Method and system for starting a motorcycle engine

Abstract

To start a motorcycle engine more efficiently and at a lower cost. [Solution] An engine starting method is provided for an engine starting system comprising a controller, a power supply device, and an ISG connected to the controller and the power supply device. The method includes the steps of: using the controller to rotate the ISG in the reverse direction with a constant reverse torque value within a reversal time; using the controller to control the power supply device to output a constant forward rotation current to the ISG, thereby rotating the ISG in the forward direction; and, while the ISG is rotating in the forward direction, if the forward rotation angular velocity of the engine due to the ISG exceeds an expected value, the engine is started by the ISG, characterized in that the reverse torque of the ISG due to the constant reverse torque value is greater than the friction resistance value and less than the maximum value of the valve spring resistance, and the forward rotation torque of the ISG due to the constant forward rotation current is greater than the sum of the current values ​​of the friction resistance value and the valve spring resistance.

Description

Technical Field

[0001] The present disclosure relates to a method and system for starting a motorcycle engine.

Background Art

[0002] Conventionally, in order for a motorcycle engine to exhibit a predetermined function after starting, a carbon brush motor has been used to start the engine. However, since there are resistances such as gas compression resistance, valve spring resistance, and frictional resistance in a motorcycle engine, it is difficult for a carbon brush motor to smoothly start a motorcycle engine by rotating the crankshaft of the motorcycle engine without increasing the torque by a reduction gear.

[0003] Also, for weight reduction and improvement of the operating feeling at startup, in practice, an Integrated Starter and Generator (hereinafter referred to as ISG) has been introduced. ISG is characterized in that a flywheel magnet arranged coaxially with the crankshaft of a motorcycle engine is used as the carbon brush motor. Thus, when a user starts a motorcycle engine, energy is supplied to the flywheel magnet, and the flywheel magnet rotates the crankshaft of the motorcycle engine as a motor, whereby the motorcycle engine can be started.

[0004] That is, ISG can smoothly start a motorcycle engine by driving the crankshaft of the motorcycle engine, raising the crankshaft of the motorcycle engine to a certain rotational speed, and then performing a combustion operation.

[0005] Furthermore, in the process of driving the crankshaft of a motorcycle engine, the crankshaft is affected by frictional resistance, compression resistance, and valve spring resistance. Therefore, sufficient torque is necessary to overcome these resistances and smoothly start the motorcycle engine. However, since the ISG (Integrated Starter Generator) is located coaxially with the motorcycle engine's crankshaft, there is no space to install a reduction gear to increase torque. As a result, in practice, it is necessary to supply a larger current to the ISG in order to increase the torque of the motorcycle engine's crankshaft and smoothly start the motorcycle engine.

[0006] However, while increasing the current can allow a motorcycle engine to start smoothly, it also leads to problems such as increased wiring heat and / or increased power consumption.

[0007] For example, as an existing technology, there is a patent document published by Honda Motor Co., Ltd., Taiwan Patent No. 390939. In the aforementioned document, a technique is disclosed in which, before starting the motorcycle engine, the crankshaft of the motorcycle engine is rotated to the optimal pre-start position using an ISG (Integrated Starter Generator), and then the ISG is rotated forward to smoothly start the motorcycle engine. [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] When a motorcycle engine is in the optimal pre-start position, it can be started smoothly by an ISG with less current, and the heat generated by the wiring during energization and / or the time required for starting can be suppressed. However, it is necessary that the crankshaft of the motorcycle engine is in the optimal pre-start position beforehand.

[0009] In other words, in order to start a motorcycle engine with a smaller current, conventional technology requires the separate installation of a sensor or other device capable of confirming the position of the crankshaft at a predetermined location. For example, in conventional technology, it is necessary to install position detection sensors on the rotor, stator, and crankshaft to determine the relative positions between the rotor, stator, and crankshaft, and to ensure that the crankshaft of the motorcycle engine is in the optimal pre-start position.

[0010] However, adding position-sensing sensors to conventional technology leads to problems such as increased cost for each sensor, the need for mounting space, and / or increased system design complexity. On the other hand, if position-sensing sensors are not added, problems such as excessive starting current, wiring overheating, and / or increased power consumption occur.

[0011] Therefore, the challenge in the technical field to which this disclosure pertains is to solve the above-mentioned problems in starting conventional motorcycle engines, as well as to start motorcycle engines more efficiently and at a lower cost. [Means for solving the problem]

[0012] To solve the problems described above, this disclosure provides a method for starting a motorcycle engine, which is performed by an engine starting control system comprising a controller, a power supply device coupled to the controller, and ISGs coupled to the controller and the power supply device, respectively, wherein the ISG is coupled to the motorcycle engine. The method for starting the motorcycle engine includes the steps of: using the controller to rotate the ISG in the reverse direction with a constant reverse torque value until the reverse time ends within the reverse time; after the reverse rotation of the ISG stops, using the controller to control the power supply device to output a constant forward rotation current to the ISG, causing the ISG to rotate in the forward direction; and if the forward rotation angular velocity of the motorcycle engine caused by the ISG becomes greater than or equal to an expected value while the ISG is rotating in the forward direction, the motorcycle engine is started by the ISG, wherein the reverse torque of the ISG due to the constant reverse torque value is greater than the friction resistance value and less than the maximum value of the valve spring resistance, and the forward rotation torque of the ISG due to the constant forward rotation current is greater than the sum of the friction resistance value and the current value of the valve spring resistance.

[0013] In some embodiments, a method for starting a motorcycle engine further includes the steps of: if the forward rotation angular velocity of the motorcycle engine by the ISG is less than the expected value while the ISG is rotating in the forward direction, the controller rotates the ISG again in the reverse direction with the reverse constant torque value; and if the reverse driving force of the ISG and the exhaust valve spring resistance come to a stationary state due to a balance of forces while the ISG is rotating in the reverse direction again, the controller controls the power supply device again to output the forward constant current to the ISG, causing the ISG to rotate in the forward direction again.

[0014] In some embodiments, a method for starting a motorcycle engine further includes the steps of: obtaining the rotation angle value of the ISG using the controller; determining, when the ISG stops rotating in the reverse direction due to the end of the reversal time, whether the rotation angle value of the ISG exceeds a set value for the engine wear angle; and determining, when the rotation angle value of the ISG exceeds the set value for the engine wear angle, that the motorcycle engine is in an engine wear state.

[0015] In some embodiments, a method for starting a motorcycle engine further includes the steps of: obtaining the rotation angle value of the ISG using the controller; determining, while the ISG is rotating in the forward direction, whether the rotation angle value of the ISG is smaller than a set value for the engine lock angle within a determination time; and if the rotation angle value of the ISG is smaller than the set value for the engine lock angle within the determination time, determining, using the controller, that the motorcycle engine is in an engine lock state.

[0016] In some embodiments, the engine start control system does not include a crankshaft position detection sensor.

[0017] Furthermore, this disclosure provides a system for starting a motorcycle engine, which is coupled to a motorcycle engine. The system for starting a motorcycle engine includes a controller, a power supply unit coupled to the controller, and ISGs coupled to the controller, the power supply unit, and the motorcycle engine, respectively, and is configured to start the motorcycle engine by performing any of the motorcycle engine starting methods described in this disclosure.

[0018] In some embodiments, the system for starting a motorcycle engine does not include a crankshaft position detection sensor. [Effects of the Invention]

[0019] According to the technical means related to the present disclosure, it is possible to achieve advantageous effects that could not be achieved by the prior art. The advantageous effects that the present disclosure can achieve are specifically that, without adding position detection sensors respectively, the starting cost of the motorcycle engine can be effectively reduced by starting the motorcycle engine with less current.

Brief Description of the Drawings

[0020] [Figure 1] It is a block diagram showing the configuration of a system for starting a motorcycle engine according to the present disclosure. [Figure 2] It is a flowchart of a method for starting a motorcycle engine according to the first embodiment of the present disclosure. [Figure 3] It is a waveform diagram showing the relationship between the position of the crankshaft and the crankshaft resistance. [Figure 4] It is a waveform diagram showing the relationship between the position of the crankshaft and the crankshaft resistance. [Figure 5] It is a flowchart of a method for starting a motorcycle engine according to the second embodiment of the present disclosure. [Figure 6] It is a waveform diagram showing the relationship between the position of the crankshaft and the crankshaft resistance. [Figure 7] It is a flowchart of a method for starting a motorcycle engine according to the third embodiment of the present disclosure. [Figure 8] It is a flowchart of a method for starting a motorcycle engine according to the fourth embodiment of the present disclosure.

Modes for Carrying Out the Invention

[0021] Hereinafter, the content of the present disclosure will be described in detail with reference to embodiments and the accompanying drawings so that those skilled in the art can easily understand the object, features, and effects of the present disclosure.

[0022] Furthermore, the steps described in this disclosure may be performed sequentially, in reverse order, or in any order that may be changed or omitted during the control process. In addition, the statement in this disclosure that "the first step is performed after the second step" means either "the first step is performed directly after the second step is performed" or / or "the first step is performed after another step (e.g., the third step) is performed after the second step is performed."

[0023] Furthermore, in this disclosure, terms such as "first," "second," and "third" are used to distinguish components and do not limit the components themselves or indicate a specific order. In the following descriptions, the same component or process will be denoted by the same reference numeral.

[0024] Furthermore, the term “coupling” in this disclosure means both “directly connected” and / or “indirectly connected.” Specifically, the expression “the first member is configured to be coupled to the second member” means both “the first member is configured to be directly connected to the second member” and / or “the first member is configured to be indirectly connected to the second member.”

[0025] Please refer to Figure 1. Figure 1 is a block diagram showing the configuration of the motorcycle engine starting system 100 according to this disclosure. As shown in Figure 1, the motorcycle engine starting system 100 (hereinafter also referred to as the "engine starting control system" according to this disclosure) comprises a controller 110, a power supply device 120, and an ISG 130. The motorcycle engine starting system 100 can start the motorcycle engine 200. More specifically, since the ISG 130 is coupled to the motorcycle engine 200, the motorcycle engine 200 can be started by the ISG 130 under the control of the controller 110. Each component will be described in more detail below.

[0026] The controller 110 is configured to be coupled to the power supply unit 120 and the ISG 130, respectively, in order to control the output current of the power supply unit 120 and / or the operating mode of the ISG 130. In some embodiments, the controller 110 may be a product known to those skilled in the art. Alternatively, the controller 110 may be coupled to the power supply unit 120 and the ISG 130, respectively, via transmission lines known to those skilled in the art.

[0027] The power supply device 120 is configured to output a current to the ISG 130 corresponding to the received control command, such as a constant current for reverse rotation or a constant current for forward rotation, based on a control command from the controller 110. This allows the ISG 130 to rotate in reverse or forward. In some embodiments, the power supply device 120 may be a product known to those skilled in the art.

[0028] The ISG130 is configured to rotate the motorcycle engine 200 by performing actions such as reverse rotation or forward rotation based on control commands transmitted from the controller 110 and / or current output from the power supply device 120. In some embodiments, the ISG130 may be a product known to those skilled in the art.

[0029] The motorcycle engine 200 is coupled to the ISG 130 so that it is started and functions by the rotation of the ISG 130. In some embodiments, the motorcycle engine 200 may be, but is not limited to, a product known to those skilled in the art, such as a 125cc single-cylinder four-stroke gasoline engine.

[0030] The motorcycle engine starting system 100 described above can start the motorcycle engine 200 with a smaller current without requiring the addition of a position detection sensor such as a crankshaft position detection sensor, by performing any of the motorcycle engine starting methods described in this disclosure. This effectively reduces the starting cost of the motorcycle engine 200. In other words, by eliminating the need for a crankshaft position detection sensor, the motorcycle engine starting system 100 reduces the installation cost, installation space, and / or design complexity of the system 100, and can start the motorcycle engine 200 with a smaller current. This reduces power costs and prevents the effects of heat generation from wiring.

[0031] Furthermore, this configuration offers the advantage of model adaptability. That is, the ISG130 is configured so that it does not need to be mounted in a specific position on the motorcycle engine 200.

[0032] Furthermore, in some embodiments, the system 100 for starting the motorcycle engine may be configured without a crankshaft position detection sensor (not shown). That is, even if the system 100 does not have a crankshaft position detection sensor, the motorcycle engine 200 can be started with a smaller current.

[0033] Please refer to Figure 2. Figure 2 is a flowchart of a method for starting a motorcycle engine according to the first embodiment of this disclosure. As shown in Figure 2, the method for starting a motorcycle engine can be performed by the motorcycle engine starting system 100 shown in Figure 1. The method may include steps S210, S220, and S230. Each step will be described in detail below.

[0034] In some embodiments, step S220 may be performed following step S210, and step S230 may be performed following step S220.

[0035] In step S210, the controller 110 of the system 100 drives the ISG 130 to rotate in reverse with a constant reverse torque value until the reverse time ends. The reverse torque of the ISG 130 with the constant reverse torque value is greater than the friction resistance value and less than the maximum value of the valve spring resistance. In this way, the ISG 130 continues to rotate in reverse during the reverse time and stops rotating in reverse when the reverse time ends. This moves the crankshaft of the motorcycle engine 200 to a specific position. In other words, by executing step S210, the controller 110 rotates the ISG 130 in reverse so that the crankshaft of the motorcycle engine 200 moves to the trailing edge of the valve spring resistance in the intake section shown in Figure 4, which will be described later, thereby reducing the resistance when starting the motorcycle engine 200.

[0036] In some embodiments, the reversal time may be preset to, for example, 0.5 seconds or less, but is not limited thereto. Also, in some embodiments, the constant reversal torque value may be preset such that the reversal torque by the ISG130 is greater than the frictional resistance value of the crankshaft of the motorcycle engine 200 and less than the maximum value of the valve spring resistance. Specifically, the constant reversal torque value may be set to, for example, a range of 3 to 4 N·m, but is not limited thereto.

[0037] Let's take the aforementioned 125cc single-cylinder four-stroke gasoline engine, the Motorcycle Engine 200, as an example. The reversal time may be preset to, for example, 0.5 seconds, and the reversal constant torque value may be preset to 3 N·m or 4 N·m, but is not limited to these.

[0038] Furthermore, the reversal time can be set to a different time depending on the type of motorcycle engine 200. Similarly, the reversal constant torque value can also be set to a different torque value depending on the type of motorcycle engine 200.

[0039] In step S220, after the reverse rotation of the ISG130 stops, the controller 110 controls the power supply device 120 and outputs a constant forward rotation current to the ISG130 in order to rotate the ISG130 in the forward direction. The forward rotation torque of the ISG130 due to the constant forward rotation current is greater than the sum of the current values ​​of the friction resistance and the valve spring resistance. That is, after the completion of step S210, the ISG130, which has stopped rotating in the reverse direction due to the end of the reversal time, stops operating and enters a standby state. Then, by executing step S220, the controller 110 controls the power supply device 120 and outputs a constant forward rotation current to the ISG130 in order to rotate the ISG130 in the forward direction. This rotates the crankshaft of the motorcycle engine 200 and allows the motorcycle engine 200 to start.

[0040] In some embodiments, the amount of the forward rotation constant current may be preset such that the forward rotation torque produced by the ISG130 is greater than the sum of the frictional resistance value of the crankshaft of the motorcycle engine 200 and the current value of the valve spring resistance of the crankshaft of the motorcycle engine 200. The amount of the forward rotation constant current may be, but is not limited to, a range of 60 to 80 A.

[0041] Let's take the aforementioned 125cc single-cylinder four-stroke gasoline engine, the Motorcycle Engine 200, as an example. The amount of the forward rotation constant current may be set to, for example, 60A, 70A, or 80A, but is not limited to these. Furthermore, the amount of the forward rotation constant current can also be set to different values ​​depending on the type of Motorcycle Engine 200.

[0042] In process S230, if the forward rotation angular velocity of the motorcycle engine 200 caused by the ISG130 exceeds the expected value while the ISG130 is rotating in the forward direction, the motorcycle engine 200 is started by the ISG130. In other words, the forward rotation of the ISG130 causes the crankshaft of the motorcycle engine 200 to rotate, and when its forward rotation angular velocity exceeds the expected value, the motorcycle engine 200 is started by the ISG130 and begins to function. That is, the motorcycle engine 200 can perform combustion operation by ignition.

[0043] In some embodiments, the expected value may be, for example, an angular velocity of 47 radians per second (47 rad / s) or 45 revolutions per minute (450 RPM), but is not limited thereto. Taking the aforementioned 125cc single-cylinder four-stroke gasoline engine motorcycle engine 200 as an example, the expected value may be, for example, 450 RPM, but is not limited thereto. However, the expected value may vary depending on the type of motorcycle engine 200.

[0044] When the Motorcycle Engine 200 is operated by ignition, the engine speed automatically increases to an idling speed of 1500 revolutions per minute (1500 RPM).

[0045] By performing each step shown in Figure 2, the crankshaft of the motorcycle engine 200 is moved to a position with low resistance. This allows the crankshaft to be rotated with a smaller current, and the motorcycle engine 200 to be started. In this way, the motorcycle engine 200 can be started with a smaller current without the need to add a separate position detection sensor such as a crankshaft position detection sensor. This effectively reduces the starting cost of the motorcycle engine 200.

[0046] Please refer to Figures 3 and 4. Figures 3 and 4 are waveform diagrams showing the relationship between the crankshaft position and crankshaft resistance, respectively.

[0047] Generally, the valve spring resistance of the crankshaft of the motorcycle engine 200 tends to increase with increasing speed. When the motorcycle engine 200 stops, the crankshaft often comes to rest at the leading edge of the valve spring resistance in the second exhaust section, as shown in Figure 3, due to its residual rotational inertia. This position presents the disadvantage of requiring a large amount of current and / or time to start the motorcycle engine 200 with the ISG 130. More specifically, at this position, the ISG 130 requires torque exceeding the sum of the friction resistance and the maximum resistance of the valve springs. After overcoming this sum of resistance, the remaining torque accelerates the flywheel magneto, gaining sufficient speed and rotational inertia to overcome the compression resistance, and allowing the motorcycle engine 200 to ignite and burn under compression, enabling normal operation.

[0048] To resolve this situation, by performing step S210 shown in Figure 2, the crankshaft of the motorcycle engine 200 is moved by the reverse rotation of the ISG 130 from the leading edge of the valve spring resistance in the second exhaust section shown in Figure 3 to the trailing edge of the valve spring resistance in the intake section shown in Figure 4. This reduces the resistance when starting the motorcycle engine 200 and allows the motorcycle engine 200 to be started with a smaller current without the need to add a separate position detection sensor such as a crankshaft position detection sensor. Therefore, the starting cost of the motorcycle engine 200 can be effectively reduced.

[0049] Please refer to Figure 5. Figure 5 is a flowchart of a method for starting a motorcycle engine according to a second embodiment of the present disclosure. In the example of Figure 5, the method for starting a motorcycle engine is performed by the motorcycle engine starting system 100 shown in Figure 1. The method may further include steps S510 and 520 in addition to steps S210, S220 and S230 shown in Figure 2. Each of the additional steps shown in Figure 5 will be described in detail below.

[0050] In some embodiments, step S510 may be performed after step S220, and step S520 may be performed after step S510.

[0051] In step S510, if the forward rotation angular velocity of the motorcycle engine 200 caused by the ISG130 is less than the expected value while the ISG130 is rotating in the forward direction, the controller 110 causes the ISG130 to rotate in the reverse direction again with a constant reversal torque value. More specifically, when the engine stops, the crankshaft of the motorcycle engine 200 often comes to rest at the leading edge of the valve spring resistance in the second exhaust section shown in Figure 3, but in rare cases it may come to rest between the trailing edge of the valve spring resistance in the first exhaust section and the leading edge of the valve spring resistance in the intake section shown in Figure 6. In the latter case, while the ISG130 is rotating in the forward direction, the forward rotation angular velocity of the motorcycle engine 200 caused by the ISG130 may be less than the expected value (for example, an angular velocity value such as 47 rad / s or 450 RPM, but not limited to these). To resolve this situation, by executing step S510, the controller 110 causes the ISG130 to rotate in the reverse direction again with the aforementioned constant reversal torque value (for example, a torque value such as 3-4 N·m, but not limited to these). This moves the crankshaft of the motorcycle engine 200 back to the constant torque holding stop position at the trailing edge of the valve spring resistance in the first exhaust section, as shown in Figure 6.

[0052] In step S520, while the ISG130 is rotating in the reverse direction again, if the reversing driving force of the ISG130 and the exhaust valve spring resistance come to a stationary state due to the balance of forces, the controller 110 controls the power supply device 120 again and outputs a constant forward rotation current to the ISG130. This causes the ISG130 to rotate in the forward direction again. That is, when the ISG130 rotates in the reverse direction again and rotates the crankshaft of the motorcycle engine 200, if the reversing driving force of the ISG130 and the exhaust valve spring resistance come to a stationary state due to the balance of forces (the state in which the crankshaft of the motorcycle engine 200 is stopped at the constant torque holding position at the trailing edge of the valve spring resistance in the first exhaust section as shown in Figure 6 below), the controller 110 immediately controls the power supply device 120 and outputs the constant forward rotation current (for example, a current amount of 60 to 80 A, but not limited to this) to the ISG130, thereby causing the ISG130 to rotate in the forward direction again. In this way, the torque generated by the forward rotation of the ISG130 and the reaction force of the exhaust valve spring resistance allow the motorcycle engine 200 to be started efficiently.

[0053] By performing each step shown in Figure 5, the crankshaft of the motorcycle engine 200 can be rotated with a smaller current, regardless of which valve spring resistance it is stopped at when the engine is stopped, and the motorcycle engine 200 can be started smoothly. In this way, the motorcycle engine 200 can be started with a smaller current without the need to add position detection sensors such as a crankshaft position detection sensor. This effectively reduces the starting cost of the motorcycle engine 200 and ensures reliable starting.

[0054] Please refer to Figure 6. Figure 6 is a waveform diagram showing the relationship between the crankshaft position and crankshaft resistance.

[0055] In practice, the crankshaft of the motorcycle engine 200 may stop at the leading edge of the valve spring resistance when the engine is stopped. In most cases, it stops at the leading edge of the valve spring resistance in the second exhaust section, as shown in Figure 3, but it may also stop between two consecutive valve spring resistances, i.e., between the trailing edge of the valve spring resistance in the first exhaust section and the leading edge of the valve spring resistance in the intake section, as shown in Figure 6. In the latter case, while the ISG130 is rotating in the forward direction, the forward rotational angular velocity of the motorcycle engine 200 caused by the ISG130 will not reach the expected value.

[0056] To resolve this situation, by performing step S510 shown in Figure 5, the crankshaft of the motorcycle engine 200 is again moved by the reverse rotation of the ISG 130 to the constant torque holding stop position at the trailing edge of the valve spring resistance in the first exhaust section shown in Figure 6. In this way, the motorcycle engine 200 can be started by utilizing the acceleration region due to the valve spring pre-compression stroke between the constant torque holding stop position and the non-constant torque holding stop position shown in Figure 6.

[0057] Please refer to Figure 7. Figure 7 is a flowchart of a method for starting a motorcycle engine according to a third embodiment of this disclosure. As shown in Figure 7, the method for starting a motorcycle engine can be performed by the motorcycle engine starting system 100 shown in Figure 1. The method may further include steps S710, S720, and S730 in addition to steps S210, S220, and S230 shown in Figure 2. Each of the additional steps shown in Figure 7 will be described in detail below.

[0058] In step S710, the controller 110 acquires the rotation angle value of the ISG 130. In some embodiments, step S710 may be performed after step S210. Furthermore, step S710 is not limited to after a specific step, but may be performed continuously. That is, by performing step S710, the controller 110 can acquire the rotation angle value from the ISG 130.

[0059] In step S720, when the ISG 130 stops rotating in reverse due to the end of the reversal time, the controller 110 determines whether the rotation angle value of the ISG 130 exceeds the set value of the engine wear angle. In some embodiments, step S720 may be performed after steps S210 and S710. More specifically, after step S210 is completed, the controller 110 determines from the rotation angle value of the ISG 130 obtained in step S710 whether the angle exceeds the set value of the engine wear angle. This automatically checks whether the motorcycle engine 200 is in a worn state. In some embodiments, the set value of the wear angle may be set to, for example, 300 degrees, but is not limited to this.

[0060] In step S730, if the rotation angle value of the ISG130 exceeds the set value for the engine wear angle, the controller 110 determines that the motorcycle engine 200 is in a worn state. In some embodiments, step S730 may be performed after step S720. That is, if the rotation angle value of the ISG130 exceeds the set value for the engine wear angle, the controller 110 determines that the motorcycle engine 200 is in a worn state and prompts the user and / or maintenance personnel to take appropriate action. On the other hand, if the rotation angle value of the ISG130 is less than or equal to the set value, the controller 110 determines that the motorcycle engine 200 is not in a worn state and is in a normal state.

[0061] According to the steps shown in Figure 7, it is possible to automatically detect whether or not the motorcycle engine 200 is in a worn state during the starting process. This allows the user and / or the maintenance person to take appropriate action at the appropriate time, thereby preventing damage and / or inconvenience caused by engine wear.

[0062] Please refer to Figure 8. Figure 8 is a flowchart illustrating a method for starting a motorcycle engine according to a fourth embodiment of this disclosure. As an example, Figure 8 may be used to describe a method for starting a motorcycle engine, which may be performed by the motorcycle engine starting system 100 shown in Figure 1. The method may further include steps S810, 820, and 830 in addition to steps S210, S220, and S230 shown in Figure 2. Each of the additional steps shown in Figure 8 will be described in detail below.

[0063] In step S810, the controller 110 acquires the rotation angle value of the ISG 130. In some embodiments, step S810 may be performed after step S220. Furthermore, step S810 is not limited to after a specific step, but may be performed continuously. That is, by performing step S810, the controller 110 can acquire the rotation angle value from the ISG 130.

[0064] In step S820, while the ISG130 is rotating in the forward direction, the controller 110 determines whether the rotation angle value of the ISG130 is smaller than the set value of the engine lock angle within the determination time. In some embodiments, step S820 may be performed after steps S220 and S810. More specifically, when the ISG130 is rotating in the forward direction, the controller 110 determines from the rotation angle value of the ISG130 obtained in step S810 whether the angle is smaller than the set value of the engine lock angle within the determination time. This automatically checks whether the motorcycle engine 200 is in a locked state.

[0065] In some embodiments, the determination time may be set in advance to, for example, 0.5 seconds, but is not limited thereto. Furthermore, the set value of the engine lock angle may be determined based on the number of pole pairs of the rotor of the ISG130. That is, the set value of the engine lock angle may be set by, for example, dividing 360 degrees by the number of pole pairs of the rotor (for example, 8 pairs) (for example, 45 degrees), but is not limited thereto.

[0066] In step S830, if the rotation angle value of the ISG130 is smaller than the set value of the engine lock angle within the determination time, the controller 110 determines that the motorcycle engine 200 is in an engine lock state. In some embodiments, step S830 may be performed after step S820. That is, if the rotation angle value of the ISG130 is smaller than the set value of the engine lock angle within the determination time, the controller 110 determines that the motorcycle engine 200 is in an engine lock state and prompts the user and / or maintenance personnel to take appropriate action.

[0067] On the other hand, if the rotation angle value of the ISG 130 is equal to or greater than the set value within the judgment time, the controller 110 determines that the motorcycle engine 200 is not in an engine-locked state but is in a normal state.

[0068] According to the steps shown in Figure 8, it is possible to automatically detect whether or not the motorcycle engine 200 is in an engine-locked state during the starting process. This allows the user and / or the maintenance person to take appropriate action at the appropriate time, thereby preventing damage and / or inconvenience caused by engine lock.

[0069] <<Let's take the Motorcycle Engine 200, a 125cc single-cylinder four-stroke gasoline engine, as an example.>>

[0070] When the motorcycle engine 200 stops, its crankshaft comes to rest at the leading edge of the valve spring resistance. At this point, by executing step S210, the controller 110 can reverse-rotate the ISG 130 with a constant reversal torque value in the range of 3-4 N·m within a reversal time of 0.5 seconds. This moves the crankshaft of the motorcycle engine 200 to the trailing edge of the valve spring resistance, and it is pushed back a small angle by the reaction force of the valve spring resistance.

[0071] Next, after process S210 is completed, the ISG130, having stopped rotating in the reverse direction due to the end of the reversal time, stops operating and enters a standby state. Then, in the execution of process S220, the controller 110 controls the power supply device 120 and outputs a forward rotation constant current in the range of 60 to 80 A to the ISG130 in order to rotate the ISG130 in the forward direction.

[0072] Next, the forward rotation of the ISG130 causes the crankshaft of the motorcycle engine 200 to rotate, and when its forward rotational angular velocity exceeds the expected value of 450 RPM, the motorcycle engine 200 starts and automatically increases to an idle speed of 1500 RPM through ignition.

[0073] Furthermore, if the forward rotation angular velocity of the crankshaft of the motorcycle engine 200 by the ISG130 is less than the expected value of 450 RPM, it indicates that the crankshaft is positioned between two adjacent valve spring resistances. To resolve this situation, by performing step S510, the controller 110 reverses the ISG130 again with a constant reversal torque value in the range of 3 to 4 N·m, thereby moving the crankshaft of the motorcycle engine 200 to the constant torque holding stop position at the trailing edge of the first valve spring resistance among the two adjacent valve spring resistances. At this time, the reversal driving force of the ISG130 and the exhaust valve spring resistance are in a stationary state due to the balance of forces.

[0074] Next, in the execution of process S520, the controller 110 controls the power supply device 120 and causes the ISG 130 to output a constant forward rotation current in the range of 60-80A again in order to immediately rotate the ISG 130 in the forward direction. Due to the torque from the forward rotation of the ISG 130 and the reaction force of the exhaust valve spring resistance, the motorcycle engine 200's crankshaft reaches an angular velocity of 450 RPM or more, ignition occurs, and combustion begins, automatically increasing to an idling speed of 1500 RPM.

[0075] In some embodiments, new embodiments can be obtained without departing from the scope of the disclosure by further combining, substituting, repeating, or modifying each step in the method for starting a motorcycle engine described herein.

[0076] While this disclosure has been described in detail by the embodiments and accompanying drawings described above, those skilled in the art may omit, substitute, or modify it in various ways, provided that they do not deviate from the scope and spirit of the claims of this disclosure. The scope of protection of this application is determined by the claims and is not limited by the contents of the specification. [Explanation of Symbols]

[0077] 100 Systems 110 Controller 120 Power supply device 130 ISG (Integrated Starter Generator) 200 Motorcycle Engine S210, S220, S230 process S510, S520 process S710, S720, S730 process S810, S820, S830 process

Claims

1. A method for starting a motorcycle engine, comprising a controller, a power supply device coupled to the controller, and an ISG (Integrated Starter Generator) coupled to the controller and the power supply device, respectively, wherein the ISG is coupled to the motorcycle engine, and the method is executed by an engine starting control system, The controller performs the process of rotating the ISG in the reverse direction with a constant reverse torque value until the reverse time is completed, After the reverse rotation of the ISG stops, the controller controls the power supply device to output a forward rotation constant current to the ISG, thereby causing the ISG to rotate in the forward direction. The process includes the step of starting the motorcycle engine by the ISG if, while the ISG is rotating in the forward direction, the forward rotation angular velocity of the motorcycle engine by the ISG exceeds an expected value, The reverse torque of the ISG, based on the aforementioned constant reverse torque value, is greater than the friction resistance value and less than the maximum value of the valve spring resistance. The forward rotation torque of the ISG due to the forward rotation constant current is greater than the sum of the friction resistance value and the current value of the valve spring resistance. How to start a motorcycle engine.

2. If, while the ISG is rotating in the forward direction, the forward rotation angular velocity of the motorcycle engine caused by the ISG is less than the expected value, the controller rotates the ISG in the reverse direction again at the reverse constant torque value. The process further includes, if, while the ISG is rotating in the reverse direction again, the reversing driving force of the ISG and the exhaust valve spring resistance come to a stationary state due to a balance of forces, the controller controls the power supply device again, outputs the forward rotation constant current to the ISG, and causes the ISG to rotate in the forward direction again. The method according to claim 1.

3. The controller performs the steps of acquiring the rotation angle value of the ISG, When the ISG stops rotating in the reverse direction due to the end of the reversal time, the controller determines whether the rotation angle value of the ISG exceeds the set value of the engine wear angle. The process further includes the step of determining, by the controller, that the motorcycle engine is in an engine wear state if the rotation angle value of the ISG exceeds the set value of the engine wear angle. The method according to claim 1.

4. The controller performs the steps of acquiring the rotation angle value of the ISG, While the ISG is rotating in the forward direction, the controller determines whether the rotation angle value of the ISG is smaller than the set value of the engine lock angle within the determination time. The process further includes the step of determining, by the controller, that the motorcycle engine is in an engine-lock state if the rotation angle value of the ISG is smaller than the set value of the engine lock angle within the determination time, The method according to claim 1.

5. The engine starting control system does not include a crankshaft position detection sensor. The method according to claim 1.

6. A system that is coupled to a motorcycle engine and starts the motorcycle engine, Controller and A power supply device coupled to the controller, The controller, the power supply device, and the ISG coupled to the motorcycle engine, respectively, The motorcycle engine is configured to be able to be started by performing the method for starting a motorcycle engine described in any one of claims 1 to 4. A system for starting a motorcycle engine.

7. The aforementioned system does not include a crankshaft position detection sensor. The system according to claim 6.

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