Split Engine Control for ACG Starter Rotation Signal Transfer
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Solution Overview
Problem
Existing engine control devices for saddle type vehicles, which combine control of ACG starter motors and fuel injection devices, face increased complexity and cost due to the need for connecting harnesses between control devices to transmit rotation state signals, leading to a complicated structure.
Innovation Solution
A method is introduced where a first control device generates a single pulse signal based on U-phase, V-phase, and W-phase pulses from a crank angle sensor, transmitting this signal to a second control device, allowing the second control device to receive and process it without a direct harness connection, and converting the signal to a flat signal during reverse rotation to prevent fuel injection control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a large-displacement engine is used to ensure sufficient power output, then power output is improved, but fuel consumption increases
Solution Approach 1:
The engine control device dynamically adjusts engine operating parameters including intake valve timing, exhaust valve timing, and injection timing based on detected operating conditions. This dynamic optimization allows the engine to maintain power output while improving fuel efficiency across different operating ranges.
Solution Approach 2:
The system changes multiple engine parameters simultaneously including intake valve closing timing, exhaust valve opening timing, injection timing, and injection quantity. By optimizing these parameters together, the engine achieves better power output and reduced fuel consumption compared to fixed parameter settings.
2Loss of energy
If multiple sensors and control systems are added to optimize engine performance, then fuel consumption and emissions are improved, but device complexity increases
Solution Approach 1:
The engine control device serves multiple functions: it controls injection timing and quantity, manages valve timing, monitors operating conditions, and optimizes combustion. By consolidating these functions into a single control unit, the system achieves comprehensive optimization without proportionally increasing complexity.
Solution Approach 2:
The system uses feedback from sensors detecting engine operating conditions to continuously adjust control parameters. This closed-loop control optimizes fuel consumption and emissions while keeping the control strategy systematic and manageable despite multiple controlled parameters.
3Productivity
If precise control of injection timing and quantity is implemented, then combustion efficiency is improved, but control system complexity increases
Solution Approach 1:
The control device pre-calculates optimal injection timing and quantity based on detected engine operating conditions before combustion occurs. This preliminary optimization of fuel injection parameters improves combustion efficiency while using systematic algorithms to manage control complexity.
Data Source
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AI summary
To provide an engine control device and a method for controlling an engine control device, and a saddle type vehicle capable of efficiently transmitting a rotation state of an ACG starter motor to an engine control device divided into two. In an engine control device (100) including a first control device (70) that controls an ACG starter motor (50) directly connected to a crank shaft (C) of an engine (E) and a second control device (80) that controls a fuel injection device (90), the first control device (70) is connected to a crank angle sensor (40) that detects a rotation state of the ACG starter motor (50). The second control device (80) is configured to receive an output signal of the crank angle sensor (40) from the first control device (70). The first control device (70) transmits the output signal of the crank angle sensor (40) to the second control device (80) as a pulse signal at the time of normal rotation of the ACG starter motor (50), and converts the output signal of the crank angle sensor (40) into a flat signal and transmits the flat signal to the second control device (80) at the time of reverse rotation.