Title of Invention

"AN ENGINE START CONTROL SYSTEM"

Abstract An engine start control system having a kick pedal (19) and a starter motor (50) as engine starting means (53) to make the amount of fuel injected at the time of starting an engine larger than in normal condition, said system comprising: start determining means (51) for determining by which of the kick pedal (19) and the starter motor (50) the engine has been started; and control means for controlling the amount of fuel to be increased at the time of starting the engine in accordance with the result of said determination.
Full Text Engine Start Control System [Technical Field]
The present invention relates to an engine start control system wherein the amount of fuel to be injected at the time of starting an engine is made larger than in normal condition. Particularly, the present Invention is concerned with an engine start control system wherein the amount of fuel to be increasesd is controlled in accordance with by which of a starter motor and a kick pedal the engine has been started. [Background Art]
In Patent Document 1 is disclosed a start-up fuel increasing control wherein the amount of fuel to be injected in the period from start-up of an engine provided with a fuel injection valve until complete explosion is made larger than that in normal condition in order to make up for a deficiency in a vaporizing action of fuel due to the adhesion of fuel to wall surfaces of ports and cylinders at the time of start-up of the engine
In Patent Document 2 is disclosed a technique as means for starting an engine wherein, in a vehicle provided with a starter motor and a kick pedal, an operation mode of a fuel pump is switched from one to another mode in accordance with by which of a starter motor and a kick pedal the engine has been started. [Patent Document 1]
Japanese Patent Laid-open No. 2003-269222 [Patent Document 2]
Japanese Patesnt Laid-open No. 2002-206466 [Disclosure of the Invention] [Problem to be Solved by the Invention]
In an engine provided with a starter motor" and a kick pedal as engine starting means and provided with a fuel injection valve supplying fuel to the engine, even if initial explosion is obtained by kick starting, the amount of fuel injected remains increased if the engine speed at that time does not reach an injection.quantity switching speed, so that the air-fuel ratio shifts to a rich side in comparison with an appropriate value. Ther has been such a technical problem.
It is an object of the present invention to solve
the above-mentioned problem of the conventional technique and provide an engine start control system capable of affording an optimum fuel injection quantity constantly no matter by which of a kick pedal and a starter motor ' the engine mav be started.
[Means for Solving the Problem]
For achieving the above-mentioned object, in an engine start control system provided with a kick pedal and a starter motor as engine starting means to make the amount of fuel to be injected, at the time of starting an engine larger than in nonmal condition, the present invention is characterized by the following points:
(1) The engine start control system includes start determining means for determining by which of the kick pedal and the starter motor the engine has been started and control means for controlling the amount of fuel to be increased at the time of starting the engine in accordance with the result of the above determination. The control means makes the amount of fuel to be increased when the engine is started by the kick pedal smaller than that when the engine is started by the starter motor.
(2) The engine start control system further
includes means for detecting the exhaustion of a battery, and upon exhaustion of the battery, the amount of fuel to be increased when the engine is started by the kick pedal is made smaller than that in normal condition of the battery.
(3) The means for detecting the exhaustion of the battery includes means for measuring an elapsed time after start-up of the control means and means for detecting the number of revolutions of a crank of the engine, and determines the exhaustion of the battery when the elapsed time until detection of a predetermined number of revolutions of the crank after start-up of the control means is shorter than a predetermined reference time . [Effect of the Invention]
The following effects are obtained by the present invention.
(1) Since the; amount of fuel injected is smaller' when the engine is kick-started than when the engine is started by the starter motor, an optimum air-fuel ratio is obtained no matter by which of the kick pedal and the starter motor the engine may be: started.
(2) Since the amount of fuel increased when the
engine is kick-started is made smaller in a state of. -
exhaustion of the battery than in normal condition of the
battery, -fuel—fogging oyer a spark plug is suppressed and
the startability of the engine is improved.
(3) Since the exhaustion of the battery is
detected on the basis of whether the elapsed time "is long
or short from the time when the operation of the control
means is started to the time of detection of a
predetermined number of revolutions of the crank, the
exhaustion of the battery can be determined without
separate provision of a sensor for detecting a battery
voltage.
(Best Mode for Carrying Out the Invention]
[0008]
A preferred embodiment of the present invention
will be described in detail hereinunder with reference to the acesamanying drawings.
[Brief Description of the Drawings]
[0028] [Fig. 1]
Pig. 1 is a side view showing an appearance of a scooter type motorcycle to which an engine starting device having an anti-theft function according to the present invention is applied; [Fig. 2]
Pig. 2 is a block diagram showing the construction of a main portion of an engine start control system according to the present invention; [Fig. 3]
Fig. 3 is a flow chart showing the procedure of a starting mode determining process; [Fig. 4]
Fig. 5 shows an example of basic injection'quantity
tables; ' [Fig. 6]
Pig. 6 shows an example of correction coefficient
tables; and
[Fig. 7]
Fig. 7 is a timing chart of a TDC signal and a PCW
signal.
Fig. 1 is a side view showing the appearance of a scooter type motorcycle to which an engine starting system having an anti-theft function according to the present invention is applied. A vehicle body front portion 1 and a vehicle body rear portion 2 are connected with each other through a low floor portion 3 . Skeletons of these portions are constituted by a vehicle body frame which roughly includes a down tube and
a mam pipe.
The vehicle body front portion 1, the vehicle body-rear portion 2, and the floor portion 3, are covered with a front cover 4, a body cover 5, and a center cover 6, respectively. In the vehicle body front portion 1, a handle 7 is provided at an upper position so as to be supported by a steering head through a shaft. Further, a front fork 8 extends downward and a front wheel 9F is supported by a lower end of the front fork 8 through an axle.
A swing unit 2 0 is connected to and supported by a lower end of the vehicle body frame swingably through a link member 18. A single cylinder four-cycle engine 13 is mounted in a front portion of the swing unit 20. A kick pedal 19 for starting the engine is connected to a crank shaft of the engine 13 . A belt type continuously variable transmission 21 is constructed backward from the engine 13 and a reduction mechanism 14 is provided behind the transmission 21 through a centrifugal clutch, with a rear wheel 9R being supported by the reduction mechanism 14 through an axle. A rear suspension 15 is interposed between an upper end of the reduction mechanism 14 and
the main pipe.
An upper portion of the handle 7 is covered with a handle cover 10 which also serves as an instrument panel. The front fork 8 and the handle 7 constitute steering means. Grip portions of the handle 7 are disposed right and left of the vehicle body from the handle cover 10, and side mirrors 11L (and 11R) project upward. A handle lock module 12 locks the handle 7 to disable steering.
A seat 16 is disposed above the body cover 5 so as to cover a luggage box. The seat 16 can be opened and closed so that a helmet or the like can be received within the underlying luggage box. Behind the body cover 5 there are provided a number plate mounting portion 17, a goods rest, and a tail lamp. An intake pipe, a carburetor and an air cleaner annexed to the engine though not shown.
Fig. 2 is a block diagram showing the construction of a principal portion of an engine start control system according to the present invention, in which the same reference numeral as above represents the same or equivalent portion as above.
A combined starter and generator (ACG starter) 50 which functions as a generator and a motor selectively is connected to a rotary shaft, i.e., the crank shaft, of the kick pedal 19 referred to above. The output of the ACG starter SO is limited to a predetermined voltage by a regulator 51 and then provided onto a power line. A battery 52 and an ECU 70 are connected to the power line. Further, power terminals of an injector 54, a fuel pump 55 and an ignition unit 56 are also connected to the power line through a main switch 53- The ignition unit 5S detects an ignition timing on the basis of a pulser signal which is detected by a pulser unit 57, and energizes an ignition coil 58 at every ignition timing.
The pulser unit 57 is made up of a pulser 57b secured to the crank shaft and a magnetic pickup 57a ■ disposed in opposition to the pulser 5 7b. As shown in Fig 7, the pulser unit 57 outputs a PCW signal at every predetermined crank angle obtained by subdividing a TDC (top dead center in compression stroke) signal spacing.
Various sensors and switches are connected to the ECU 70, such as an Ne sensor 59 for detecting an engine
speed, a Tw sensor 60 for detecting the temperature of cooling water, Tw, in the engine, a vehicle speed sensor. 61 for detecting a vehicle speed V, and a throttle angle sensor 62 for detecting a throttle angle 9th.
Next, the operation of this embodiment will be described in detail with areference to a flow chart. Pig. 3 is a fl.ow chart showing the procedure of a start mode determining process for determining by which of the kick pedal 19 and the ACG starter 50 the engine has been started.
In step Sll, it is determined whether a PCW signal has been outputted in synchx-onism with crank rotation. When a leading edge of the PCW signal is detected, an elapsed time Tst after start-up of the ECU 70 is compared with a reference time Tref in step 312. If Tst≥Tref, the main switch 53 is turned ON and the ECU 70 is started, followed by start-up of the engine. Therefore, it is determined that the battery voltage is at a normal level and the processing flow advances to step S13. In step S13 a battery exhaustion flag Fb__low is reset ( = 0) .
On the other hand, if Tst<:tref the ecu does notstart even with main switch turned on and thereafter is started electric power obtained at time of kick starting. therefore it presumed that this state corresponds to exhaustion battery processing flow advances step in s14 flag fb__low set> In step S15, reference is made; to the battery exhaustion flag Fb_low, and if the flag is set, then in step S16, "1" which indicsites that the starting mode is "kick starting in battery exhaustion" is set to starting mode flag Fmode. On the other hand, if the battery exhaustion flag Fb_low is reset, it is determined in step S17 whether the starter switch is ON or not. If the starter switch is ON, then in step S19, "3" which indicates that the starting mode is "starter starting" is set to the starting mode flag Fmode. If the starter switch is OFF, then in step S18, "2" which indicates that; the starting mode is "kick starting in normal condition of the battery" is set to the starting mode flag Fmode.
Fig. 4 is a flow chart showing the procedure of a starting injection quantity calculating process for
calculating the amount of fuel injected at the time of start-up of the engine on. the basis of the result of determination in the above starting mode determining process.
In steps S31 and S32, reference is made to the starting mode flag Fmode. If the starting mode flag Fmode is "1," i.e., "kick starting in battery exhaustion," the processing flow advances to step S33, in which a first basic injection quantity table is retrieved on the basis of the cooling water temperature Tw detected by the Tw sensor 60 and a starting basic injection quantity Ti_stl; corresponding to the present cooling water temperature IV,: is calculated. In step S34, a first correction coefficient table is retriesved on the basis of the throttle angle 9th detected by the throttle angle sensor 62 and a correction coefficient Kthl corresponding to the
present throttle opening 9th is obtained.
On the other hand, if it is determined in step S31 that the starting mode flag Fmode is other than "1" and it is determined in step S32 that the starting mode flag Fmode is "2," i.e., "kick starting in nox-mal condition of the battery," the processing flow advances to step S35,
in which a second basic injection quantity table is retrieved on the basis of the cooling water temperature Tw detected by the Tw sensor and a starting basic injection quantity Ti_st2 corresponding to the present cooling water temperature Tw is calculated. In step 336, a second correction coefficient table is retrieved on the basis of the throttle angle 9th detected by the throttle angle sensor and a correction coefficient Kth2
corresponding to the present throttle angle 9th is obtained.
Further, if it is deitermined in step S32 that the starting mode flag Fmode is other than "2," i.e., if it is determined to be "3," the processing flow advances to step S37, in which a third basic injection quantity table is retrieved on the basis of the cooling water temperature Tw detected by the Tw sensor and a starting basic injection 'quantity Ti__ st3 corressponding to the present cooling water temperature Tw is calculated. In step S38, a third correction coefficient table is retrieved on the basis of the throttle angle 6th detected by the throttle angle sensor and a correction coefficient Kth3. corresponding to the present throttle angle 9th is obtained.
Figs. 5(a) to 5(c) show an example of the first to third basic inje,ction quantity table. In this embodiment the basic injection quantity Ti_st (Ti__stl, Ti_st2 , Ti_st3) is preset so as to satisfy the relation of "kick starting in battery exhaustion" > "kick starting in normal condition of the battery" > "starter starting."
Figs. 6(a) to 6(c) show an example of the first to third correction coefficient table. In this embodiment, the correction coefficient Kth (Kthl, Kth2, Kth3) is preset so as to satisfy the relation of "kick starting in battery exhaustion" In this way, when the basic injection quantity Ti_st corresponding to the present cooling water temperature Tw and the correction coefficient Kth corresponding to the present throttle angle 6th are determined in accordance with the starting mode of this time, the product of the starting basic injection quantity Ti__st and the correction coefficient Kth is registered as an updated starting basic injection quantity Ti_st. Since the starting basic injection
quantity Ti_st relies strongly on the correction coefficient Kth and satisfies the relation of "kick starting in battery exhaustion" [Description of Reference Characters]
19 ... kick pedal, 50 ... a combined starter and generator (ACG starter), 51 . . . regulator, 52 . . . battery, 53 ... main switch, 54 ... injector, 55 ... fuel pump, 56 ... ignition unit, 57 ... pulser unit, 58 ... ignition coil, 70 ... ECU





We Claim:
1. An engine start control system having a kick pedal (19) and a starter
motor (50) as engine starting means (53) to make the amount of fuel injected at
the time of starting an engine larger than in normal condition, said system
characterized by:
means for detecting the exhaustion of a battery:
start determining means (51) for determining by which of the kick pedal (19) and the starter motor (50) the engine has been started; and
control means for controlling the amount of fuel to be increased at the time of starting the engine in accordance with the result of said determination.
2. An engine start control system as claimed in claim 1, wherein said control means makes the amount of fuel to be increased when the engine is started by the kick pedal (19) smaller than that when the engine is started by the starter motor (50).
3. An engine start control system as claimed in claim 1 or 2, wherein it comprises means for detecting the exhaustion of a battery, wherein upon exhaustion of the battery the amount of fuel to be increased when the engine is started by the kick pedal (19) is made smaller than that in normal condition of the battery (52).
4. An engine start control system as claimed in claim 3, wherein said means for detecting the exhaustion of the battery comprises means for measuring an elapsed time after start-up of the control means and means for detecting the number of revolutions of a crank of the engine, and determines the exhaustion of the battery when the elapsed time until detection of a
predetermined number of revolutions of the crank after start-up of the control means is shorter than a predetermined reference time.
5. An engine start control system as claimed in any of the claims 1 to 4, wherein it comprises means for detecting the temperature of cooling water in the engine, wherein the amount of fuel to be increased is determined on the basis of said cooling water temperature.

Documents:

59-del-2005-abstract.pdf

59-del-2005-claims(cancelled).pdf

59-del-2005-claims.pdf

59-del-2005-complete specification(granted).pdf

59-del-2005-correspondence-others.pdf

59-del-2005-correspondence-po.pdf

59-del-2005-description (complete).pdf

59-del-2005-drawings.pdf

59-del-2005-form-18.pdf

59-del-2005-form-2.pdf

59-del-2005-form-3.pdf

59-del-2005-form-5.pdf

59-del-2005-gpa.pdf

59-del-2005-petition-137.pdf

59-del-2005-petition-138.pdf


Patent Number 240036
Indian Patent Application Number 59/DEL/2005
PG Journal Number 30/04/2010
Publication Date 30-Apr-2010
Grant Date 23-Apr-2010
Date of Filing 10-Jan-2005
Name of Patentee HONDA MOTOR CO., LTD.
Applicant Address 1-1, MINAMIAOYAMA 2-CHOME, MINATO-KU, TOKYO, JAPAN.
Inventors:
# Inventor's Name Inventor's Address
1 TSUGUO WATANABE C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA, JAPAN.
2 SHUNJI AKAMATSU C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA, JAPAN
3 NOBUHIRO SHIMADA C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA, JAPAN
PCT International Classification Number F02M 51/00
PCT International Application Number N/A
PCT International Filing date
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 2004-034979 2004-02-12 Japan