be acquired twice, but the control of the absolute angle may be executed by using any one thereof. Further, at this time, in the case where the reference signal is obtained, the current carried for the preliminary normal rotation can be stopped immediately then and can change to the reverse rotation.
  • the motor 10 is constructed such that since the ignition reference signal is output once whenever the crank shaft 13 rotates once in the case of the 2-stroke engine once igniting at one turn, no reference signal exists in the running section for the inertial starting so that the control mentioned above can not be executed.
  • the control aspect in accordance with the present invention can be realized by adding a second reluctor so as to generate a signal during a running period for the inertia starting, in addition to the above-mentioned ignition reference signal, and by acquiring a reference signal (a second reference signal) for recognizing the crank angle.
  • a reference signal a second reference signal
  • the additional reluctor is placed at such a position that the reference signal is output during a period from a scavenging stroke to the bottom dead center, the scavenging stroke in which an intake air-fuel mixture does not exist in a cylinder to the bottom dead center, then no influence is given to the combustion operation of the engine even when the ignition is executed on the basis of this signal.
  • the reluctor may be placed at positions other than the position mentioned above. However, if so, it is necessary to execute a process of inhibiting the ignition relative to the reference signal that is output. Further, in the case where a plurality of reluctors are arranged in order to more precisely execute the ignition control, the control may be executed on the basis of the signals being output from these reluctors.
  • a pulsar coil may be added. That is, by locating a second pulsar coil at a position of a non-compression stroke (about BTDC 90 degrees to 270 degrees) in addition to the pulsar coil 41 shown in FIG. 1, two reference signals may be output per one turn of the crank shaft.
  • the two pulsar coils described above may have the same structure, and, in this case, in the same manner as the regular pulsar coil 41, the igniting operation can be also executed in accordance with the signal of the added pulsar coil.
  • the ignition near the bottom dead center of the explosion stroke is not harmful to the engine combustion operation, but an igniting energy will be wasted. Further, the side of the bottom dead center may be judged on the basis of the result of recognizing the absolute position. Then, by reversing a polar character (an order of change in voltage) of the added pulsar coil relative to the regular pulsar coil 41 and by making two signals each have a different form, the CPU 32 may be made to judge the two different signals. Accordingly, it is possible to prevent the ignition from being executed at positions other than the regular ignition position, and to prevent the ignition harmful to the combustion operation from being executed and to further save an energy waste.
  • FIG. 13 is a schematic view showing a structure of the functioning means with respect to a crank angle detecting process in the CPU 32.
  • an absolute angle of the crank shaft is calculated on the basis of the ignition reference signal and the angle pulse.
  • the CPU is constituted by an ignition reference signal acquiring means 51 for acquiring the ignition reference signal of the engine from the pulsar coil 41; an angle pulse forming means 152 that acquires a commutation position detecting sensor signal (a commutation position signal) for controlling the motor 10 from the commutation position detecting sensor 25 and that forms an angle pulse mentioned below; a crank angle calculating means 153 for calculating the absolute angle of the crank shaft 13 on the basis of the ignition reference signal and the angle pulse; and a motor control instructing means 154 for controlling the motor 10 on the basis of the absolute angle of the crank shaft 13 calculated by the crank angle calculating means 153.
  • an ignition reference signal acquiring means 51 for acquiring the ignition reference signal of the engine from the pulsar coil 41
  • an angle pulse forming means 152 that acquires a commutation position detecting sensor signal (a commutation position signal) for controlling the motor 10 from the commutation position detecting sensor 25 and that forms an angle pulse mentioned below
  • FIG. 14 is a schematic view showing the relation between the commutation position detecting sensor signal, the angle pulse formed from the commutation position detecting sensor signal, and the ignition reference signal.
  • three-phase commutation position detecting sensor signals U, V and W are output from three commutation position detecting sensors 25 spaced equally. Further, the angle pulse having a predetermined period is formed by seizing each of the signals at the time of change therein. In FIG. 14, there is shown a state that the angle pulse having an interval of 20 degrees is being formed on the basis of ascending edges of the three-phase commutation position detecting sensor signals U, V and W.
  • the crank angle at which the ignition reference signal is obtained is always fixed (before the top dead center). That is, the crank angle ⁇ 0 at which the ignition reference signal is output is always fixed. Further, the angle pulse is also formed at an interval (20 degrees in FIG. 14) of the fixed crank angle fixed. Accordingly, after the ignition reference signal is obtained at the crank angle ⁇ 0 , if how many times the angle pulse is input is counted, the angle of rotation from the crank angle ⁇ 0 can be known and it is possible to comprehend the current crank angle.
  • crank angle it is possible to comprehend the crank angle by using one reluctor without adding the number of the reluctor 40, and to execute, by one reluctor, the same control as that in the case where a plurality of reluctors are provided, and to reduce steps required for adding the number of the reluctor and reduce the costs. Further, it is possible to accurately comprehend the crank angle by the existing sensors without using other sensors such as the cam angle sensor, the crank angle sensor or the like, and to suppress increase in the costs.
  • the CPU 32 executes various kinds of engine controls such as an engine starting control, a fuel injection timing control, a fuel injection amount control and the like in addition to the ignition timing control of the engine, in accordance with various kinds of control programs stored in the ROM 37.
  • engine controls such as an engine starting control, a fuel injection timing control, a fuel injection amount control and the like in addition to the ignition timing control of the engine, in accordance with various kinds of control programs stored in the ROM 37.
  • FIGS. 15 and 16 are schematic views showing the relation between the angle pulse and the ignition reference signal in the case where the intervals of the angle pulse are set at 60 degrees and about 10 degrees, respectively.
  • the angle pulse is formed by using both of the ascending portion and the descending portion of each of the three-phase signals from the commutation position detecting sensor 25, and the interval thereof becomes shorter than that of FIG. 14. Accordingly, it is possible to enhance the accuracy required for detecting the crank angle in comparison with the accuracy shown in FIG. 14, and so it is preferable to employ the engine in which the strict control with higher performance is required.
  • FIG. 16 shows the case of using a one-polar character detecting type hole IC as the commutation position detecting sensor 25, wherein a duty ratio of Hi becomes greater than 50 % in the one-polar character detecting type hole IC. Accordingly, when the angle pulse is formed by using both of the ascending edge and the descending edge, a pulse having a narrow interval and a pulse having a wide interval are alternately generated. In this case, by requiring a periodic measurement of the angle pulse as an average obtained by moving an even period (for example, 2 periods), it is possible to detect the crank angle in accordance with the period having an equal interval. However, if a both-polar character detecting type hole IC is used as the commutation position detecting sensor 25, it is possible to reduce deviation from the duty ratio as mentioned above.
  • Item (a) of FIG. 17 shows an example of dividing and processing the angle pulse physically obtained at change points of the commutation position detecting sensor signal in order to improve the accuracy of the control, and of forming the angle pulse in a place where no physical signal exists.
  • the angle pulse formed at an interval of 10 degrees is divided by using both of the ascending edge and the descending edge, and then the angle pulse at an interval of 5 degrees is formed.
  • the angle pulse can be formed at a position not existing in the original angle pulse having the interval of 10 degrees, and so the accuracy for the detection can be further enhanced by the correspondence of a circuit or a software without changing the number of the commutation position detecting sensor 25.
  • the present invention is not limited to the embodiments mentioned above, and, needless to say, can be variously modified and changed without departing from the gist thereof.
  • the description has been made of an example of the motor directly connected to the crank shaft of the engine but the present invention can be applied not only to the directly connected motor but also to a starter motor of a type of driving the crank shaft via a gear. Further, a kind of the motor is not limited to the outer rotor type as mentioned above, and so the present invention can be also applied to a motor of an inner rotor type.
  • the present invention can be applied to a field control motor in which a control magnetic pole constituted by a magnetic body is arranged as a field pole of the motor; a so-called hybrid type motor in which a permanent magnet and the above-mentioned control magnetic pole are alternately arranged; and the like.
  • FIG. 12 is a table showing patterns of the control, in which a symbol X corresponds to a display indicating that the operation is not executed.
  • the description has been made of the engine for the two-wheeled vehicle but the present invention can be applied to the engine for the four-wheeled vehicle.
  • the present invention can be also applied not only to the engine having the single cylinder but also to the engine having a plurality of cylinders.
  • the starter motor can be controlled by using the existing signals such as the ignition reference signal and the commutation position pulse signal. Accordingly, the accurate starting control can be executed on the basis of the absolute angle of the crank shaft without independently adding the crank angle sensor or the like, and so the good efficient engine starting can be realized.
  • crank shaft may be preliminarily normal-rotated prior to the reverse rotation. By doing so, it is possible to always pass through the position for generating the ignition reference signal at the time of reverse-rotating the crank shaft, and to securely acquire the ignition reference signal.
  • an amount of reverse rotation of the crank shaft may be adjusted on the basis of at least any one of the battery voltage and the engine temperature. By doing so, it is possible to execute a suitable starting control on the basis of the battery state and the engine state, and to reduce time required for the starting.
  • the starting control system of the present invention is provided the ignition reference signal acquiring means; the commutation position pulse signal acquiring means; the absolute angle calculating means for calculating the absolute angle of the crank shaft on the basis of the ignition reference signal and the commutation position pulse signal; and the motor control instructing means for controlling the starter motor on the basis of the calculated absolute angle, and so acquires the absolute angle of the crank shaft by using the existing signal such as the ignition reference signal and the commutation position pulse signal and can control the starter motor on the basis of this. Accordingly, it is possible to execute an accurate starting control on the basis of the absolute angle of the crank shaft without independently adding the crank angle sensor or the like and thereby realize the good efficient engine starting.
  • the motor control instructing means may control the starter motor on the basis of the absolute angle and at least any one of the battery voltage and the engine temperature. By doing so, it is possible to execute a proper starting control on the basis of states of the battery and the engine, and to reduce time required for the starting.
  • crank angle detecting apparatus of the present invention can detect the absolute angle of the crank shaft by using the electric signal from the pulsar coil and the commutation position detecting sensor signal, and so can comprehend the absolute angle of the crank shaft without adding the reluctor, the crank angle sensor or the like. Accordingly, it is possible to execute the engine control on the basis of the crank angle without increasing the number of steps required for processing and the number of parts, and to correspond to the control of the high performance engine without causing the costs to rising.
  • crank shaft since the absolute angle of the crank shaft is detected by using the reference pulse and the commutation pulse of the ACG starter, it is possible to execute the precise ignition timing control, the EFI control and the starting control without adding a reluctor (other than the reluctor for the ignition reference) and a crank angle sensor.
  • the present invention is useful for the starting system of the internal combustion engine and the starting control system, the systems which start the internal combustion engine applied to the two-wheeled vehicles, motor vehicles or the like. Further, the present invention is useful for the crank angle detecting apparatus of the internal combustion engine, the apparatus which is applied to the two-wheeled vehicles, the motor vehicles or the like.

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  • Combustion & Propulsion (AREA)
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  • General Engineering & Computer Science (AREA)
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  • Combined Controls Of Internal Combustion Engines (AREA)
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Claims (17)

  1. Anlasssteuersystem (32) einer Brennkraftmaschine, das die Antriebssteuerung eines Anlassermotors (10), der mit einer Kurbelwelle (13) der Brennkraftmaschine gekoppelt ist, ausführt, das Anlasssteuersystem (32) umfasst:
    eine Steuereinrichtung (32) zum Erfassen eines absoluten Winkels der Kurbelwelle (13) und zum Steuern des Anlassermotors (10) auf Basis des absoluten Winkels, gekennzeichnet durch die Steuereinrichtung (32), die den absoluten Winkel der Kurbelwelle (13) auf Basis eines Referenz-Zündsignals der Brennkraftmaschine und entweder eines Drehimpulssignals oder eines Kommutierungspositionsimpulssignals des Anlassermotors (10) erfasst.
  2. Anlasssteuersystem (32) für eine Brennkraftmaschine nach Anspruch 1, das umfasst:
    eine Referenz-Zündsignal-Erfassungseinrichtung (51) zum Erfassen eines Referenz-Zündsignals der Brennkraftmaschine,
    eine Kommutierungspositionsimpulssignal-Erfassungseinrichtung (52) zum Erfassen eines Kommutierungspositionsimpulssignals des Anlassermotors (10),
    eine Berechnungseinheit (53) für den absoluten Winkel zum Berechnen eines absoluten Winkels der Kurbelwelle (13) auf Basis des Referenz-Zündungssignals und des Kommutierungspositionsimpulssignals und
    eine Motorsteuerbefehlseinrichtung (54) zum Steuern des Anlassermotors (10) auf Basis des berechneten absoluten Winkels.
  3. Anlasssteuersystem (32) für eine Brennkraftmaschine nach Anspruch 2, wobei die Motorsteuerbefehlseinrichtung (54) einen Rückstrom einsetzt, der so geführt wird, dass die Kurbelwelle (13) auf Basis des absoluten Winkels vorübergehend bis zu einer vorgegebenen Kurbelstellung zurückgedreht wird, und erkennt, dass die Kurbelwelle (13) die vorgegebene Kurbeiwinkeistellung erreicht hat, und danach eine Betriebsstromzuführung einsetzt.
  4. Anlasssteuersystem (32) für eine Brennkraftmaschine nach Anspruch 2 oder 3, wobei die Motorsteuerbefehlseinrichtung (54) einen Rückstrom einsetzt, der so geführt wird, dass die Kurbelwelle (13) auf Basis des absoluten Winkels vorübergehend bis zu einer vorgegebenen Kurbelstellung zurückgedreht wird, und erkennt, dass die Kurbelwelle (13) Normaldrehung begonnen hat, und danach eine Betriebsstromzuführung einsetzt.
  5. Anlasssteuersystem (32) für eine Brennkraftmaschine nach einem der Ansprüche 2 bis 4, wobei das Anlasssteuersystem (32) des Weiteren eine Batteriespannungs-Erkennungseinrichtung (55) zum Erkennen einer Batteriespannung und eine Motortemperatur-Erkennungseinrichtung (56) zum Erkennen einer Motortemperatur umfasst und die Motorsteuerbefehlseinrichtung (54) den Anlassermotor (10) auf Basis des absoluten Winkels und wenigstens einem von Batteriespannung und Motortemperatur steuert.
  6. Anlasssystem für eine Brennkraftmaschine, das Anlasssystem umfasst:
    einen Anlassermotor (10), der mit einer Kurbelwelle (13) der Brennkraftmaschine gekoppelt ist, und
    ein Anlasssteuersystem (32) nach einem der vorhergehenden Ansprüche.
  7. Anlasssystem für eine Brennkraftmaschine nach Anspruch 6, wobei die Steuereinrichtung (32) einen Rückstrom einsetzt, der so geführt wird, dass die Kurbelwelle (13) vorübergehend bis zu einer vorgegebenen Stellung zurückgedreht wird, und danach eine Betriebsstromzuführung einsetzt, und dadurch die Brennkraftmaschine startet.
  8. Anlasssystem für eine Brennkraftmaschine nach Anspruch 7, wobei die Betriebsstromführung durch Erkennen, dass die Kurbelwelle (13) ihre vorgegebene Kurbelstellung erreicht hat, ausgeführt wird.
  9. Anlasssystem für eine Brennkraftmaschine nach Anspruch 7, wobei die Betriebsstromführung durch Erkennen, dass die Kurbelwelle (13) Normaldrehung begonnen hat, ausgeführt wird.
  10. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 9, wobei die Brennkraftmaschine ein 2-Takt-Motor ist und ein Reluktor (40) oder eine Pulsar-Spule (41) zum Erzeugen eines zweiten Referenzsignals, zusätzlich zu dem Referenz-Zündsignal, bereitgestellt ist.
  11. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 10, wobei die Steuereinrichtung (32), zu dem Zeitpunkt eines erneuten Startens, nachdem die Brennkraftmaschine in einem Zustand eines Stop-and-go-Betriebs anhält, den absoluten Winkel von wenigstens der Zeit, in der die Brennkraftmaschine mit einer vorgegebenen Umdrehungsanzahl gleich oder kleiner als diese wird, erkennt und die Steuereinrichtung (32) einen Rückstrom einsetzt, der so geführt wird, dass die Kurbelwelle (13) vorübergehend auf Basis des absoluten Winkels nach dem Anhalten zum Zeitpunkt des erneuten Startens der Brennkraftmaschine bis zu einer vorgegebenen Kurbelstellung zurückgedreht wird, und danach eine Betriebsstromzuführung einsetzt und dadurch die Brennkraftmaschine startet.
  12. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 11, wobei die Steuereinrichtung (32) in dem Fall, in dem die Brennkraftmaschine anhält, nachdem sie mit einem Verdichtungstakt fertig ist, einen Rückstrom einsetzt, der so geführt wird, dass die Kurbelwelle (13) auf Basis des absoluten Winkels, der bevor die Brennkraftmaschine anhält, zu dem Zeitpunkt des nächsten Startens, erfasst wurde, bis zu einer vorgegebenen Kurbelstellung vorübergehend zurückgedreht wird, und die Steuereinrichtung (32) danach eine Betriebsstromführung einsetzt und dadurch die Brennkraftmaschine startet.
  13. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 12, wobei die Steuereinrichtung (32) vorab, aus einer Stellung zum Erzeugen des Referenz-Zündsignals vor dem Zurückdrehen, die Kurbelwelle (13) bis auf eine Stellung auf einer Seite der Normaldrehung dreht.
  14. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 13, wobei die Steuereinrichtung (32) auf Basis von wenigstens einem von einer Batteriespannung und einer Motortemperatur eine Stellung, bei der der in der Kurbelwelle (13) geführte Rückstrom beendet wird, und eine Stellung, bei der der in der Kurbelwelle geführte Betriebsstrom (13) eingesetzt wird, einstellt.
  15. Anlasssystem für eine Brennkraftmaschine nach einem der Ansprüche 6 bis 14, das des Weiteren eine Kurbelwinkel-Erfassungseinrichtung der Brennkraftmaschine, die durch den Anlassermotor (10), der mit der Kurbelwelle gekoppelt ist, gestartet wird, umfasst, wobei die Kurbelwinkel-Erfassungsvorrichtung umfasst:
    einen Reluktor (40), ausgebildet in einem Drehkörper (14), der in der Kurbelwelle bereitgestellt (13) ist,
    eine Referenzsignal-Erzeugungseinrichtung (41), die nahe dem Drehkörper (14) angeordnet ist und bei einem vorgegebenen Kurbelwinkel ein elektrisches Signal erzeugt, wenn der Reluktor (40) vorbeiläuft,
    eine Kommutierungspositionssignal-Erzeugungseinrichtung (25) zum Erzeugen des Kommutierungspositionssignals zum Steuern des Anlassermotors (10), wenn der Anlassermotor (10) dreht,
    eine Winkelimpuls-Bildungseinrichtung (152) zum Bilden eines Winkelimpulses mit einer vorgegebenen Dauer auf der Basis des Kommutierungspositionssignals und
    eine Kurbelwinkel-Berechnungseinrichtung (153) zum Berechnen eines absoluten Winkels der Kurbelwelle (13) auf Basis des elektrischen Signals aus der Referenzsignal-Erzeugungseinheit (41) und des Winkelimpulses.
  16. Anlasssystem für eine Brennkraftmaschine nach Anspruch 15, wobei die Referenzsignal-Erzeugungseinrichtung (41) ein Referenz-Zündsignal zum Bestimmen der Zündzeitsteuerung der Brennkraftmaschine ausgibt.
  17. Anlasssystem (32) für eine Brennkraftmaschine nach Anspruch 15 oder 16, wobei die Kommutierungspositionssignal-Erzeugungseinrichtung (25) ein Impulssignal mit einer Vielzahl von Phasen ausgibt, die Winkelimpuls-Bildungseinrichtung (152) ein Winkelimpulssignal mit einer vorgegebenen Dauer auf Basis von Änderung in dem Impulssignal mit der Vielzahl von Phasen ausgibt und die Kurbelwinkel-Berechnungseinrichtung (153), nachdem das elektrische Signal von der Referenzsignal-Erzeugungseinrichtung (41) eingegeben wurde, die Winkelimpulse zählt und dadurch den absoluten Winkel der Kurbelwelle (13) berechnet.
EP00977866A 1999-11-24 2000-11-22 Anlasser, anlasssteuervorrichtung und kurbelwellenwinkelgeber einer brennkraftmaschine Expired - Lifetime EP1233175B1 (de)

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JP33316499 1999-11-24
JP33316499 1999-11-24
JP34276699 1999-12-02
JP34276699 1999-12-02
PCT/JP2000/008241 WO2001038728A1 (fr) 1999-11-24 2000-11-22 Demarreur, dispositif de commande de demarrage et detecteur d'angle de vilebrequin d'un moteur a combustion interne

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EP1233175A1 (de) 2002-08-21
WO2001038728A1 (fr) 2001-05-31
CN1279279C (zh) 2006-10-11
EP1233175A4 (de) 2005-01-19
CN1413291A (zh) 2003-04-23

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