JP2001193540A - Stop position controlling method and device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a stop position controlling method for an internal combustion engine capable of controlling a stop position of an engine to be contained within a target range without consuming a battery. SOLUTION: An armature coil short circuit 5 is provided, which shorts out an armature coil 2B of a magnet generator through on/off controllable short- circuit switches Thx to Thz. After a key switch 9 is opened to stop at least either one of ignition operation or fuel feeding operation of the internal combustion engine, the short-circuit switches Thx to Thz are controlled according to a rotational angle position of a crank shaft 103 so as to adjust a short-circuit current passing through the armature coil of the magnet generator, thereby controlling brake torque generated in a rotor 2A of the magnet generator to contain a stop position of the crank shaft within a target range.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine stop position control method for controlling a stop position of an internal combustion engine to fall within a predetermined target range, and a control device used to execute the method.

[0002]

2. Description of the Related Art In order to purify exhaust gas at the time of starting an internal combustion engine, it has been proposed to control the crankshaft of the engine to be stopped at a convenient position for starting the engine.

For example, Japanese Patent Application Laid-Open No. H11-107891 discloses that a starter motor rotates a crankshaft when the engine is stopped or when the engine is not operating, so that a piston of a specific cylinder moves to a top dead center position of an intake stroke. A stop position control device is disclosed in which the starter motor is stopped when the rotation speed reaches a predetermined value, so that the crankshaft is always stopped at a substantially constant position.

If the stop position of the crankshaft is kept substantially constant when the engine is stopped, fuel injection control into each cylinder can be performed accurately from the start of the engine.
The emission of unburned gas can prevent the emission of HC gas from increasing.

In order to start the engine using a relatively small starter motor, the average value of the drive current flowing through the starter motor is limited until the load torque applied to the starter motor reaches a peak. Preferably, the crankshaft is driven slowly, and after the load torque reaches a peak, the drive current of the starter motor is increased to accelerate the crankshaft to start the engine. When such a starting method is adopted, it is preferable to stop the crankshaft at a position before the position where the load torque applied to the starter motor reaches a peak.

[0006]

In the conventional stop position control apparatus for an internal combustion engine, the starter motor rotates the crankshaft when the engine is stopped or not running in order to make the stop position of the crankshaft of the engine substantially constant. Thus, the stop position of the starter motor is controlled. However, in such a method, it is necessary to drive the starter motor when stopping the engine, so that there is a problem that the stored energy of the battery is consumed. there were. In particular, in the case of an internal combustion engine that performs an idle stop in order to prevent unnecessary emission of exhaust gas, since the stop and start of the engine are frequently repeated,
There is a problem that battery consumption becomes severe.

An object of the present invention is to provide a stop position control method for an internal combustion engine capable of keeping the stop position of the engine within a target range without consuming the stored energy of the battery, and a method for controlling the stop position. It is to provide a stop position control device.

[0008]

SUMMARY OF THE INVENTION The present invention relates to an internal combustion engine in which a rotor of a magnet generator is mounted on a crankshaft and at least one of an ignition operation and a fuel supply operation is stopped when a stop command is given. The present invention relates to a stop position control method for an internal combustion engine that controls a stop position of a crankshaft to fall within a target range.

In the present invention, an armature coil short circuit for short-circuiting the armature coil of the magnet generator is provided through a short-circuit switch capable of on / off control, and a stop command for instructing to stop the internal combustion engine is given. After at least one of the ignition operation and the fuel supply operation of the internal combustion engine is stopped, the short-circuit switch is controlled in accordance with the rotational angle position of the crankshaft to adjust the short-circuit current flowing through the armature coil of the magnet generator. Thus, the braking torque generated in the rotor of the magnet generator is controlled to keep the stop position of the crankshaft within the target range.

An internal combustion engine stop position control apparatus for implementing the above method includes an armature coil short circuit that includes a short-circuit switch capable of on / off control and short-circuits an armature coil of the magnet generator through the short-circuit switch. Position detecting means for detecting the rotation angle position of the crankshaft, and after the stop command is given and at least one of the ignition operation and the fuel supply operation of the internal combustion engine is stopped, the rotation angle position of the crankshaft is set within the target range. Switch control means for controlling a short-circuit switch in accordance with the rotation angle position of the crankshaft detected by the position sensor to control braking torque generated in the rotor of the magnet generator. You.

As described above, by controlling the short-circuit current flowing through the armature coil of the magnet generator driven by the internal combustion engine, the braking torque acting on the engine from the magnet generator is controlled to set the stop position of the crankshaft. With a configuration in which control is performed so as to fall within a certain range, the stop position of the engine can be controlled without draining the battery.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows an example of the configuration of an apparatus for implementing a method for controlling a stop position of an internal combustion engine according to the present invention. In FIG.
A is a rotor of a magnet generator attached to an internal combustion engine, 2
B is an armature (stator) of the magnet generator.

The internal combustion engine 1 has a crankcase 100, a cylinder 101 attached to the crankcase, a piston 102 fitted in the cylinder 101, a crankcase 100 which is supported via a bearing and a piston 102 It is a known device having a crankshaft 103 connected via a mechanism, and an ignition plug 104 is attached to the cylinder 101. The internal combustion engine 1 to be controlled in the present invention may be a four-cycle engine or a two-cycle engine. Here, for the sake of simplicity, it is assumed that the internal combustion engine 1 is a single cylinder engine.

The rotor 2A of the magnet generator 2 is formed by fixing a permanent magnet m to an iron flywheel 200 formed in a cup shape and attached to the crankshaft 103, and an inner surface of a peripheral wall portion of the flywheel. And the configured magnet field 201. Armature 2B of magnet generator
Is formed by winding three-phase armature coils 202u to 202w around an armature core having a magnetic pole portion facing the magnet field 201. In the illustrated example, the three-phase armature coils 202u to 202w are used. Are star-connected. In FIG. 1, for convenience, the rotor 2A and the armature 2B are shown at separate positions, but actually, the armature 2B is
The magnetic pole portion of the iron core of the armature 2 </ b> B is disposed inside the armature A and faces the magnetic pole of the magnet field 201 via a predetermined gap.

Armature coils 202u-20 of magnet generator
An output terminal of 2w is connected to an AC input terminal of a diode bridge three-phase full-wave rectifier circuit 3 in which diodes Du to Dw and Dx to Dz are bridge-connected, and a battery 4 is connected between DC output terminals of the rectifier circuit. Have been.

Thyristors Thx to Thz as short-circuiting switches are connected in anti-parallel to diodes Dx to Dz forming the lower side of the bridge of the rectifier circuit, and diodes Dx to Dz forming the lower side of the thyristor and the bridge. As a result, the armature coils 202u to 202w
The armature coil short circuit 5 for short-circuiting is formed.

The thyristor Thx of the armature coil short circuit 5
To Thz are connected to control signal output terminals 6x to 6z of a controller 6 having a microcomputer, and when the terminal voltage of the battery 4 exceeds a set value during operation of the internal combustion engine, and when the engine is stopped. When the controller 6
Thyristors Thx to Thz are supplied with control signals to turn on the thyristors Thx to Thy.

The controller 6 includes an output of the pulser 7 for generating a pulse signal at a predetermined rotation angle position of the crankshaft of the engine, and a crank angle sensor 8 for generating a pulse signal every time the crankshaft 103 rotates by a small angle. An output and a start command and a stop command given by the key switch 9 are input.

The pulsar 7 includes a signal coil 7b wound around an iron core 7a and a permanent magnet 7c magnetically coupled to the iron core 7a. It is opposed to the outer periphery. Reactor 203 is formed on the outer periphery of flywheel 200,
When the reluctor 203 starts facing the magnetic pole portion of the iron core 7a of the pulsar 7 and ends the facing, the first pulse signal Vs1 and the second pulse signal Vs2 having different polarities are respectively applied to the signal coil 7b. Is induced. In the illustrated example, as shown in FIG. 2A, the first pulse signal Vs1 is sufficiently lower than the top dead center position (the rotational angle position of the crankshaft when the piston reaches the top dead center) TDC. The second pulse signal Vs2 is generated at the reference position θ1 set at the advanced position, and the second pulse signal Vs2 is generated at the low-speed ignition position of the engine set at a position delayed from the reference position θ1.
The positional relationship between the reluctor 203 and the polar arc angle of the reluctor 203 are set.

The crank angle sensor 8 detects a large number of teeth of a ring gear attached to the outer periphery of the flywheel 200 for meshing a pinion gear driven by a starter motor, for example, and outputs a pulse signal. And the pulsar 7. FIG.
(B) shows one of the positive and negative pulses P generated when the crank angle sensor 8 detects a series of teeth of the ring gear. The pulse P in FIG.
Is generated every time the crankshaft rotates by a small angle,
By counting these pulses, the crankshaft 10
3 can be detected. Also, by counting the output pulses of the crank angle sensor 8 from the position where the pulser 7 generates any of the pulse signals, the rotation angle position (absolute position) at each instant of the crankshaft can be detected.

The outputs of the pulser 7 and the crank angle sensor 8 are converted into waveforms recognizable by a microcomputer by waveform shaping circuits 10 and 11, respectively, and then input to the controller 6.

The key switch 9 is a switch operated by a key (not shown). One end of the key switch 9 is grounded, and the other end is connected to a positive terminal of a DC power supply (not shown) through a resistor 12. The connection point between the key switch 9 and the resistor 12 is the resistor 1
3 and connected to the command signal input terminal of the controller 6, the voltages at both ends of the key switch 9 when the key switch 9 is turned on and off are input to the controller 6 as an operation command and a stop command, respectively. It is supposed to be.

A microcomputer provided in the controller 6 has a first pulse output from the pulser 7 when the key switch 9 is closed and an operation command is given.
The ignition timing at each rotation speed of the engine is calculated based on the rotation speed information of the engine obtained from the pulse signal and the generation interval of the second pulse signal. Then, the first pulse signal Vs1
Measurement of the calculated ignition timing is started when the occurrence of the ignition is detected (when it is detected that the rotational angle position of the crankshaft coincides with the reference position), and the ignition is performed when the calculated ignition timing is measured. An ignition signal is provided to the circuit 14. The ignition circuit 14 generates a high voltage for ignition when an ignition signal is given, and applies the high voltage to the ignition plug 104 to ignite the engine. The microcomputer of the controller 6 also
The fuel injection timing and the fuel injection time are calculated with respect to the calculated engine rotation speed and various control conditions such as a throttle valve opening provided from a throttle sensor (not shown) and atmospheric pressure information provided from an atmospheric pressure sensor. When the calculated fuel injection timing is detected, an injection command signal having a signal width corresponding to the calculated fuel injection time is given to the fuel injection device 15. The fuel injection device 15 includes an injector (electromagnetic fuel injection valve) for injecting fuel into an intake pipe or a cylinder of the engine, and when an injection command signal is given, the fuel injection device 15 corresponds to a signal width of the injection command signal. During this time (fuel injection time), fuel is injected from the injector.

The controller 6 also detects the voltage across the battery 4 by a detection circuit (not shown), and sends a trigger signal to the thyristors Thx to Thz of the armature coil short circuit 5 when the detected voltage exceeds a set value. give. When a trigger signal is applied to the thyristors Thx to Thz, the thyristor of each thyristor to which a forward voltage is applied between the anode and the cathode is turned on, and any one of the turned on thyristor and the diodes Dx to Dz is turned on. Since the armature coils 202u to 202w are short-circuited through the heel, charging of the battery 4 is stopped. When the terminal voltage of the battery 4 falls below the set value, the thyristors Thx to Thz
The supply of the trigger signal to is stopped, and the charging of the battery is restarted. By repeating these operations, the battery 4
The voltage at both ends of the battery is kept in a set range, and the battery is properly charged.

When the key switch 9 is opened, a stop command is given to the controller 6. At this time, the controller 9
Stops the supply of the ignition signal to the ignition circuit 14 and the supply of the injection command signal to the fuel injection device 15 to stop the operation of the engine and the fuel supply operation. If nothing is done at this time, the engine is rotated by inertia and then stopped.In the present invention, after at least one of the ignition operation and the fuel supply operation is stopped and the engine is rotated by inertia, the electric motor is stopped. By controlling the short-circuit current by short-circuiting the child coils 202u to 202w, the braking torque is controlled so that the stop position of the crankshaft falls within the target range.

That is, the controller 6 has a key switch 9
Is opened (a stop command is given) and at least one of the ignition operation and the fuel supply operation is stopped, and then the time when the pulser 7 generates the first pulse signal Vs1, or the second pulse signal Using the time when Vs2 is generated as the measurement start timing, the output pulse of the crank angle sensor 8 is counted to detect the rotation angle position of the crankshaft, and the rotation angle position of the crankshaft matches the set position. When this is detected, a trigger signal is applied to the thyristors Thx to Thz constituting the short circuit 5 at the same time. As a result, of the thyristors Thx to Thz, the one to which a forward voltage is applied between the anode and the cathode is turned on, the armature coils 202u to 202w are short-circuited, and a short-circuit current flows to the armature coils 202u to 202w. . When a short-circuit current flows through the armature coils 202u to 202w, a braking torque acts on the rotor 2A. Therefore, by controlling the magnitude of the braking torque according to the rotation speed and the rotation angle position of the crankshaft, the final stop position of the crankshaft can be kept within a predetermined range.

In this case, there are various methods for controlling the braking torque, and the preferred methods are as follows.

(1) When a stop command is given to stop at least one of the ignition operation and the fuel supply operation and the engine is rotated by inertia, the thyristor T
A trigger signal is given to hx to Thz, and first, the thyristor is turned on full-width. Using the rotation angle position of the crankshaft when the pulser 7 generates any pulse signal as a reference position,
By counting the output pulse of the crank angle sensor,
Detects the rotation angle position (absolute position) of the crankshaft and estimates the rotation angle from the number of output pulses of the crank angle sensor counted while the crankshaft rotates to the target stop position, to the target stop position I do. By controlling the conduction angle of the thyristor to be smaller as the rotation angle position of the crankshaft approaches the target stop position, control is performed so that the stop position of the crankshaft falls within the target range.

(2) After the engine is rotated by inertia, the rotational speed of the engine is calculated from the interval between the output pulses of the crank angle sensor. The output pulse of the crank angle sensor is counted by using the position where the pulser 7 generates one of the pulse signals as a reference position, thereby detecting the rotation angle position (absolute position) of the crank shaft. By adjusting the magnitude of the short-circuit current flowing through the armature coil according to the rotation angle position and the rotation speed,
The magnitude of the braking torque is controlled so that the final stop position of the crankshaft falls within the target range.

In the example shown in FIG. 1, a thyristor is used as a switch element provided in the armature coil short circuit 5. As the switch element, an element which can be turned on / off by changing the level of a control signal ( For example, the stop position of the crankshaft may be controlled by performing PWM control on the short-circuit current of the armature coil when stopping the engine using a transistor or an FET.

[0031]

As described above, according to the present invention, when the internal combustion engine is stopped, a short-circuit current is supplied to the armature coil of the magnet generator driven by the engine to control the short-circuit current. By controlling the braking torque acting on the engine from the magnet generator to control the stop position of the crankshaft within a certain range, the stop position of the engine can be controlled without draining the battery. There are advantages that can be.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a configuration example of a stop control device according to the present invention.

FIG. 2 is a waveform diagram showing output waveforms of a pulser and a crank angle sensor used in the control device of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2A ... Rotor of a magnet generator, 2B ... Stator of a magnet generator, 3 ... Rectifier circuit, 4 ... Battery, 5 ... Armature coil short circuit, 6 ... Controller, 7 ... Pulser,
8 ... Crank angle sensor, 9 ... Key switch.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G084 BA00 BA13 BA16 CA07 DA00 DA04 FA36 FA38 3G092 AA01 BA08 BB01 CA01 DF05 FA06 FA12 GA10 HE03Z HF20Z 3G093 BA00 BA14 CA00 DA07 DA13 EA05 EA12 EB09

Claims (2)

[Claims] 1. A stop position of the crankshaft of an internal combustion engine in which a rotor of a magnet generator is mounted on a crankshaft and at least one of an ignition operation and a fuel supply operation is stopped when a stop command is given. In the stop position control method for an internal combustion engine controlled to be within the range, an armature coil short circuit that short-circuits an armature coil of the magnet generator through a short-circuit switch capable of on / off control is provided. Is given and at least one of the ignition operation and the fuel supply operation of the internal combustion engine is stopped,
By controlling the short-circuit switch according to the rotation angle position of the crankshaft to adjust the short-circuit current flowing through the armature coil of the magnet generator, the braking torque generated in the rotor of the magnet generator is controlled. Stopping the crankshaft within a target range. 2. A stop position of the crankshaft of the internal combustion engine in which a rotor of a magnet generator is mounted on a crankshaft and at least one of an ignition operation and a fuel supply operation is stopped when a stop command is given. A stop position control device for an internal combustion engine that controls so as to fall within a range, comprising an armature coil short-circuit circuit including a short-circuit switch capable of on / off control, and short-circuiting an armature coil of the magnet generator through the short-circuit switch. Position detection means for detecting the rotational angle position of the crankshaft, after the stop command is given and at least one of the ignition operation and the fuel supply operation of the internal combustion engine is stopped,
The short-circuit switch is controlled in accordance with the rotation angle position of the crankshaft detected by the position sensor so that the rotation angle position of the crankshaft falls within a target range. A stop position control device for an internal combustion engine, comprising: switch control means for controlling a braking torque.