• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A crank angle control method and a crank angle control system are provided. A stop signal is obtained, and an internal combustion engine speed is judged. If the internal combustion engine speed is below a specific value, a generator is put into a drive mode at an end point of a missing signal in a crown pulse signal, so that the generator in the mode. drive drives a crankshaft so that it exceeds a top dead center of a cylinder. When the crankshaft arrives at a bottom dead center of the cylinder, the generator is put into a mode of maintaining a wrong phase of a three-phase current. With the generator in the drive mode, the given wrong phase of the three-phase current stops the generator immediately and the crankshaft is stopped within an angular range of a default stop position.
    公开号:FR3028293A1
    申请号:FR1554156
    申请日:2015-05-07
    公开日:2016-05-13
    发明作者:Pin-Yung Chen；Chin-Hone Lin；Wen-Yen Chen；Shih-Hsiang Chien；Ta-Chuan Liu
    申请人:Industrial Technology Research Institute ITRI；
    IPC主号:
    专利说明:

    [0001] SYSTEM AND METHOD FOR CRANKSHAFT ANGLE CONTROL REFERRAL TO RELATED APPLICATIONS This application includes a priority claim based on Taiwanese Application No. 103138999, filed on November 11, 2014. BACKGROUND 1. Technical Field The present invention relates to crank angle control system and crank angle control systems and, more particularly, a crank angle control method and a crank angle control system which reduce an engine start torque to a crankshaft internal combustion of an integrated starter-generator. 2. Description of the Related Art When an integrated starter-generator (ISG) which uses a permanent magnetism design is applied to an idle shutdown function, a speed of an internal combustion engine from a shutdown state ignition state can not be reached unless a torque is large enough. In particular, when the internal combustion engine stops and a piston is located just around a top dead center of a compression stroke, an even greater starting torque is required to start the internal combustion engine next time. Therefore, the ISG must drive a crankshaft of the internal combustion engine to exceed the start torque of the top dead center of the compression stroke, in order to start the internal combustion engine and to ensure that the speed is sufficient. high for an ignition process to be successful. In order to generate this large starting torque, the internal combustion engine will experience a large torque for a long period of time. Therefore, the ISG must be designed to have a large twisting moment, and include additional magnets and power components. A battery must also provide a large current, which consumes energy, and affects the life of the battery. In order to ensure that the internal combustion engine has a large torque to overcome the problem of starting torque, an internal combustion engine with a reduced compression device is put on the market. The internal combustion engine, when stopped, reverses a crankshaft to deduce the torque. When the internal combustion engine is shut down and shut down completely, a motor is controlled to drive the crankshaft of the internal combustion engine to reverse, until the internal combustion engine stops at the level of the combustion engine. a race of no compression. Therefore, when the internal combustion engine starts the next time, a piston, before reaching the compression stroke, can be accelerated sufficiently to obtain a sufficiently large inertia force. Such inertial force, if combined with the drive torque of the internal combustion engine, will exceed the starting torque, so that the piston can exceed the compression stroke. However, the above techniques do not control the engine to change the position of the crankshaft until the internal combustion engine stops. As a result, additional energy is consumed. Since the engine is not driven until the internal combustion engine stops, the engine will still vibrate suddenly, causing discomfort to the users. Therefore, the manner of providing a crank angle control method and a crank angle control system that can reduce a starting torque of an internal combustion engine becomes a significant problem in the art. SUMMARY A crank angle control method applied to an internal combustion engine is provided, comprising: obtaining a stop signal, and obtaining a top dead center and a bottom dead center a crankshaft of the internal combustion engine according to a crown pulse signal and a top dead center judgment signal of the internal combustion engine; judging if an internal combustion engine's internal combustion engine speed is below a specific value, and putting a generator of the internal combustion engine in a drive mode to an end point of a missing signal in the ring pulse signal if the internal combustion engine speed is below the specific value; and placing the generator in a standby mode in accordance with the top dead center judgment signal, judgment if the crankshaft reaches the top dead center, and setting the generator in a hold mode when the crankshaft arrives later at the bottom dead center. A crank angle control system includes: an internal combustion engine that provides a crown pulse signal and a top dead center judgment signal; a generator that provides three-phase Hall effect signals; a vehicle control unit that provides a stop signal; and a control controller connected to the internal combustion engine, the generator and the vehicle control unit, the control controller comprising: a pulse duration modulation unit; a power control signal which controls the pulse duration modulation unit for controlling a current output of a battery; and a calculation unit for receiving the stop signal, the top dead center judgment signal, the ring pulse signal and the three-phase Hall effect signals, so as to obtain a top dead center and a neutral position. a crankshaft of the internal combustion engine in accordance with the crown pulse signal and the top dead judgment signal, whereby the power control signal is deactivated and the pulse duration modulation unit is started for change an order of the three-phase Hall effect signals to stop the crankshaft in position when the crankshaft reaches the top dead center, and the power control signal is activated when the crankshaft arrives at the bottom dead center. BRIEF DESCRIPTION OF THE DRAWINGS The invention may be better understood from the following detailed description of the preferred embodiments, with reference to the accompanying drawings, in which: FIG. 1 is a flowchart of an angle control method crankshaft according to the present invention; Figure 2 illustrates the relationship between a torque and an angle of a crankshaft of the control method; FIG. 3 illustrates the corresponding relationship of three-phase Hall effect signals, a cam signal and a ring pulse signal according to the present invention; and Figure 4 is a block diagram of a crank angle control system according to the present invention. DETAILED DESCRIPTION In the following detailed description, for purposes of explanation, many specific details are set forth to allow a complete understanding of the embodiments presented. It will be apparent, however, that one or more embodiments may be practiced without these specific details. In other cases, well known structures and devices are schematically shown to simplify the drawing. In a crank angle control method according to the present invention, when an internal combustion engine is stopped, a crankshaft is driven to exceed a top dead center and stopped at a bottom dead center, as shown in FIG. After the dynamic points 14 and 15 of the crankshaft according to the present invention have been passed and a top dead center of compression has been passed, the crankshaft stops at a stop position. In contrast, in the prior art, when the crankshaft stops at the stopping point 13, the crankshaft is controlled to return to a stop position. Fig. 1 is a flowchart of a crank angle control method according to the present invention. The control method is applied to an idle shutdown function of an internal combustion engine. In one embodiment, starter-generator combustion engine the internal combustion engine is an integrated (ISG), which means that an internal and a generator are coaxial. In step S01, a stop signal is obtained. Stop signal was obtained, the generator is After putting in a standby mode at step S02. The generator in standby mode does not drive or generate power. As a result, a pulse duration modulation is inactive, and a battery does not deliver current. When the stop signal is obtained, a crown pulse signal and a top dead judgment signal are also obtained from the internal combustion engine. In one embodiment, the top dead center judgment signal is a cam signal, a controller zone network signal, a crankshaft angular speed variation signal, a collector absolute pressure sensor signal. admission or a signal / 4 ignition current detection. In the embodiments that follow, the top dead center judgment signal is a cam signal, but the present invention is not limited thereto. As shown in FIG. 3, the ring pulse signal represents a mechanical angle position of the internal combustion engine in operation. The speed of the internal combustion engine can be calculated by a time difference between two fixed ring pulse signals. The ring pulse signal comprises a missing signal 11. The missing signal 11 provides an instant for determining the ignition of the internal combustion engine. The cam signal comprises a pulse signal 12. The pulse signal 12 is provided by the engine to determine whether the crankshaft is at the top dead center of compression rather than at the top dead center exhaust. In one embodiment, a four-stroke internal combustion engine is illustrated, as shown in FIG. 2. The four times comprise an intake stroke, a compression stroke, a combustion stroke and a combustion stroke. 'exhaust. A maximum torque of the crankshaft between the compression stroke and the combustion stroke is a compression top dead center, a top dead center exhaust is between the exhaust stroke and the intake stroke, and a bottom dead center is between the end of the combustion stroke and the exhaust stroke. With reference again to FIG. 3, at the end point (i.e., at point A) of the missing signal 11 in the crown pulse signal, if the mechanical angle of the crankshaft is further forward of 120 degrees, i.e., rotates forwards in the crown direction 10, the piston of the internal combustion engine must arrive at top dead center (TDC, i.e., at the B) between the compression stroke and the combustion stroke, and must be identified by the pulse signal 12 of the cam signal. If the mechanical angle / 4 of the crankshaft rotates 180 degrees forward, the piston of the internal combustion engine must reach the bottom dead center (BDC, ie, at point C) between the stroke of the crankshaft. combustion and the exhaust stroke. As a result, the top dead center and bottom dead center positions of the internal combustion engine crankshaft can be easily obtained from the ring pulse signal and the cam signal of the internal combustion engine. In addition to the cam signal, the position of the top dead center of the crankshaft of the internal combustion engine can also be obtained from the controller LAN signal, the crankshaft angular speed variation signal, the pressure sensor signal. absolute of intake manifold or ignition current detection signal.
    [0002] In step S03, it is judged whether an internal combustion engine speed is below a specific value. Step S03 is executed continuously until it is judged that the internal combustion engine speed is below the specific value. When the internal combustion engine speed is below the specific value, the end point (i.e., point A) of the missing signal 11 in the ring pulse signal sets the internal combustion engine generator. in the training mode (steps SO4 and S05). The generator in the drive mode provides a current to allow the crankshaft to operate continuously. In one embodiment, the specific value is determined by a torque with which the crankshaft can reach or exceed the top dead center and the remaining inertia of the speed of the internal combustion engine which passes from the specific value to zero. When the specific value is small, which indicates that the internal combustion engine is close to a shutdown state, the remaining inertia between the specific value and zero is also very low. On the contrary, when the specific value is large, which indicates that the internal combustion engine still has some remaining inertia, the amount of the remaining inertia of the internal combustion engine is determined by the setting of the specific value. Therefore, the amount of crankshaft torque that exceeds the top dead center and the magnitude of the current that the generator can provide are also determined by the setting of the specific value. If the inertia is large, the torque that rotates the crankshaft forward to reach or exceed the top dead center is also small, and the generator can provide a low current. On the contrary, if the inertia is low, the torque that rotates the crankshaft forward to reach or exceed the top dead center must be large, and the generator provides a large current accordingly. Therefore, the specific value can be set to different values according to the model of the internal combustion engine. In one embodiment, the specific value is not limited to a constant value.
    [0003] In step S06, it is judged whether the crankshaft reaches the top dead center. The cam signal is used as an example. The pulse signal of the cam signal is used to judge whether the crankshaft reaches the top dead center of compression. If the crankshaft does not reach the top dead center, the generator is kept in the drive mode, and judgment if the crankshaft reaches the top dead center is continued. On the contrary, if the crankshaft reaches the top dead center, the generator is put in the standby mode (step S07). In addition to the cam signal, the controller LAN signal, the crankshaft angular speed variation signal, the intake manifold absolute pressure sensor signal, or the ignition current detection signal can also be used / 4 to obtain the top dead center position of the crankshaft of the internal combustion engine. At step 508, it is judged whether the crankshaft arrives at the bottom dead center. If the crankshaft does not reach the bottom dead center, the generator is still in the standby mode, and judgment if the crankshaft reaches the bottom dead center is continued. On the contrary, if the crankshaft later arrives at the bottom dead point, the generator is put into the hold mode (step S09), so as to stop the crankshaft in position. In step S10, it is determined whether a number of seconds during which the crankshaft is stopped in position, when the generator is in the hold mode, is larger than a specific number of seconds. If the number of seconds is greater than the specific number of seconds, the generator holding force is released (step S11), i.e., the generator is switched from the maintenance mode to the first mode. waiting, to ensure that the generator is in the standby mode, and that the crankshaft has entered the predetermined angular range, and does not move. In one embodiment, the specific number of seconds may be set by a user. In one embodiment, the top and bottom dead centers of the crankshaft of the internal combustion engine are detected by converting a mechanical angle of the internal combustion engine to an electric angle of the generator. The electric angle is used to control the crankshaft position of the internal combustion engine. With reference to FIG. 3, three-phase Hall effect signals, comprising a phase U, a phase V and a phase W, are provided, and the electric angle of the crankshaft can thus be calculated. The cam signal in the top dead center judgment signal is used as an example. The three-phase Hall effect signals are mapped to the crown pulse signal / 4 and the cam signal, as shown in the mapping relationship shown in Fig. 3. The crankshaft at the end point (point A) of the missing signal 11 continues to turn forward a mechanical angle of 120 degrees, and arrives at the top dead center (point B), where the pulse signal 12 of the cam signal is generated. The crankshaft rotates forward another 180 degree mechanical angle, and arrives at the bottom dead center (point C). The mechanical angles of 120 degrees and 180 degrees can be converted to the electric angles of the generator, and control the position of the crankshaft. In one embodiment, a 14-pole integrated starter-generator cooperating with a series of 60 teeth is used as an example. The top and bottom dead centers of the crankshaft can be calculated by the following formulas: Top dead center: -14 x120 ° (mechanical angle) = 8400 (electric angle) 2 Low dead point: -14 x180 ° (mechanical angle) = 1260 ° (electric angle) 2 Therefore, after driving at an electrical angle of 840 degrees, the crankshaft arrives at the top dead center of compression between the compression stroke and the combustion stroke, as shown in Fig. 2. After a workout In addition to an electrical angle of 1260 degrees, the crankshaft arrives at the bottom dead point between the combustion stroke and the exhaust stroke. In one embodiment, the crankshaft does not stop exactly at the bottom dead center. The crankshaft must only be stopped in a stopping area that exceeds the top dead center, and the crankshaft stop position will be at the bottom dead center, as shown in Figure 2. The relationship between the mechanical angle and the electrical angle can be deduced from the relation of the series of teeth with the three-phase Hall effect signals. The angular resolution can be increased if the electrical angle is used to control the mechanical angle to achieve the purpose of precise control. In one embodiment, when the generator is in the hold mode, an order of the three-phase Hall effect signals is modulated by pulse duration for the magnetic fields of the generator to intertwine temporarily. Hall effect signals U, V and W modulated by pulse duration allow the crankshaft to rotate in a specific order. For example, the crankshaft rotates forward if the U, V and W phases are provided, while the crankshaft rotates in the opposite direction if the W, V and U phases are provided. However, if an erroneous phase sequence of the three-phase Hall effect signals is provided, for example, the phases U, W and V being supplied successively, the magnetic fields of the generator temporarily intertwine, and the crankshaft stops. operate immediately, so that the stop lens of the crankshaft can be reached. As shown in FIG. 4, a crank angle control system is provided, which comprises an internal combustion engine 21, a generator 22, a battery 23, a vehicle control unit 24 and the control controller 20. The control controller 20 is connected to the internal combustion engine 21, the generator 22, the battery 23 and the vehicle control unit 24.
    [0004] In one embodiment, the internal combustion engine 21 and the generator 22 are coaxial, to form an integrated starter-generator. The internal combustion engine 21 provides a crown pulse signal and a top dead judgment signal. Generator 22 utilizes a Hall effect sensor, decoder or resolver to provide a rotational position, i.e., provide three-phase Hall effect signals. The vehicle control unit 24 provides a stop signal. In one embodiment, the top dead center judgment signal is a cam signal, a controller LAN signal, a crankshaft angular speed variation signal, an intake manifold absolute pressure sensor signal. or an ignition current detection signal. The control controller 20 comprises a power control signal 201, a pulse duration modulation unit 203 and a calculation unit 202. The pulse duration modulation unit 203 converts an analog signal into a signal. pulse duration modulation, and outputs the pulse duration modulation signal. The power control signal 201 controls the pulse duration modulation unit 203, and controls a current delivered by the battery 23. In one embodiment, when the control controller 20 disables the power control signal 201 the pulse duration modulation unit 203 is deactivated, and the battery 23 does not supply current. When the control controller 20 activates the power control signal 201, the pulse duration modulation unit 203 begins to operate, and the battery 23 supplies a current. By controlling the power control signal 201 by the control controller 20, the pulse duration modulation unit 203 is controlled, and the battery 23 delivers a current. In one embodiment, the battery 23 is a solar battery, a fuel cell or a secondary battery. The calculation unit 202 receives the stop signal supplied by the vehicle control unit 24, the ring pulse signal and the top dead center judgment signal of the internal combustion engine 21, and the effect signals. 3-phase hall of the generator 22, and obtains the top dead center and bottom dead center of the crankshaft of the internal combustion engine 21 according to the crown pulse signal and the top dead center judgment signal. The top dead center and de / 4 bottom dead point are obtained as described above, and further description in this regard is omitted. In one embodiment, when the computing unit 202 receives the stop signal, the control controller 20 is controlled to disable the power control signal 201, so that the pulse duration modulation unit 203 is disabled, and that the battery 23 does not deliver current. In one embodiment, the computing unit 202, when the engine speed of the internal combustion engine 21 is smaller than a specific value, controls, at an end point of the signal missing in the crown pulse signal, the controller 20 to activate the power control signal 201, so that the pulse duration modulation unit 203 is activated, and the battery 23 delivers a current. The battery 23 delivers a current to the generator 22 which drives the crankshaft of the internal combustion engine 21, to allow the crankshaft to reach or exceed the top dead center. The amplitude of the current can be determined by the specific value of the motor speed. In one embodiment, the computing unit 202, when the crankshaft reaches the top dead center, controls the control controller 20 to disable the power control signal 201, so that the duration modulation unit pulse 203 is disabled, and that the battery 23 does not deliver current. In one embodiment, the computing unit 202, when the crankshaft reaches the bottom dead center, controls the control controller 20 to activate the power control signal 201, and controls the pulse duration modulation unit. 203 to change the order of the three-phase Hall effect signals, so as to stop the crankshaft in position. The order of the three-phase Hall effect signals is changed as / 4 described above, a further description in this respect is omitted. In one embodiment, the computing unit 202, when the crankshaft is stopped in position, determines whether a number of seconds when the crankshaft is stopped is greater than a specific number of seconds. If the number of seconds is greater than the specific number of seconds, pulse duration modulation unit 203 is controlled to re-order the three-phase Hall effect signals, and the control unit 202 controls the control controller 20 for deactivating the power control signal 201, so that the pulse duration modulation unit 203 is deactivated, and the battery 23 does not supply current. The crankshaft is not stopped in position due to the temporary interlacing of the magnetic fields of the generator 22, and enters the predetermined angular range without moving. In summary, the control method and the control system according to the present invention, after obtaining the stop signal, which indicates that the internal combustion engine will be stopped, put the generator in the standby mode. It is then judged whether the engine speed is below a specific value. When the engine speed is below the specific value, which means that the inertia still remains, the generator is put into the drive mode, and a current is supplied to drive the crankshaft to reach or exceed the top dead center between the compression stroke and the combustion stroke. The generator is then put back into the standby mode. When the crankshaft arrives at the bottom dead point between the combustion stroke and the exhaust stroke, the generator is put in the hold mode, to stop the crankshaft at a position of a last segment of the combustion stroke (when an exhaust valve is on / 4 to open). Therefore, even if the internal combustion engine and the generator are not modified, the idle shutdown function can still be obtained. Therefore, the present invention has a low cost, solves the problem that the starting torque is too large when the internal combustion engine is started, reduces the drive power consumption by using the inertia, and ensures that the internal combustion engine, before and after shutdown, can still operate smoothly. In addition, the control method and the control system according to the present invention detect whether the crankshaft has reached the top dead center and the bottom dead center by the electric angle of the generator which is obtained from the mechanical angle of the crankshaft. internal combustion engine. The angular resolution can be increased if the electrical angle is used to control the mechanical angle, to achieve the purpose of a precise control. It will be obvious to those skilled in the art that various modifications and variations may be made with respect to the described embodiments. It is intended that the description and examples be considered as examples only, a real scope of the invention being indicated by the following claims and their equivalents.
    权利要求:
    Claims (24)
    [0001]
    REVENDICATIONS1. A crank angle control system, comprising: an internal combustion engine that provides a crown pulse signal and a top dead center judgment signal; a generator that provides three-phase Hall effect signals; a vehicle control unit that provides a stop signal; and a control controller connected to the internal combustion engine, the generator and the vehicle control unit, and comprising: a pulse duration modulation unit; a power control signal for controlling the action of the pulse duration modulation unit for controlling a current delivered by a battery; and a computing unit for receiving the stop signal, the top dead center judgment signal, the ring pulse signal and the three-phase Hall effect signals, so as to obtain a top dead center and a bottom dead center. a crankshaft of the internal combustion engine in accordance with the crown pulse signal and the top dead judgment signal, whereby the power control signal is turned off and the pulse duration modulation unit is started to change a order of the three-phase Hall effect signals to stop the crankshaft in position when the crankshaft reaches the top dead center, and the power control signal is activated when the crankshaft arrives at the bottom dead center.
    [0002]
    The control system of claim 1, wherein the top dead center judgment signal is a cam signal, a controller LAN signal, a crankshaft angular rate variation signal, a sensor signal. intake manifold absolute pressure or an ignition current detection signal.
    [0003]
    The control system of claim 1, wherein the computing unit activates the power control signal at an end point of a missing signal in the ring pulse signal when the engine speed of the internal combustion engine is below a specific value, so as to allow the battery to deliver current to the generator and drive the crankshaft of the internal combustion engine to reach or exceed the top dead center.
    [0004]
    4. The control system according to claim 3, wherein the specific value is determined by a torque with which the crankshaft can reach or exceed the top dead center, and by the remaining inertia of the engine speed which passes from the specific value. to zero.
    [0005]
    5. Control system according to claim 1, wherein the internal combustion engine and the generator are coaxial.
    [0006]
    6. Control system according to claim 1, wherein the top dead center refers to a top dead center between a compression stroke and a combustion stroke.
    [0007]
    7. Control system according to claim 1, in which the bottom dead point refers to a bottom dead center between a combustion stroke and an exhaust stroke.
    [0008]
    The control system of claim 1, wherein the generator uses a Hall effect sensor, a decoder, or a resolver to provide the three-phase Hall effect signals.
    [0009]
    The control system of claim 1, wherein the battery is a solar battery, a fuel cell, or a secondary battery.
    [0010]
    A control system according to claim 1, wherein the computing unit, upon receiving the stop signal, controls the control controller to disable the power control signal, so that the modulation unit pulse duration is inactive, and that the battery does not deliver current.
    [0011]
    The control system of claim 1, wherein the pulse duration modulation unit converts an analog signal into a pulse duration modulation signal and outputs the pulse duration modulation signal, and the power control signal controls the pulse duration modulation unit to control the battery to deliver a current.
    [0012]
    12. Control system according to claim 1, wherein the calculation unit, when the crankshaft is stopped in position, determines whether a number of seconds when the crankshaft is stopped in position is greater than a specific number of seconds, and disables the power control signal and starts the pulse duration modulation unit to restore the order of the three-phase Hall effect signals when the number of seconds is greater than the specific number of seconds.
    [0013]
    A method of crank angle control using a system according to claim 1, which is applicable to an internal combustion engine, comprising: obtaining a stop signal, and obtaining a top dead center and a bottom dead center of a crankshaft of the internal combustion engine in accordance with a ring pulse signal and a top dead center judgment signal of the internal combustion engine; judging if a motor speed of the internal combustion engine is less than a specific value, and setting a generator of the internal combustion engine in a drive mode to an end point of a signal missing in the signal impulse corona if the motor speed is lower than the specific value; and placing the generator in a standby mode based on the top dead center judgment signal, judgment if the crankshaft reaches the top dead center, and setting the generator in a hold mode to stop the crankshaft. in position when the crankshaft arrives later at the bottom dead center.
    [0014]
    The control method according to claim 13, wherein the top dead center judgment signal is a cam signal, a controller LAN signal, a crankshaft angular speed variation signal, a crankshaft sensor signal, intake manifold absolute pressure or an ignition current detection signal.
    [0015]
    The control method according to claim 14, wherein the top dead center and the bottom dead center of the internal combustion engine crankshaft are detected by converting a mechanical angle of the internal combustion engine to an electric angle of the generator, identifying a top dead center position according to a pulse signal of the / 4 cam signal, and controlling a crankshaft position of the internal combustion engine in accordance with the electrical signal.
    [0016]
    16. The control method of claim 15, wherein the electric angle of the generator is calculated by the three-phase Hall effect signals of the generator.
    [0017]
    17. The control method according to claim 13, further comprising, after obtaining the stop signal, putting the generator of the internal combustion engine in the standby mode.
    [0018]
    18. The control method according to claim 13, wherein the top dead center refers to a top dead center between a compression stroke and a combustion stroke.
    [0019]
    19. The control method according to claim 13, wherein the bottom dead point refers to a bottom dead center between a combustion stroke and an exhaust stroke.
    [0020]
    The control method of claim 13, wherein the generator provides a current to drive the crankshaft to reach or exceed the top dead center after the internal combustion engine generator has been put into the drive mode. .
    [0021]
    21. The control method according to claim 20, wherein the specific value is determined by a torque with which the crankshaft can reach or exceed the top dead center and by the remaining inertia of the engine speed which passes from the specific value to zero. / 4
    [0022]
    22. The control method according to claim 13, wherein the generator in the standby mode is not driven or does not generate electric current.
    [0023]
    The control method according to claim 13, wherein the generator maintenance mode refers to changing an order of the three-phase Hall effect signals that are modulated by pulse duration, and the magnetic fields of the generator. intertwine temporarily.
    [0024]
    24. The control method according to claim 13, further comprising, after the generator has been put into the hold mode, determining if a number of seconds during which the crankshaft is stopped in position when the generator is in the operating mode. maintenance, is greater than a specific number of seconds, and putting the generator in standby mode if the number of seconds is greater than the specific number of seconds.
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    TW201617521A|2016-05-16|
    US20160131100A1|2016-05-12|
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    2017-05-10| PLFP| Fee payment|Year of fee payment: 3 |
    2018-03-23| PLSC| Search report ready|Effective date: 20180323 |
    优先权:
    申请号 | 申请日 | 专利标题
    TW103138999A|TWI605191B|2014-11-11|2014-11-11|Crankshaft angle control method and system thereof|
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