EP1321666A1 - Anlasser für eine brennkraftmaschine - Google Patents

Anlasser für eine brennkraftmaschine Download PDF

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Publication number
EP1321666A1
EP1321666A1 EP01972568A EP01972568A EP1321666A1 EP 1321666 A1 EP1321666 A1 EP 1321666A1 EP 01972568 A EP01972568 A EP 01972568A EP 01972568 A EP01972568 A EP 01972568A EP 1321666 A1 EP1321666 A1 EP 1321666A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
engine
electric motor
cranking
electric current
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.)
Withdrawn
Application number
EP01972568A
Other languages
English (en)
French (fr)
Other versions
EP1321666A4 (de
Inventor
Mitsunori Inaba
Kimio Yukimori
Yoshihiro Kaneko
Yutaka Nozue
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsuba Corp
Original Assignee
Mitsuba Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsuba Corp filed Critical Mitsuba Corp
Publication of EP1321666A1 publication Critical patent/EP1321666A1/de
Publication of EP1321666A4 publication Critical patent/EP1321666A4/de
Withdrawn legal-status Critical Current

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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
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2017—Output circuits, e.g. for controlling currents in command coils using means for creating a boost current or using reference switching
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/06—Reverse rotation of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • 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
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type

Definitions

  • the present invention relates to an engine starter system.
  • an engine is cranked by an electric motor, and the electric motor is sometimes used also as an electric generator.
  • the electric motor serves both for cranking the engine and generating electricity, and the accessory equipment for the engine can be simplified.
  • the rated output of the starter motor needs to be high enough to be able to crank the engine even when the piston is at the beginning of a compression stroke and/or when the engine is cold and therefore involves a high level of viscous resistance.
  • a swing engine starter system which cranks the engine in the normal direction after slightly turning the crankshaft in the reverse direction to ensure a successful cranking of the engine under any condition even when the rated output of the starter motor is relatively small.
  • This swing action provides an approach run and allows the spring back force of a compression pressure to be utilized to help the cranking speed to reach an adequate level to overcome the compression stroke.
  • crankshaft In such a swing start engine starter system, for a small electric motor to be able to successfully crank the engine without fail, it is necessary to place the crankshaft at a position which provides an adequate approach run distance directed toward the expansion stroke in the reverse direction such as a position in the compression stroke or a position in the intake stroke near the compression stroke before cranking the engine. Otherwise the crankshaft may stop before reaching the expansion stroke if the engine load is high as is the case when the engine is cold (due to viscous resistance). On the other hand, if the engine temperature is normal, the crankshaft can rotate in the reverse direction to an intermediate point of the expansion stroke by opposing the compression pressure. Conversely, if the engine temperature is high and the engine load is light, the crankshaft could rotate in the reverse direction beyond the top dead center of the expansion stroke.
  • the angular position of the crankshaft (or the position of the piston) before cranking the engine can only be estimated, and may not be the same each time. Therefore, if the reverse drive is defined so as to accommodate such variations, the necessary approach run distance may not necessarily be ensured, and it does not lead to the minimization of the rated output of the electric motor.
  • the piston position can be detected by using a rotary encoder or the like, but it leads to the rise in the cost of the system.
  • a primary object of the present invention is to provide an engine starter system which can perform the swing start action by moving the crankshaft (piston) to an optimum position when necessary so that a reliable cranking action can be effected at all times.
  • a second object of the present invention is to provide an engine starter system which can start an engine reliably with a minimum consumption of electric power.
  • a third object of the present invention is to provide an engine starter system which allows the crankshaft angular position sensor used for such an engine starter system to be simplified and minimized in cost.
  • a fourth object of the present invention is to provide an engine starter system which is suitable for use with an idle stop system which requires frequent restarting of the engine.
  • a fifth object of the present invention is to provide an engine starter system which is suited to use an electric motor that serves also as an electric generator.
  • an engine starter system adapted to crank an engine first in a reverse direction, and finally in a normal direction with an electric motor that is connected to a crankshaft of an engine, comprising: an electric motor connected to the crankshaft; a sensor for detecting an angular position of the crankshaft; and a controller for controlling a supply of electric current to the electric motor according an output signal of the sensor; the controller being adapted to supply an electric current to the electric motor for a normal rotation prior to cranking the engine in the reverse direction at least under a prescribed condition.
  • the final cranking in the normal direction can be performed after rotating the crankshaft in the reverse direction so as to provide an adequate approach run distance and allow the spring back of the compression pressure to be utilized so that a reliable cranking action can be ensured.
  • crankshaft by rotating the crankshaft in the normal direction in an intermittent manner as a preliminary action, even when the engine temperature is high and the friction loss is small as is the case when stopping the engine on a red signal (idle stop) or restarting the vehicle after a short stop, it is possible to prevent the crankshaft from rotating beyond the top dead center due to an excessive rotational speed, and to prevent an excessive spring back of the crankshaft which can be produced when the crankshaft is rotated against the compression pressure to a point near the top dead center. In either case, the position from which to start the subsequent cranking can deviate significantly from a proper position.
  • crankshaft angular position at which the intermittent supply of electric current to the electric motor is changed to the supply of electric current for the reverse cranking is determined as a position at which the crankshaft is pushed back in the reverse direction by more than a prescribed angle a prescribed number of times during a power off period in the supply of electric current to the electric motor in an intermittent manner or as a position at which the crankshaft fails to rotate in the normal direction by more than a prescribed angle a prescribed number of times during a power on period in the supply of electric current to the electric motor in an intermittent manner, the crankshaft angular position at which the reverse cranking should be started can be determined both simply and economically.
  • crankshaft angular position sensor is capable of providing the necessary angular information
  • a crankshaft angular position at which the intermittent supply of electric current to the electric motor for the normal cranking is changed to the supply of electric current to the electric motor for the reverse cranking may be predetermined, and the electric motor may be brought to the reverse drive condition when the output signal of the crankshaft angular position sensor has detected the predetermined angular position is detected.
  • the reverse drive is performed in an intermittent manner so that the crankshaft may be prevented from rotating beyond the top dead center after reversing the expansion stroke or from being kicked back by the compression pressure of the expansion stroke in the same manner as in the case of the preliminary cranking in the normal direction.
  • the supply of electric current to the electric motor in an intermittent manner may be performed only when the output signal of the sensor indicates that at least one of the battery voltage and engine temperature falls below a prescribed value.
  • the crankshaft is rotated in the normal direction before being cranked in the reverse direction only when the battery voltage is low and/or when the engine temperature is low so that the crankshaft is prevented from being kicked back by the compression pressure when reversing the expansion stroke, and the cranking of the engine can be accomplished quickly and with a minimum consumption of electric power according to the particular given condition.
  • the crankshaft angular position sensor may comprise an absolute position sensor for detecting an absolute position of the crankshaft and a relative position sensor for detecting an angular positional change of the crankshaft at a higher resolution, detection of an absolute angle of the crankshaft at a high resolution being enabled by combining the sensors.
  • the absolute position sensor may comprise an ignition timing sensor.
  • the electric motor may comprise a brushless motor, and the relative position sensor may comprise a commutating signal sensor of the brushless motor.
  • crankshaft angular position at which the reverse cranking is taken over by the final normal cranking may be determined according to an output of the relative position sensor using an output of the ignition timing sensor in an exhaust stroke of the engine as a reference.
  • an ignition timing sensor typically produces an output signal both in the compression stroke and exhaust stroke, it is necessary to distinguish them to allow the absolute angle of the crankshaft to be determined. Based on such considerations, an output of the ignition timing sensor may be disregarded for a prescribed angle after the reverse cranking has started following the supply of electric current in an intermittent manner for the first preliminary normal drive.
  • an output of the ignition timing sensor during an exhaust stroke of the engine may be identified to provide a reference for a timing of starting the final normal cranking according to a detected rotational angle and the output of the ignition timing sensor. Also, an output of the ignition timing sensor during an exhaust stroke of the engine may be identified to provide a reference for a timing of starting the final normal cranking according to a point of change in the rotational direction.
  • FIG 1 is a schematic diagram showing an engine starter system embodying the present invention.
  • this starter system includes an electric motor (generator) 1 which is coaxially and directly connected to a crankshaft 2 of an engine ENG, and is adapted not only to crank the engine but also to function as an electric generator during the operation of the engine.
  • a controller ECU controls the electric motor 1 as well as the engine ENG by receiving signals from an ignition switch IG and a starter switch ST.
  • an outer rotor 3 having the shape of a shallow cup and serving also as a flywheel is coaxially attached to the crankshaft 2 of the engine ENG, and includes a prescribed number of arcuate magnet pieces 4 that are attached to the inner circumferential surface of the outer rotor 3 in such a manner that the magnetic poles of the magnet pieces 4 alternate between N and S along the circumferential direction.
  • the electric motor 1 is additionally provided with an inner stator 5 which is coaxially disposed with respect to the outer rotor 3 and cooperates with the latter.
  • the inner stator 5 is provided with a same number of stator cores 7 as the magnet pieces 4 which are disposed radially with respect to the crankshaft 2 inside the peripheral wall of the outer rotor 3 opposite the magnetic poles of the magnet pieces 4, and stator coils 6 which are wound around the corresponding stator cores 7.
  • the inner stator 5 is fixedly attached to an end surface of the engine ENG with threaded bolts 11.
  • Each stator coil 6 is connected to a drive device such as an FET in a motor driver circuit 14 for driving the electric motor 1 according to an electric motor control signal from a CPU provided in the controller ECU as shown in Figure 4 also.
  • the electric motor of this ACG starter system consists of a brushless motor, and the motor driver circuit 14 include a pair of FETs for each of the U, V and W phases to drive the corresponding phase into high and low states. An intermediate node between each pair of the FETs is connected to the stator coil 6 of the corresponding phase.
  • a pulser (magnetic detection coil) 9 is fixedly attached to an end surface of the engine ENG via a bracket 10 which is integrally formed with the pulser 9 with a threaded bolt 12 so as to oppose the outer peripheral surface of the peripheral wall of the outer rotor 3.
  • the pulser 9 forms an ignition timing sensor in cooperation with the reluctor 8 by detecting magnetic changes as the reluctor 8 passes the pulser 9.
  • Three Hall devices 13 are provided in the inner stator 5 of the electric motor 1 to form a commutating position sensor.
  • the outer rotor 3 is provided with an annular sensor magnet 15 serving as an object of detection around a boss projecting toward the engine main body.
  • the Hall devices 13 are placed on suitable locations of the inner stator 5 via a positioning case so as to detect the positional changes in the magnetic poles of the sensor magnet 15.
  • the Hall devices 13 are arranged at a regular interval along the circumferential direction so as to correspond to the U, V and W phases as shown in Figure 3.
  • the controller ECU monitors the engine temperature TE and the battery voltage BT. According to the monitored values, a preliminary action can be started by selecting a control action which is both efficient and appropriate according to a data table stored in ROM in advance.
  • the engine temperature TE may include the cooling water temperature in a water cooled engine, the ambient temperature inside the engine room, the temperature of the electric motor (electric generator) 1, the temperature of the controller ECU when it is mounted inside the engine room, or any data that would give a measure of the temperature of any part of the engine.
  • the Hall devices 13 are arranges so as to detect the timings of the rise (L ⁇ H) and fall (H ⁇ L) of each of the U, V and W phases as shown in Figure 5, and the rotational angle can be detected by an increment of 10 degrees according to the combinations of the states of the three phases. As there are six possible combinations of these states, the same combination repeats itself for every 60 degrees. Therefore, this sensor can detects relative angular changes, but cannot measure the absolute angular position by itself.
  • the pulser 9 detects the passage of the reluctor 8 at a position ( ⁇ 1) slightly before the top dead center between the compression and expansion strokes, and at a position ( ⁇ 2) slightly before the top dead center between the exhaust and intake strokes or at a position separated from position ⁇ 1 by 360 degrees. Positions ⁇ 1 and ⁇ 2 are referred to as "ignition timing reference position” and "angle computing reference position” in the following description. Because the reluctor 8 has a certain width, the pulser 9 produces pulses of mutually opposite polarities as the leading edge and trailing edge of the reluctor 8 passes the pulser 9. Therefore, the pulser 9 can determine the absolute angular position, but can determine only one point out of 360 degrees, and cannot distinguish between the compression stroke and exhaust stroke.
  • the reverse drive prefferably rotates the crankshaft beyond the top dead center from the side of the expansion stroke. Therefore, in the illustrated embodiment, prior to the final cranking action, the crankshaft is rotated in the normal direction (preliminary normal drive), when necessary, to such an extent as not to go beyond the top dead center between the compression and expansion strokes so that the swing start action can be effected with an adequate approach run distance for the reverse drive.
  • the ignition switch IG is turned on at first, and a preliminary action is performed before the switch ST is turned on to crank the engine.
  • the cranking may consist of a simple normal drive or a swing action drive combining both a reverse drive and a normal drive. This action takes place in an automatic manner as the vehicle operator turns on the ignition switch IG and then turn on the starter switch ST.
  • step 6 it is determined if the battery voltage BT is lower than a prescribed lower limit value BTL in step 1 (ST1). If higher, the program flow advances to step 2 (ST2). It is then determined if the engine temperature TE is lower than a prescribed lower limit TEL, and if higher, the program flow advances to step 3 (ST3).
  • step 3 as it is determined that a preliminary normal drive is not necessary, an intermittent drive in the reverse direction is performed as a preliminary reverse drive preceding the turning on of the starter switch ST as indicated by arrow in Figures 7 and 8.
  • the power on time period t1 during the intermittent drive is for instance in the order of 50 ms, and the power off time period t2 may be in the same range.
  • the reverse drive in this case is effected in an intermittent manner to avoid the reverse drive from becoming excessive and rotating the crankshaft in the reverse direction beyond the top dead center from the expansion stroke because the battery voltage is high and/or because the friction loss is small as is the case when the engine is fully warmed up or is being restarted after an idle stop. Therefore, if there is no fear of rotating the crankshaft beyond the top dead center from the side of the expansion stroke by taking a suitable measure to prevent the reverse drive from becoming excessive, the intermittent drive may be replaced with a continuous drive.
  • step 4 it is determined if a compression start position ⁇ e defined in an intermediate point of the expansion stroke has been reached as shown in Figures 7 and 8.
  • the detection of the compression start position ⁇ e can be accomplished by detecting the spring back of the compression pressure which is produced as a result of reversing the expansion stroke.
  • the compression start position ⁇ e may be defined as a position at which the crankshaft is pushed back in the normal direction by more than a prescribed angle (20 degrees, for instance) during a power off interval of the electric motor a prescribed number of times (which may be once or more), or at a position at which the crankshaft fails to rotate in the reverse direction by more than a prescribed angle (20 degrees, for instance) during a power on interval of the electric motor a prescribed number of times (which may be once or more).
  • the absolute angular position of the crankshaft and the current stroke are known or an angle sensor provides such information, it is possible to terminate the reverse drive when it is actually detected that the angular position of the crankshaft has reached the compression start position ⁇ e.
  • step 4 When the compression start position ⁇ e is detected in step 4 (ST4), the program flow advances to step 5 (ST5). Because the compression start position as detected in step 4 (ST4) may not be accurate, this position is set as a provisional compression start position ⁇ e, and the program flow advances to step 6 (ST6).
  • step 6 The final normal drive cranking control is conducted in step 6 (ST6).
  • the crankshaft is stationary in the expansion stroke as shown in Figures 7 and 8.
  • the starter switch ST is turned on at this time, the cranking in the normal direction is started from this preparatory position by continually supplying electric current to the electric motor 1 as indicated by arrow B in Figure 7 and 8. This corresponds to a case where the rotational speed can be increased enough to rotate the crankshaft beyond the top dead center when cranking the engine because an adequate approach run distance extending from a point in the expansion stroke to the compression stroke is ensured and the spring back force of the compression pressure can be utilized.
  • the passage of the reluctor 8 in the exhaust stroke in the normal direction can be detected as a pulser output signal, and the detected position is set as an angle computing reference position ⁇ 2 that can be used as a reference of angular position instead of the provisional compression start position ⁇ e as shown in Figures 7 and 8.
  • This angular position can be used as a reference in determining the absolute angle for timing control in cranking, ignition and fuel injection controls.
  • the condition for anticipating a sufficient rise in the rotational speed is determined form the battery voltage BT and engine temperature ET in steps 1 and 2 (ST1 and ST2).
  • the drive torque of the engine 1 is low when the battery voltage BT is lower than the lower limit value BTL.
  • the friction loss is great due to a high viscous resistance when the engine temperature TE is lower than the lower limit value TEL. In either case, a sufficient rise in the rotational speed cannot be anticipated, and the program flow advances to step 7 (ST7).
  • step 7 the crankshaft is driven in the normal direction in an intermittent manner as a preliminary normal drive as indicated by arrow C in Figures 10 and 11, as opposed to step 3 (ST3).
  • the preliminary normal cranking may be performed continuously instead of being performed an intermittent manner.
  • step 8 it is determined if the compression start position ⁇ p in the compression stroke has been reached as shown in Figures 10 and 11, in a similar manner as in step 4 (ST4).
  • the compression start position ⁇ p may be defined as a position at which the crankshaft is pushed back in the reverse direction by more than a prescribed angle (20 degrees, for instance) during a power off interval of the electric motor a prescribed number of times (which may be once or more), or at a position at which the crankshaft fails to rotate in the normal direction by more than a prescribed angle (20 degrees, for instance) during a power on interval of the electric motor a prescribed number of times (which may be once or more).
  • step 9 ST9
  • this position is set as a provisional compression start position ⁇ p in a similar manner as in step 5 (ST5) before the program flow advances to step 10.
  • the absolute angular position of the crankshaft and the current stroke are known or an angle sensor provides such information, it is possible to terminate the normal drive when it is actually detected that the angular position of the crankshaft has reached the compression start position ⁇ p.
  • a swing cranking action is started in step 10 (ST10).
  • the compression start position ⁇ p has been detected, the engine is stationary at a point inside the compression stroke as shown in Figures 10 and 11.
  • the starter switch ST is turned on, the electric motor 1 is continually supplied with electric current so as to drive the engine from this stationary position in the reverse direction ( Figure 12).
  • the detected position is set as an angle computing reference position ⁇ 2 which serves as the final reference for determining the angular position, instead of the provisional compression start position ⁇ p.
  • This angular position can be used as a reference in determining the absolute angle for timing control in cranking, ignition and fuel injection controls.
  • the proper compression start position ⁇ e when reversing the expansion stroke can be obtained by using the angle computing reference position ⁇ 2 as a reference.
  • this proper compression start position ⁇ e is reached, the supply of electric current to the electric motor 1 is terminated similarly as the case mentioned above, and the expansion stroke is reversed under the inertia.
  • the crankshaft has come to a stop during the expansion stroke ( ⁇ 4) and started rotating back in the normal direction, electric current is then continually supplied to the electric motor 1 to drive it in the normal direction and crank the engine.
  • the power consumption can be reduced as compared to the case where the normal drive is started immediately after the termination of the reverse drive.
  • the re-starting control can be conducted in a favorable manner according to the stored angle computing reference position ⁇ 2.
  • This angular position can be used for ignition and fuel injection controls during the startup and/or the normal operation.
  • the absolute angular position based upon the angle computing reference position ⁇ 2 can be used as an accurate absolute angular position.
  • the obtained reference value is treated as a provisional absolute value.
  • this value does not substantially deviate from the true reference value, and it can be safely used for finding the optimum position for changing the rotational direction of the crankshaft in a swing cranking action making use of the compression pressure obtained by reversing the expansion stroke, for performing the ignition control and fuel ignition control during the cranking process.
  • a preliminary action is repeated so that a favorable cranking with an adequate approach run can be effected either with a normal rotation or reverse rotation cranking control.
  • the power on period t1 and power off period t2 may be changed in dependence on at least one of the battery voltage BT and engine temperature TE.
  • the power on period t1 may be extended while the power off period t2 is diminished when the battery voltage is low and/or when the engine temperature is low.
  • the power period t1 may be diminished while the power off period t2 is extended when the battery voltage is high and/or when the engine temperature is high.
  • a regenerative braking may be applied to the electric motor 1 by turning on all of the drive devices (FETs) of the motor driver circuit 14 upon detecting the prescribed angle so that the crankshaft may be caused to come to a stop within a prescribed angle from the compression start position. This eliminates the need to repeat the preliminary cranking action over and over again.
  • FETs drive devices
  • a second embodiment of the present invention is described in the following.
  • the ignition switch IG is turned on at first, and the starter switch ST is then turned on to crank the engine.
  • the electric motor 1 is rotated in the normal direction in an intermittent manner as a preliminary normal drive.
  • the duration of each intermittent operation T1 may be 50 ms, for instance.
  • the preliminary normal cranking may be performed continuously instead of being performed an intermittent manner.
  • the electric motor 1 consists of a three-phase bushless motor, and can serve as a rotational angle detecting means with the Hall devices 13 detecting the timing of the rise (L - H) and fall (L - H) of each phase U, V or W as shown in Figure 6. It can count the rotational angle by the increment of 10 degrees, for instance.
  • crankshaft 2 is turned to an angle which is immediately before the top dead center of a compression stroke of a four-stroke engine as shown in arrow A in Figures 13 and 14.
  • Such a control action can be effected by noting the possibility of computing the rotational speed from the count of the rotational angle.
  • the rotational speed has dropped to zero during the non-drive period of the intermittent operation, it can be judged that the piston has risen to a point close to the top dead center, and the resulting rise in the compression pressure has resisted any further rise of the piston. The normal drive is therefore terminated at this point.
  • the intermittent operation is conducted for the purpose that the crankshaft 2 can be rotated to a position substantially coinciding with a ignition timing reference position (a certain angle before the top dead center which is used for the ignition timing control) ⁇ 1 but not to the extent to reach the top dead center (by producing a torque that would not overcome the compression resistance).
  • the starter switch ST is turned on to turn the electric motor 1 in the reverse direction (arrow B in Figures 13 and 14).
  • the pulser 9 detects the passage of the reluctor 8 (ignition timing reference position ⁇ 2) during the exhaust stroke of the illustrated four-stroke engine, and produces a signal similar to that is produced at the ignition timing reference position ⁇ 1.
  • the rotational angle is counted anew from this ignition timing reference position ⁇ 2.
  • crankshaft 2 would rotate in the normal direction after a small travel from the erroneous reversing position ⁇ 5 under the inertia as indicated by imaginary line arrow E in Figure 13, and the resulting absence of the assist force and reduction in the approach run distance for the normal drive (reduction by half) may prevent the increase in the rotational speed that is required for the crankshaft 2 to rotate beyond the top dead center.
  • a prescribed angle in the reverse direction from the point at which the rotational angle of the electric motor 1 changes from the normal direction to the reverse direction is defined as a mask interval M for disregarding the signal detection by the pulser 9.
  • the mask interval M should be greater than the angle by which the reluctor 8 extends as detected by the pulser 9, but should be small enough to stay clear from the angle computing reference positional signal ⁇ 2, and may be an angle somewhat smaller than 360 degrees such as 200 degrees.
  • the pulser 9 of the engine starter system of the present invention produces a detection signal when passing the front edge and rear edge of the reluctor 8.
  • the detection signal for the normal rotation includes a negative first reference pulse P1 that is produced as the front edge of the reluctor 8 passes, and a positive second reference pulse P2 that is produced as the rear edge of the reluctor 8 passes as shown in Figure 16.
  • the second reference pulse P2 When detecting the passage of the reluctor 8 when the crankshaft is rotating in the reverse direction in the exhaust stroke during the cranking control, the second reference pulse P2 is first produced, and the first reference pulse P1 is then produced so that a pulser output signal similar to that mentioned above is produced as shown in Figure 17. This allows the detected angle computing reference positional signal ⁇ 2 to be judged as genuine. During the preliminary normal drive, if position ⁇ 1 is not reached, the second reference pulse P2 appearing first can be identified as the angle computing reference position signal ⁇ 2 for the reverse rotation.
  • the counting of the rotational angle may be limited to the time when the crankcase is rotating in the reverse direction. Therefore, if the crankshaft is rotating in the normal direction when the first reference pulse P1 is produced as shown in Figure 18, it may be identified as a pulse not corresponding to the angle computing reference position ⁇ 2 for counting the rotational angle so that an erroneous detection can be avoided.
  • the timing of the two reference pulses P1 and P2 is associated with the states of the U, V and W phases in advance to determine if the current state is normal or not.
  • the state of the U, V and W phases is LLH when the first reference pulse P1 is produced at time T1, and LHL when the second reference pulse P2 is produced at T2. In other words, when such a state is detected, it can be judged that the crankshaft is rotating in the normal direction.
  • the state of the U, V and W phases is LHL when the second reference pulse P2 is produced at time T3 as indicated by the imaginary lines in Figure 19, and LLH when the first reference pulse P1 is produced at time T4 as indicated by the imaginary lines. In other words, it can be judged that the passage of the reluctor 8 has been detected while the crankshaft is rotating in the reverse direction.
  • the state of reversing the rotational direction shown in Figure 19 is produced when the first reference pulse P1 is produced during the first rotation in the normal direction, and the rotational direction is reversed before the second reference pulse P2 is produced.
  • the state of the U, V and W phases when the first pulse P1 is produced at time T1 is LLH, and is then LLH when the first pulse P1 is produced at time T4 while the crankshaft 2 is rotating in the reverse direction as indicated by the imaginary lines.
  • This change in the state does not correspond to either of the two states (normal/reverse rotation), and can be therefore judged to correspond to no normal state. This therefore prevents an erroneous detection.
  • each cycle of the U, V and W phases consists of 60 degrees while the width of the reluctor 8 corresponds to an angle of 50 degrees.
  • the state of the U, V and W phases is LLH when the first reference pulse P1 is produced at time T1, and is then LHH when the second pulse P2 is produced at time T2 when the crankshaft is rotating in the normal direction.
  • the state of the U, V and W phases is LLH when the second reference pulse P2 is produced at time T3, and is then HLH when the first pulse P1 is produced at time T4 when the crankshaft is rotating in the reverse direction.
  • the state of the U, V and W phases is LLH at time T1, and is then HLH at time T4 . Therefore, if the crankshaft changes the direction of rotation when the pulser 9 is an intermediate point of the reluctor 8, it is not possible to distinguish whether the crankshaft is simply rotating in the normal direction or has changed the direction of rotation.
  • each reference pulse is at least partly based on the falling edge of the pulse instead of the rising edge of the pulse. If the detection is based on the falling edge, the state of the U, V and W phases changes from HLH at time T4 to LLH at time T3 when the crankshaft is rotating in the normal direction, from LHH at time T2 to LLH at time T1 when the crankshaft is rotating in the reverse direction, and from HLH at time T4 to LLH at time T1 when the crankshaft has changed the direction of rotation.
  • the rotational direction is determined by monitoring the change in the state of the U, V and W phases. The state changes at the time of each rise or fall of each phase at an interval of 10 degrees, and the change in the state can be detected.
  • the change in the state is monitored for each of the intervals Ta through Tg defined between each adjacent detection timing (at the interval of 10 degrees).
  • the state of the U, V and W phases changes in the order of LHH, LLH, HLH, HLL, HHL, LHL and LHH.
  • This order reverses when the crankshaft rotates in the reverse direction.
  • the crankshaft changes the rotational direction so that the leading edge of the reluctor 8 then passes the leading edge of the pulser 9 this time in the reverse direction, such an order disappears.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP01972568A 2000-09-28 2001-09-28 Anlasser für eine brennkraftmaschine Withdrawn EP1321666A4 (de)

Applications Claiming Priority (5)

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JP2000297265 2000-09-28
JP2000296975 2000-09-28
JP2000296975 2000-09-28
JP2000297265 2000-09-28
PCT/JP2001/008518 WO2002027181A1 (fr) 2000-09-28 2001-09-28 Demarreur de moteur

Publications (2)

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EP1321666A1 true EP1321666A1 (de) 2003-06-25
EP1321666A4 EP1321666A4 (de) 2006-12-27

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JP (1) JPWO2002027181A1 (de)
CN (1) CN1214184C (de)
AU (1) AU2001292288A1 (de)
WO (1) WO2002027181A1 (de)

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EP1365145A3 (de) * 2002-05-22 2006-08-30 Honda Giken Kogyo Kabushiki Kaisha Anlasser für eine Verbrennungsmaschine
EP2232050A1 (de) * 2007-12-11 2010-09-29 Azure Dynamics, Inc. Verfahren und vorrichtung zum starten eines verbrennungsmotors
WO2012035199A1 (en) * 2010-09-17 2012-03-22 Wärtsilä Finland Oy Starting of an internal combustion engine
WO2016016812A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Permanent magnet electric motor for an internal combustion engine and related starting control system
WO2016016835A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Process for starting an internal combustion engine
EP3012448A1 (de) * 2014-10-22 2016-04-27 MAN Truck & Bus AG Verfahren und vorrichtung zum einstellen einer bestimmten winkelposition einer kurbelwelle eines kraftfahrzeugs im rahmen von wartungs- oder montagearbeiten
EP3051118A4 (de) * 2013-12-20 2017-02-01 Yamaha Hatsudoki Kabushiki Kaisha Motoreinheit und fahrzeug
ITUB20152786A1 (it) * 2015-08-03 2017-02-03 Piaggio & C Spa Procedimento per la gestione del riavvio di un motore a combustione interna in un sistema start and stop
US10288028B2 (en) 2016-03-03 2019-05-14 Denso Corporation Engine starting system
EP3581786A4 (de) * 2017-03-28 2020-03-18 Honda Motor Co., Ltd. Motorstartsteuerungsvorrichtung

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JP4001331B2 (ja) * 2002-06-27 2007-10-31 本田技研工業株式会社 エンジン始動装置
JP2005048626A (ja) * 2003-07-31 2005-02-24 Toyota Motor Corp ガソリンエンジン
JP4315287B2 (ja) * 2004-03-08 2009-08-19 本田技研工業株式会社 エンジン始動制御装置
JP4408232B2 (ja) * 2004-03-11 2010-02-03 本田技研工業株式会社 エンジンの点火装置
JP4640830B2 (ja) * 2006-03-22 2011-03-02 本田技研工業株式会社 内燃機関の始動装置
JP2008092784A (ja) * 2006-07-28 2008-04-17 Mitsuba Corp ブラシレスモータの駆動装置及びブラシレスモータの始動方法並びにブラシレスモータのロータ停止位置検出方法
JP5752917B2 (ja) * 2010-10-29 2015-07-22 新電元工業株式会社 エンジン始動装置
DE102011080243A1 (de) * 2011-08-02 2013-02-07 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP5956794B2 (ja) * 2012-03-19 2016-07-27 日立オートモティブシステムズ株式会社 内燃機関の制御装置
DE102012206157A1 (de) * 2012-04-16 2013-10-17 Zf Friedrichshafen Ag Steuerungseinrichtung eines Hybridfahrzeugs und Verfahren zum Betreiben desselben
WO2014002951A1 (ja) * 2012-06-29 2014-01-03 株式会社マキタ 動力装置及びこれを備えた携帯作業機
JP5876188B1 (ja) * 2015-01-14 2016-03-02 ヤマハ発動機株式会社 エンジンシステムおよび鞍乗型車両
CN106704072A (zh) * 2015-07-27 2017-05-24 三阳工业股份有限公司 启动兼发电装置控制引擎起动的方法
CN106545420B (zh) * 2015-09-22 2020-06-02 三阳工业股份有限公司 引擎起动及停止运转控制方法
JP6430654B1 (ja) * 2017-02-03 2018-11-28 新電元工業株式会社 駆動制御システム、および、駆動制御システムの制御方法
CN109067125A (zh) * 2018-09-28 2018-12-21 佛山市锐毅马达制造有限公司 电磁定向同步马达
CN110219761A (zh) * 2019-06-03 2019-09-10 廊坊金润科技集团有限责任公司 一种发动机启动控制新方法
JP7324061B2 (ja) * 2019-06-11 2023-08-09 株式会社Subaru エンジン駆動装置
CN113437921B (zh) * 2021-08-10 2022-07-01 深圳市忆电科技有限公司 同步电机自由转动中启动控制方法、同步电机及存储介质
CN113756961A (zh) * 2021-09-16 2021-12-07 重庆隆鑫通航发动机制造有限公司 通用航空发动机启发一体电机的启动控制方法及***

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Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1365145A3 (de) * 2002-05-22 2006-08-30 Honda Giken Kogyo Kabushiki Kaisha Anlasser für eine Verbrennungsmaschine
EP2232050A4 (de) * 2007-12-11 2013-07-24 Mosaid Technologies Inc Verfahren und vorrichtung zum starten eines verbrennungsmotors
EP2232050A1 (de) * 2007-12-11 2010-09-29 Azure Dynamics, Inc. Verfahren und vorrichtung zum starten eines verbrennungsmotors
US8839754B2 (en) 2007-12-11 2014-09-23 Conversant Intellectual Property Management Inc. Method and apparatus for starting an internal combustion engine
CN103154497B (zh) * 2010-09-17 2015-04-29 瓦锡兰芬兰有限公司 内燃发动机的起动
CN103154497A (zh) * 2010-09-17 2013-06-12 瓦锡兰芬兰有限公司 内燃发动机的起动
US9091242B2 (en) 2010-09-17 2015-07-28 Wärtsilä Finland Oy Starting of an internal combustion engine
WO2012035199A1 (en) * 2010-09-17 2012-03-22 Wärtsilä Finland Oy Starting of an internal combustion engine
EP3051118A4 (de) * 2013-12-20 2017-02-01 Yamaha Hatsudoki Kabushiki Kaisha Motoreinheit und fahrzeug
US10066591B2 (en) 2014-08-01 2018-09-04 Piaggio & C. S.P.A. Process for starting an internal combustion engine
WO2016016812A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Permanent magnet electric motor for an internal combustion engine and related starting control system
WO2016016835A1 (en) 2014-08-01 2016-02-04 Piaggio & C. S.P.A. Process for starting an internal combustion engine
US10233887B2 (en) 2014-08-01 2019-03-19 Piaggio & C. S.P.A. Permanent magnet electric motor for an internal combustion engine and related starting control system
EP3012448A1 (de) * 2014-10-22 2016-04-27 MAN Truck & Bus AG Verfahren und vorrichtung zum einstellen einer bestimmten winkelposition einer kurbelwelle eines kraftfahrzeugs im rahmen von wartungs- oder montagearbeiten
WO2017021315A1 (en) 2015-08-03 2017-02-09 Piaggio & C. S.P.A. Process for managing the re-start of an internal combustion engine in a start and stop system
US10100799B2 (en) 2015-08-03 2018-10-16 Piaggio & C. S.P.A. Process for managing the re-start of an internal combustion engine in a start and stop system
ITUB20152786A1 (it) * 2015-08-03 2017-02-03 Piaggio & C Spa Procedimento per la gestione del riavvio di un motore a combustione interna in un sistema start and stop
TWI708891B (zh) * 2015-08-03 2020-11-01 義大利商比雅久股份有限公司 用於在啟動和停止系統中管理內燃機的再啟動之流程
US10288028B2 (en) 2016-03-03 2019-05-14 Denso Corporation Engine starting system
EP3581786A4 (de) * 2017-03-28 2020-03-18 Honda Motor Co., Ltd. Motorstartsteuerungsvorrichtung
US11008992B2 (en) 2017-03-28 2021-05-18 Honda Motor Co., Ltd. Engine start control device

Also Published As

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JPWO2002027181A1 (ja) 2004-02-05
AU2001292288A1 (en) 2002-04-08
CN1466658A (zh) 2004-01-07
EP1321666A4 (de) 2006-12-27
WO2002027181A1 (fr) 2002-04-04
CN1214184C (zh) 2005-08-10

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