201005173 九、發明說明： 【發明所屬之技術領域】 本發明係有關於一種引擎的點火控制方法，且特別是 有關於一種處於怠速熄火（idlestop)狀態下之引擎的點火 控制方法。 【先前技術】 現今全球暖化、空氣污染以及能源短缺之問題係已漸 漸受到人們的重視’而為了改善上述問題，在習知技術中， ® 目前已有人提出能使怠速中的引擎自動熄火的裝置如下所 述之「機動車用發動機怠速控制裝置」。 圖1係為目前習知的機動車用發動機怠逮控制裝置之 架構圖。請參閱圖1，其所示之怠速控制裝置係用於機車 停等怠速運轉時，自動將引擎熄火，以減少汽油的消耗以 及降低廢氣的排放量。 圖1所揭露之「機動車用發動機怠速控制裝置」，係由 ❹一蓄電池100、一主開關1〇1、一煞車訊號開關單元1〇2、 一繼電器103、一啟動開關104、一啟動馬達1〇5、一引擎 106、一火星塞107、〆殘電警示燈108、一電容放電點火 器（CDI)l〇9、一車速感測器110、一油門開度感測器、 一引擎轉速感測器112、一停等怠速開關指示燈113及一停 等怠速開關114組成。主開關101與煞車訊號開關單元102 電性連接’煞車訊號開關單元電性連接至繼電器1〇3 正端，繼電器103負端電性連接啟動開關1〇4，啟動開關 201005173 104電性連接至蓄電池1⑽負端，且電容放電點火器109 生連接於繼電器103正、負兩端，電容放電點火器⑽ 、i•生連接於繼電H 1G3正端之接點是位於煞車訊號開關單 元102 ^繼電器103之間，電容放電點火器應電性連接 ;、、、塵電器103負端之接點是位於繼電器1〇3與啟動開關2〇4 之間。啟動馬達1〇5正端電性連接繼電_ 1〇3正電出口端， 教經由一曲軸連接引擎106。201005173 IX. Description of the Invention: [Technical Field] The present invention relates to an ignition control method for an engine, and more particularly to an ignition control method for an engine in an idle-top state. [Prior Art] Nowadays, the problems of global warming, air pollution and energy shortage have gradually received people's attention. In order to improve the above problems, in the prior art, ® has been proposed to automatically extinguish the engine in idle speed. The device is as follows: "Automobile engine idle speed control device". Fig. 1 is a block diagram showing the conventional engine control device for a motor vehicle. Referring to Figure 1, the idle speed control device is used to automatically extinguish the engine during idle operation such as locomotive stop to reduce gasoline consumption and reduce exhaust gas emissions. The "automobile engine idle speed control device" disclosed in Fig. 1 is composed of a battery 100, a main switch 1〇1, a brake signal switch unit 1〇2, a relay 103, a start switch 104, and a starter motor. 1〇5, an engine 106, a spark plug 107, a residual power warning light 108, a capacitor discharge igniter (CDI) l〇9, a vehicle speed sensor 110, an accelerator opening sensor, an engine speed The sensor 112, a stop and so on idle switch indicator 113 and a stop idle switch 114 are formed. The main switch 101 is electrically connected to the brake signal switch unit 102. The brake signal switch unit is electrically connected to the relay 1〇3 positive end, the negative end of the relay 103 is electrically connected to the start switch 1〇4, and the start switch 201005173 104 is electrically connected to the battery. 1 (10) negative terminal, and the capacitor discharge igniter 109 is connected to the positive and negative ends of the relay 103. The capacitor discharge igniter (10), i• raw connection to the relay H 1G3 positive terminal is located at the brake signal switch unit 102 ^ relay Between 103, the capacitor discharge igniter should be electrically connected; the contact of the negative terminal of the dust appliance 103 is located between the relay 1〇3 and the start switch 2〇4. The starter motor 1〇5 positive terminal is electrically connected to the relay _1〇3 positive power outlet end, and the engine 106 is connected via a crankshaft.
上述習知技術可判斷機車之運轉狀態，控制引擎自動 %火，及重新啟動引擎，以使機車於停等怠速運轉時減少 /由耗。然而’當其引擎停止運轉之後，引擎的汽缸内會殘 聲油氣。此油氣含有易揮發性的烴類混合物以及硫化物等 對人體有害之物質，而油氣會從引擎慢慢散逸到空氣。如 此，將會造成嚴重的空氣污染。 此外’油氣多少都會侵蝕引擎的汽缸。倘若油氣殘留 在>飞缸内之時間太久的話，將會嚴重地腐姓汽缸，進而縮 起汽缸的壽命。另外’長時間殘留在汽缸内的油氣也會導 致火星塞與汽缸頭積碳，以使引擎再啟動困難，進而增加 贅電池100的耗電量。 【發明内容】 有鑑於此’為了解決以上習知技術之問題，本發明之 〜目的主要係提供一種引擎怠速狀態之控制方法，其能讓引 擎在忍速德火狀態時，進行點火’以讓汽紅内的剩餘油氣 乾再燃燒。 201005173 本發明之另一目的係提供一種引擎怠速狀態之控制方 法，其能增加汽缸的壽命，同時改善火星塞與汽缸積碳的 問題。 本發明所提出解決上述問題之技術手段在於：本發明 : 係提出一種引擎怠速狀態之控制方法，其係適用於處於怠 速熄火狀態之一引擎。此引擎包括一汽缸頭、一汽缸、一 活塞及一連動之曲轴，而上述引擎怠速狀態之控制方法如 下：偵測曲軸角度以判斷活塞運轉時的位置。接著，當引 ❿ 擎處於冷車啟動的怠速狀態時以一正常點火角度進行點 火；當引擎熱車怠速時，曲轴正轉至上死點後第一點火角 度時進行點火動作，使曲軸正轉之慣性力因點火位置的延 遲而在逐次的點火動作後遞減。當曲軸正轉慣性力不足以 克服上死點而逆轉時，應用一反壓縮裝置開啟汽缸頭内的 一排氣閥，且當曲軸逆轉至第二點火角度時，進行一點火 動作，以燃燒汽缸内的剩餘油氣。 Φ 其中，上述曲軸的第一點火角度，係位於曲軸上死點 後5度；上述曲轴的第二點火角度為曲軸上死點前40度。 其中，上述引擎與一交流發電機的一飛輪組裝中，飛 輪的轉動與曲軸的運動同步，且飛輪具有一凸塊，凸塊頭 端對應於第二點火角度，凸塊尾端對應於第一點火角度， 其中偵測活塞的位置之步驟包括：偵測凸塊的位置。 其中，上述凸塊的位置係透過電磁感應的方式來偵測。 其中，上述點火動作的步驟如下：透過一線圈與凸塊 201005173 之間的電磁感應，產生一負電壓脈衝訊號。接著，根據負 電壓脈衝訊號，令一火星塞點火。 其中，上述引擎為化油器引擎或喷射點火引擎。 本發明另提出一種引擎怠速狀態之控制方法，其適用 : 於上述處於怠速熄火狀態之引擎，並包括以下之步驟：偵 .測曲軸角度以判斷活塞的位置。接著，當引擎處於冷車啟 動的怠速狀態時以一正常點火角度進行點火；當引擎熱車 怠速時曲軸順時針方向正轉至上死點後5度〜10度之間時 ❹ 進行點火動作，使曲軸正轉之慣性力因點火位置的延遲而 在逐次的點火動作後遞減。當曲轴正轉慣性力不足以克服 上死點而逆轉時，應用一反壓縮裝置開啟汽缸頭的一排氣 閥。當曲軸逆轉至上死點前35度〜45度之間時，進行一點 火動作，以燃燒汽缸内的剩餘油氣。 上述引擎與一交流發電機的一飛輪組裝中，其飛輪具 有一凸塊，凸塊之頭端對應於曲軸之上死點前45度，凸塊 0 之尾端對應於曲軸之上死點後5度，其中偵測曲軸角度之 步驟包括：偵測該凸塊的位置。 上述之凸塊的位置是透過電磁感應的方式來偵測。 採用上述本發明之技術手段所獲得有益的功效係在 於： 1. 本發明係能燃燒汽缸内的剩餘油氣，以改善習知空 氣污染之問題。 2. 本發明能縮短剩餘油氣殘留在汽缸内之時間，以防 201005173 止汽缸被油氣所侵蝕，進而增加汽缸之壽命。 3. 本發明能改善發生火星塞與汽缸積碳之問題，以延 長火星塞與汽缸二者的使用壽命，並讓引擎再啟動順利， 以降低蓄電池的耗電量。 4. 本發明還可以提高引擎的燃燒效率，以減少引擎的 耗油量’進而提升引擎的工作效能。 【實施方式】 為使對本發明之方法的内容及目的有進一步之了解， ❹妓配合相關之最佳實施例及圖式詳細說明如下： 圖2係為本發明之引擎怠速狀態之控制方法之流程示 意圖’而圖3為本發明實施例之延遲點火之動作示意圖。 本發明之引擎怠速狀態之控制方法適用於具有怠速熄火功 能的引擎200 ’其包括一汽缸頭250、一汽缸230、一活塞 21〇、與活塞210藉由一連桿2101連接之一曲轴220以及 一火星塞240 ’其中汽缸頭250具有一排氣閥232，而引擎 ❹ 20〇為化油器引擎或噴射點火引擎。 本發明之引擎怠速狀態之控制方法係在引擎200處於 怠速熄火狀態時執行，即引擎200熄火，但車輛總電源尚 未關閉，例如鑰匙尚未拔出之狀態下進行。 控制引擎200進行怠速熄火的裝置為一點火線圈202 以及一點火器（例如是CDI) 204，其中點火線圈202係連 接於點火器204與火星塞240之間，並能施加電壓給火星 塞240，以使火星塞240點火。點火器204内係具有控制 201005173 晶片模組，所以點火器204能發出點火訊號來控制點火線 圈202，進而控制火星塞240點火。 點火器204可以透過多種感測器（未繪示），讓引擎 200在某些條件下進行怠速熄火。舉例來說，點火器204 ，可以與計時器連接（未繪示）。藉由計時器的計時，點火器 . 204能得知引擎200持續怠速的時間，並判斷此時間是否 大於預設閒置時間，其例如是3分鐘。倘若引擎200持續 怠速的時間大於預設閒置時間的話，則點火器204便會進 © 行怠速熄火，讓引擎200熄火。 其次，點火器204也可以藉由引擎轉速感測器（未繪 示）來檢測引擎200之轉速是否低於轉速預設值，其例如 2400rpm，進而控制引擎200進行怠速熄火。再者，點火器 204更可以藉由車速感測器（未纟會示）來檢測車輛的車速 是否低於車速預設值，其例如時速3公里。如此，點火器 204能判斷車輛是否處於靜止狀態，進而決定是否將引擎 φ 200急速熄火，以避免發生行車危險。 值得一提的是，點火器204還可以搭配油門開度感測 器（未繪示），其例如是化油器上之節流閥開度感測器，或 是機車之加油手把的旋轉開度，以檢測油門開度是否低於 開度電壓預設值，其例如1伏特。這樣可以使點火器204 能判斷機車之油門開度是否處於變動狀態，以決定是否進 行怠速熄火，或是讓怠速熄火後之引擎200能再啟動。 當引擎200處於怠速熄火狀態時，隨即進行本發明之 201005173 引擎怠迷狀態之㈣方法，其包如下步驟 曲軸22G角度以判斷活塞训運轉時所處貞測 _)，活塞210的位置可以透過曲轴22〇魅置（步驟 測’進而確認活塞21〇行輕 々'角度來偵 1中奋曲站… 古的點火位置。 ,、Θ曲# 220正·運轉時以順時針方向 當引擎處於冷車啟動的怠速狀態時以一正 ，、、、'’ 點綠輝叫當引擎熱車急逮時，曲軸22。= Φ 一弟一點火角度A時，此時曲軸㈣度係曲轴帶動活塞至 通過上死點之後約5度〜10度，較佳為5度，活塞21〇係 在剛剛通過-上死點u之後的位置，而此時的汽缸頭25〇 内仍會暫時持續進行油氣R的供給，並進行一點火動作（步 驟S120)，即火星塞240進行點火。 承上述，由於點火角度經過延遲到曲軸22〇通過上死 點u之後，故在此一點火位置並無法提供曲軸22〇來持續 運行’但因曲軸220的轉動慣性力仍可使該曲軸220再續 行正轉數圈’儘管該曲轴220在通過第一點火角度a時仍 持續供油、點火，作爆炸推動活塞210，但在慣性力持續 喪失的情形下，最後終將因曲轴220正轉的慣性力不足以 克服上死點U而產生逆轉。 之後，當摘測出曲軸220產生逆轉時，應用氣缸頭上 的一反壓縮裝置400來開啟汽缸頭250的排氣閥232 (步 驟S130)，因此開啟後的排氣閥232可以讓汽缸230内的 壓力與外界大氣壓力相等，使得活塞210的運轉順利。 11 201005173 轴帶t=2°持續逆轉到一第二點大角度時，約為曲 :動塞至上死點U前35度〜45度，較佳為40度，進 二，=作，以燃燒該汽缸内的一剩一氣，並由開啟 之排氣閥232排出（步驟sl4〇)。 Ο 立請參照® 4所繪示之本發明實施例軸逆轉的動作 不意圖。詳細而言，上死點11所對應的點火角度為〇度， 而下死點D所對應的點火角度為⑽度，因此活塞210所 能夠移動的位置係在〇度至18〇度之間。由於活塞⑽在 正常運轉時的點火角度係在上死點^^前15至％度之間， 因此，當點火動作係在上死點⑽5度進行時^火 對活塞210所產生之推力會小於其在正常運轉時之推力。 而’活塞210向上移動的推力係來自於曲軸22〇慣性 之轉動，而雖在上述點火動作持續進行之中仍可 推力’但因推力的力量可能不足，在經過數次曲轴22〇 : 轉之後即無法使活塞210到達上死點u。 ❹ 圖5係為本發明貫施例之逆轉後點火動作示意圖。嗜 同時參閱圖3與圖5，在本實施例中，引擎2〇〇與—交流 發電機（ACG) 300的一飛輪31〇組裝，其中飛輪31〇的 轉動與活塞210的運動同步，即活塞21〇在移動時，飛輪 310亦會跟著轉動，而飛輪310所轉動的圈數能對應到活 塞210之所在位置。 承上述，飛輪310具有一凸塊312，凸塊312的頭端 3121對應於第一點火角度B’凸塊312的尾端3122乃對應 12 201005173 於第一點火角度A，而當飛輪310正向轉動時’凸塊312 亦會跟著移動。當凸塊312經過一線圈320時，凸塊312 能與線圈320產生電磁感應，且係先感應凸塊312之頭端’ 再感應其尾端。因此，偵測活塞21〇的位置之步驟可以是 透過電磁感應的方式來偵測。 圖6係為本發明實施例之飛輪凸塊與線圈之偵測訊號 示意圖。請同時參閱圖3與圖5，當凸塊312經過線圈320 時，線圈320與凸塊312之間的電磁感應會產生一正電壓 ❹ 脈衝訊號P1與一負電壓脈衝訊號P2 ’而點火器204會接 收正電壓脈衝訊號P1與負電壓脈衝訊號P2。 點火器204可以根據正電壓脈衝訊號P1與負電壓脈衝 訊號P2,來偵測曲軸220的角度或活塞210的位置。此外， 當曲軸220處於第一點火角度A，並進行點火動作時，此 預定位置，其不論係對應之點火角度是在上死點U前35 度至45度之間或是在上死點U後5度至10度之間，都會 φ 對應到負電壓脈衝訊號P2。因此，點火器204在曲軸220 逆轉的當時，可以根據負電壓脈衝訊號P2,來令火星塞240 點火。 綜上所述，本發明係能對怠速熄火下之引擎進行點火 動作’以燃燒汽缸内的剩餘油氣。如此，本發明能讓剩餘 油氣再燃燒’以降低對人體有害之物質的排放量，進而改 善空氣污染之問題。 其次’由於本發明能讓剩餘油氣再燃燒，因此剩餘油 201005173 之時間得以縮短。如此，本發明能防止汽 虱所钕蝕，進而能增加汽缸之壽命。 PB 因為本發明能縮短剩餘油氣殘留在汽缸内之時 太恭BH处本發H改善火星塞與汽虹積碳之問題。因此， A 延長火^塞與汽缸二者的使用壽命，並且讓引擎 順利，以降低蓄電池的耗電量。 外’由於本發明能讓剩餘油氣再燃燒，並使引擎再 順利’因此本發明可以提高”的燃燒效率，以減少 引擎的耗油量’並提升引擎以作效能。 ρ A雖然本發明係以最佳實施例揭露如上，然其並非用以 、^發明，任何熟習相像技藝者，在不脫離本發明之精 神和範_，所作更動㈣飾之等效替換，仍為本發明之 專利保護範圍内。 【圖式簡單說明】 圖1係為先前技術之機.動車用發動機怠速控制裝置之架 ❹ 構圖； 圖2係為本發明之引擎怠速狀態之控制方法之流程示意 圖； 圖3係為本發明實施例之延遲點火之動作示意圖； 圖4係為本發明實施例之曲軸逆轉的動作示意圖； 圖5係為本發明實施例之逆轉後點火動作示意圖；及 圖6係為本發明實施例之飛輪凸塊與線圈之偵測訊號示 意圖。為本發明實施例之延遲點火之動作示意圖。 14 201005173 【主要元件符號說明】 100 蓄電池 101 102 1020 1021 主開關 煞車訊號開關單元 左煞車桿煞車訊號開關 右煞車桿煞車訊號開關 103 繼電器 104 啟動開關 105 ❹106 啟動馬達 引擎 107 火星塞 108 殘電警示燈 109 110 111 112 113 © 114 200 電容放電點火器 車速感測器 油門開度感測器 引擎轉速感測器 停等怠速開關指示燈 停等怠速開關 引擎 202 點火線圈 204 點火器 210 活塞 2101 連桿 220 曲轴 230 汽缸 232 排氣閥 15 201005173 240 火星塞 250 汽缸頭 300 交流發電機 310 飛輪 312 凸塊 3121 頭端 3122 尾端 320 線圈 400 反壓縮裝置 A 第一點火角度 B 第二點火角度 D 下死點 U 上死點 P1 正電壓脈衝訊號 P2 負電壓脈衝訊號 R 剩餘油氣 步驟S100偵測曲軸角度以判斷活塞運轉時之位置 步驟S110當引擎處於冷車啟動的怠速狀態時以一正常點 火角度進行點火 步驟S120當引擎熱車怠速時曲軸正轉至上死點後一第一 點火角度時進行點火動作 步驟S130當曲轴逆轉時，應用一反壓縮裝置開啟汽缸頭 的一排氣閥 步驟S140當曲轴逆轉至一第二點火角度時，進行一點火 動作 16The above-mentioned prior art can judge the running state of the locomotive, control the engine to automatically fire the %, and restart the engine, so that the locomotive can be reduced/consumed when the idling is stopped. However, when the engine is stopped, there will be residual oil and gas in the cylinders of the engine. This oil and gas contains a mixture of volatile hydrocarbons and substances harmful to the human body, such as sulfides, which are slowly dissipated from the engine to the air. As a result, it will cause serious air pollution. In addition, oil and gas will erode the cylinders of the engine. If the oil and gas remains in the air cylinder for too long, it will severely rot the cylinder and thus shorten the life of the cylinder. In addition, the oil and gas remaining in the cylinder for a long time will also cause carbon deposits between the spark plug and the cylinder head, so that the engine is difficult to restart, thereby increasing the power consumption of the battery 100. SUMMARY OF THE INVENTION In view of the above, in order to solve the above problems of the prior art, the object of the present invention is to provide a control method for an engine idle state, which enables the engine to perform ignition when the engine is in a state of forcible The remaining oil and gas in the steam red is re-burned. 201005173 Another object of the present invention is to provide a method of controlling the idle state of an engine that increases the life of the cylinder while improving the problem of carbon deposits between the spark plug and the cylinder. The technical means for solving the above problems proposed by the present invention resides in that: the present invention provides a control method for an engine idle state, which is applicable to an engine in an idle stop state. The engine includes a cylinder head, a cylinder, a piston and a linked crankshaft, and the engine idle state is controlled as follows: the crank angle is detected to determine the position of the piston when it is running. Then, when the engine is in the idle state of the cold start, the ignition is performed at a normal ignition angle; when the engine is idling, the crankshaft is rotated to the first ignition angle after the top dead center to perform the ignition action, so that the crankshaft rotates forward. The inertial force is decremented after the successive ignition action due to the delay of the ignition position. When the crankshaft forward rotation inertia force is insufficient to overcome the top dead center and reversed, an anti-compression device is applied to open an exhaust valve in the cylinder head, and when the crankshaft is reversed to the second ignition angle, an ignition action is performed to burn the cylinder. Remaining oil and gas within. Φ wherein the first ignition angle of the crankshaft is 5 degrees after the top dead center of the crankshaft; and the second ignition angle of the crankshaft is 40 degrees before the top dead center of the crankshaft. Wherein, in the assembly of the flywheel of the engine and an alternator, the rotation of the flywheel is synchronized with the movement of the crankshaft, and the flywheel has a bump, the head end of the bump corresponds to the second ignition angle, and the tail end of the bump corresponds to the first point. The fire angle, wherein the step of detecting the position of the piston includes: detecting the position of the bump. The position of the bump is detected by electromagnetic induction. The step of the ignition operation is as follows: a negative voltage pulse signal is generated by electromagnetic induction between a coil and the bump 201005173. Then, according to the negative voltage pulse signal, a spark plug is ignited. Wherein, the engine is a carburetor engine or a jet ignition engine. The present invention further provides a control method for an engine idle state, which is applicable to the above engine in an idle stop state, and includes the following steps: detecting a crank angle to determine the position of the piston. Then, when the engine is in the idle state of the cold start, the ignition is performed at a normal ignition angle; when the engine is idling, the crankshaft rotates clockwise to 5 degrees to 10 degrees after the top dead center, and the ignition operation is performed. The inertial force of the forward rotation of the crankshaft is decremented after successive ignition operations due to the delay of the ignition position. When the crankshaft forward rotation inertia force is insufficient to overcome the top dead center and reverse, a reverse compression device is applied to open an exhaust valve of the cylinder head. When the crankshaft is reversed to between 35 and 45 degrees before top dead center, a little fire is performed to burn the remaining oil and gas in the cylinder. In the assembly of a flywheel of the above engine and an alternator, the flywheel has a bump, the head end of the bump corresponds to 45 degrees before the top dead point of the crankshaft, and the tail end of the bump 0 corresponds to the top dead center of the crankshaft. 5 degrees, wherein the step of detecting the crank angle comprises: detecting the position of the bump. The position of the above bumps is detected by electromagnetic induction. The beneficial effects obtained by the above-described technical means of the present invention are as follows: 1. The present invention is capable of burning residual oil and gas in a cylinder to improve the problem of conventional air pollution. 2. The invention can shorten the time that residual oil and gas remains in the cylinder, so as to prevent the cylinder of 201005173 from being eroded by oil and gas, thereby increasing the life of the cylinder. 3. The present invention can improve the occurrence of carbon deposits between the spark plug and the cylinder, thereby prolonging the service life of both the spark plug and the cylinder, and allowing the engine to start again to reduce the power consumption of the battery. 4. The invention can also improve the combustion efficiency of the engine to reduce the fuel consumption of the engine, thereby improving the working performance of the engine. [Embodiment] In order to further understand the contents and the purpose of the method of the present invention, the best embodiment and the drawings are described in detail below. FIG. 2 is a flow chart of the control method of the engine idle state of the present invention. FIG. 3 is a schematic view showing the operation of delayed ignition according to an embodiment of the present invention. The engine idle state control method of the present invention is applicable to an engine 200 having an idle stop function, which includes a cylinder head 250, a cylinder 230, a piston 21, a crankshaft 220 connected to the piston 210 via a link 2101, and A spark plug 240' wherein the cylinder head 250 has an exhaust valve 232 and the engine bore 20 is a carburetor engine or a jet ignition engine. The control method of the engine idle state of the present invention is executed when the engine 200 is in the idle-off state, that is, the engine 200 is turned off, but the total power of the vehicle has not been turned off, for example, the key has not been pulled out. The device that controls the engine idling is an ignition coil 202 and an igniter (for example, CDI) 204, wherein the ignition coil 202 is connected between the igniter 204 and the spark plug 240, and can apply a voltage to the spark plug 240 to Fire the Mars plug 240. The igniter 204 has a control module 201005173, so the igniter 204 can emit an ignition signal to control the ignition coil 202, thereby controlling the ignition of the spark plug 240. The igniter 204 can be ignited and extinguished under certain conditions by a variety of sensors (not shown). For example, the igniter 204 can be connected to a timer (not shown). By the timing of the timer, the igniter 204 can know the time during which the engine 200 continues to idle, and judge whether the time is greater than the preset idle time, which is, for example, 3 minutes. If the engine 200 continues to idle for a longer period of time than the preset idle time, the igniter 204 will ignite the engine and cause the engine 200 to stall. Secondly, the igniter 204 can also detect whether the rotational speed of the engine 200 is lower than a preset speed value by an engine speed sensor (not shown), for example, 2400 rpm, thereby controlling the engine 200 to perform idle-stopping. Moreover, the igniter 204 can further detect whether the vehicle speed of the vehicle is lower than a preset speed of the vehicle by a vehicle speed sensor (not shown), for example, a speed of 3 kilometers per hour. In this manner, the igniter 204 can determine whether the vehicle is at a standstill and then decide whether to quickly extinguish the engine φ 200 to avoid a driving hazard. It is worth mentioning that the igniter 204 can also be combined with a throttle opening sensor (not shown), such as a throttle opening sensor on the carburetor, or a rotation of the locomotive fueling handle. The opening degree is to detect whether the accelerator opening is lower than a preset value of the opening voltage, which is, for example, 1 volt. This allows the igniter 204 to determine whether the throttle opening of the locomotive is in a state of being varied to determine whether to perform an idle stop or to allow the engine 200 to be restarted after the idle stop. When the engine 200 is in the idle-extinguishing state, the (4) method of the 201005173 engine stunned state of the present invention is performed, and the following steps are performed on the crankshaft 22G angle to determine the position of the piston training operation _), and the position of the piston 210 can pass through the crankshaft. 22 〇 置 ( 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤 步骤When the idle state is started, a positive,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, After the top dead center is about 5 degrees to 10 degrees, preferably 5 degrees, the piston 21 is in the position just after the top dead center u, and the cylinder head 25 仍 will temporarily continue to perform the oil and gas R. The ignition is performed and an ignition operation is performed (step S120), that is, the spark plug 240 is ignited. As described above, since the ignition angle is delayed until the crankshaft 22 passes through the top dead center u, the crankshaft 22 is not provided at this ignition position. To continue running 'but because of The rotational inertia force of the crankshaft 220 can still cause the crankshaft 220 to continue to rotate a few more revolutions. Although the crankshaft 220 continues to supply oil and ignite while passing the first ignition angle a, the piston 210 is exploded, but in the inertial force. In the case of continuous loss, the inertial force due to the forward rotation of the crankshaft 220 is not enough to overcome the top dead center U. Then, when the crankshaft 220 is reversal, the anti-compression device 400 on the cylinder head is applied. The exhaust valve 232 of the cylinder head 250 is opened (step S130), so that the opened exhaust valve 232 can make the pressure in the cylinder 230 equal to the external atmospheric pressure, so that the piston 210 operates smoothly. 11 201005173 The shaft belt t=2° When it is continuously reversed to a second point of large angle, it is about the curve: the plug is 35 degrees to 45 degrees before the top dead center U, preferably 40 degrees, and enters two, = for burning the remaining gas in the cylinder. And it is discharged by the open exhaust valve 232 (step s14). Ο Refer to the action of the axis reversal of the embodiment of the present invention as shown in Fig. 4. In detail, the ignition angle corresponding to the top dead center 11 is The degree of ignition, and the ignition angle corresponding to the bottom dead center D (10) degrees, so the position that the piston 210 can move is between the twist and the temperature of 18 degrees. Since the ignition angle of the piston (10) during normal operation is between 15 and % degrees before the top dead center ^^, therefore, when When the ignition action is performed at the top dead center (10) 5 degrees, the thrust generated by the fire to the piston 210 will be less than the thrust during normal operation. The thrust of the piston 210 moving upwards is from the inertia of the crankshaft 22, although During the above-mentioned ignition operation, the thrust can still be pushed. 'But the force of the thrust may be insufficient. After several times of crankshaft 22〇: the piston 210 cannot reach the top dead center u. ❹ Figure 5 is a cross-sectional application of the present invention. A schematic diagram of the ignition action after the reversal. Referring to FIG. 3 and FIG. 5 simultaneously, in the present embodiment, the engine 2 is assembled with a flywheel 31 of the alternator (ACG) 300, wherein the rotation of the flywheel 31 is synchronized with the movement of the piston 210, that is, the piston. 21〇 While moving, the flywheel 310 will also rotate, and the number of turns of the flywheel 310 can correspond to the position of the piston 210. In the above, the flywheel 310 has a bump 312. The head end 3121 of the bump 312 corresponds to the first ignition angle B'. The tail end 3122 of the bump 312 corresponds to 12 201005173 at the first ignition angle A, and when the flywheel 310 The bump 312 will also move in the forward direction. When the bump 312 passes through a coil 320, the bump 312 can generate electromagnetic induction with the coil 320, and first sense the tip end of the bump 312 and sense the trailing end. Therefore, the step of detecting the position of the piston 21〇 can be detected by electromagnetic induction. FIG. 6 is a schematic diagram of a detection signal of a flywheel bump and a coil according to an embodiment of the present invention. Referring to FIG. 3 and FIG. 5 simultaneously, when the bump 312 passes through the coil 320, the electromagnetic induction between the coil 320 and the bump 312 generates a positive voltage 脉冲 pulse signal P1 and a negative voltage pulse signal P2 ′ and the igniter 204 The positive voltage pulse signal P1 and the negative voltage pulse signal P2 are received. The igniter 204 can detect the angle of the crankshaft 220 or the position of the piston 210 based on the positive voltage pulse signal P1 and the negative voltage pulse signal P2. In addition, when the crankshaft 220 is at the first ignition angle A and performs an ignition operation, the predetermined position, regardless of the corresponding ignition angle, is between 35 degrees and 45 degrees before the top dead center U or at the top dead center. Between 5 and 10 degrees after U, φ corresponds to the negative voltage pulse signal P2. Therefore, the igniter 204 can ignite the spark plug 240 according to the negative voltage pulse signal P2 when the crankshaft 220 is reversed. In summary, the present invention is capable of igniting the engine under idle speed to burn the remaining oil and gas in the cylinder. Thus, the present invention can re-burn the remaining oil and gas to reduce the emissions of substances harmful to the human body, thereby improving the problem of air pollution. Secondly, since the present invention allows the remaining oil and gas to be reburned, the time of the remaining oil 201005173 is shortened. Thus, the present invention can prevent the erosion of the steam and thereby increase the life of the cylinder. PB Because the invention can shorten the residual oil and gas remaining in the cylinder. At the BH, the present H improves the problem of the spark plug and the vapor red carbon. Therefore, A extends the life of both the plug and the cylinder and allows the engine to run smoothly to reduce the battery's power consumption. Externally, the present invention can improve the combustion efficiency of the remaining oil and gas and make the engine smooth again. Therefore, the present invention can improve the "burning efficiency of the engine to reduce the fuel consumption of the engine" and improve the engine for performance. The preferred embodiment is disclosed above, but it is not intended to be used in the invention, and any equivalents of the invention may be made without departing from the spirit and scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of a prior art machine. An engine idle speed control device is constructed. FIG. 2 is a schematic flow chart of a control method of an engine idle state according to the present invention; FIG. 4 is a schematic diagram of the operation of the crankshaft reversing according to the embodiment of the present invention; FIG. 5 is a schematic diagram of the ignition operation after the reverse rotation according to the embodiment of the present invention; and FIG. 6 is a flywheel according to an embodiment of the present invention. Schematic diagram of the detection signal of the bump and the coil is a schematic diagram of the action of the delayed ignition according to the embodiment of the present invention. 14 201005173 [Description of main component symbols] 100 Battery 101 102 1020 1021 Main switch brake signal switch unit left brake lever brake signal switch right brake lever brake signal switch 103 relay 104 start switch 105 ❹ 106 start motor engine 107 spark plug 108 residual power warning light 109 110 111 112 113 © 114 200 capacitor Discharge igniter vehicle speed sensor throttle opening sensor engine speed sensor stop etc. idling switch indicator stop idling switch engine 202 ignition coil 204 igniter 210 piston 2101 connecting rod 220 crankshaft 230 cylinder 232 exhaust valve 15 201005173 240 Mars plug 250 cylinder head 300 alternator 310 flywheel 312 bump 3121 head end 3122 tail end 320 coil 400 anti-compression device A first ignition angle B second ignition angle D bottom dead center U top dead center P1 positive voltage pulse Signal P2 Negative voltage pulse signal R Remaining oil and gas step S100 detects the crank angle to determine the position when the piston is running. Step S110 When the engine is in the idle state of the cold start, the ignition is performed at a normal ignition angle. Step S120 When the engine is hot, the crankshaft is idle. Turning to the top of the top dead center When fire ignition operation in step S130, when the crank angle reversed, applying a counter-means opening an exhaust valve of the cylinder head step S140 when the crankshaft is reversed to compress a second ignition angle for an ignition operation 16