JP5255505B2 - Main stand state detection device and motorcycle equipped with main stand state detection device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a main stand state detecting device for detecting an abnormality or the like of a main stand in a motorcycle provided with a main stand that lifts a wheel to a non-grounded state during parking.

The motorcycle includes a main stand that lifts a rear wheel or the like to park in a non-grounded state during parking. An auto stand provided with a stand switch for detecting a retracted state and a standing state is also known.
As this stand switch, there is a switch in which a switch for detecting a retracted state and a switch for detecting a standing state are each constituted by a limit switch, and a total of two switches are arranged (see Patent Document 1).
Some side stand switches are provided with a rotary switch that detects a rotation angle by a single switch and detects a standing state, a retracted state, and an intermediate state thereof (see Patent Document 2).
Further, there is an auto stand that detects an intermediate state and determines that this is an abnormality of the stand and warns (see Patent Document 3).
In the first place, the conventional side stand switch excluding the auto stand does not input a signal to the ECU, but is connected directly to the ignition relay, so it is a mechanism to stop the engine if any abnormality occurs in the SW, etc. With one stand switch It was good (in the conventional configuration, the abnormality of the stand switch itself was not known).

Noto 2523403

Japanese Patent Publication No. 6-31038

Japanese Patent No. 2839898

By the way, when the abnormality is detected by a signal input to the ECU, the determination is made by the detection signal of the stand switch. However, when the signal that is the basis for this determination is incorrect, that is, if there is an abnormality in the stand switch situation, the abnormality determination will be inaccurate.
Cases in which the conventional abnormality detection unit determines that there is an abnormality are based on an error signal due to a failure of the stand switch (referred to as an abnormality of the stand switch itself), or the main stand is rotating between the retracted state and the standing state (stand The case where the main stand itself, the return spring, etc. deteriorate over time and remain in an intermediate state (referred to as an abnormality of the main stand) is included.
Therefore, it is desired to detect the abnormality of the stand switch itself. However, since there is no conventional example having such a function, the first object is to enable detection of the abnormality of the stand switch itself. A second object is to accurately determine whether the main stand is abnormal or in operation.

In order to solve the above-mentioned problem, the invention according to claim 1 relating to a main stand state detecting device is characterized in that the main stand state detecting device includes a stand switch for detecting when the main stand is in the retracted state or the standing state. The stand switch includes a first stand switch for detecting the retracted state and a second stand switch for detecting the standing state, and the stand switch is based on a combination of detection signals of the first stand switch and the second stand switch. An abnormality detection means is provided for determining an abnormality of the main stand or an abnormality of the main stand where the main stand is not in the retracted state or the standing state.

According to a second aspect of the present invention, in the first aspect of the present invention, the abnormality detection means determines an abnormality by pattern determination combining an on / off signal generated by rotation of a main stand.

According to a third aspect of the present invention, in the above first aspect of the invention, in the abnormality determination of the main stand, first, the abnormality detection means detects a state where the main stand is neither in the retracted state nor the standing state, and the predetermined stand is detected from this detection time point. It is characterized in that an abnormality of the main stand is determined when the operation time elapses.

According to a fourth aspect of the present invention, in the first aspect, the stand switch is either a limit switch or a switch having a rotation angle detecting means.

According to a fifth aspect of the present invention, in the main stand state detecting device having a stand switch for detecting when the main stand is in the retracted state or the standing state, the stand switch can detect the retracted state and the standing state independently. The first stand switch and the second stand switch are, and an abnormality for judging an abnormality of the stand switch itself or an abnormality of the main stand based on a combination of detection signals of the first stand switch and the second stand switch. A detection means is provided.

A sixth aspect of the present invention is characterized in that, in the fifth aspect, the abnormality detection means determines an abnormality by pattern determination combined with an on / off signal generated by rotation of a main stand.

A seventh aspect of the invention is characterized in that, in the fifth aspect, the stand switch is a switch having rotation angle detecting means.

According to an eighth aspect of the present invention, in the motorcycle provided with the main stand state detecting device according to any one of the first to seventh aspects, the main stand (11) is slanted downward from the head pipe (24) of the vehicle. A rear frame is provided at the rear part of the front wheel (1) of the main frame (25) extending rearward so that a rear wheel is provided when the main stand (11) is in an upright state, and the main stand (11) is provided. And a control device that controls the first driving force control mode when the standing state is detected and the second driving force control mode when the main stand (11) is detected in the retracted state. Features.

A ninth aspect of the present invention provides the vehicle according to the eighth aspect, wherein the vehicle including the main stand state detecting device includes a centrifugal clutch in a driving force transmission path of a rear wheel, and the first driving force control mode is: The transmission of the driving force is controlled to be less than the connection rotational speed of the centrifugal clutch.

According to the first aspect of the present invention, since the two stand switches detect the state of the main stand separately, if each stand switch detects a different state, it can be determined that one of them is abnormal. Therefore, the abnormality of the stand switch itself can be detected by monitoring the two switches of the first stand switch and the second stand switch. As a result, the cause of the abnormality related to the main stand can be determined more accurately, and whether the detection signals of the first stand switch and the second stand switch, which are the premise of the abnormality determination, can be determined.

According to the second aspect of the present invention, it is possible to easily and accurately determine the abnormality of the stand switch itself by a pattern in which the two on / off signals including the first stand switch and the second stand switch are combined.

According to the invention of claim 3, when the abnormality detection means detects that the main stand is in the intermediate state, the stand operation time is measured by the timer and compared with the predetermined stand operation time, It is possible to reliably determine abnormality of the main stand during operation.

According to the invention of claim 4, an abnormality is determined by combining the two stand switches of the first stand switch for detecting the retracted state and the second stand switch for detecting the standing state. In this combination, either a limit switch or a switch having a rotation angle detection means can be applied.
If it is a limit switch, the standing state or the storage state or other state can be detected binary by turning on and off, for example, if one is in the storage state and the other is in the standing state, it becomes a combination that is impossible. Either one of the stand switches is abnormal such as a failure.
In the case of a switch having a rotation angle detection means, the retracted state, the standing state, and the intermediate state can be detected for each stand switch by detecting the rotation angle. Therefore, when the detection states of the respective stand switches are combined, if the combinations are different, the stand switch itself becomes abnormal.

According to the invention of claim 5, since each of the first stand switch and the second stand switch can independently detect the retracted state, the standing state, or the intermediate state, the stand switch itself is obtained by mutual monitoring of the two stand switches. The first stand switch and the second stand switch can be made the same, and each can be constituted by an existing rotary switch.

According to the invention of claim 6, since abnormality is judged by pattern discrimination combining on / off signals of two rotary switches, the stand position can be specified for each switch, so the detection of the stand position becomes accurate. .

According to the seventh aspect of the present invention, since the stand switch has the rotation angle detecting means, the state of the main stand can be detected by detecting the rotation angle.

According to the eighth and ninth aspects of the present invention, when the main stand is in the upright state, the rear wheel of the motorcycle is in contact with the ground. The driving force can be appropriately controlled. Accordingly, it is possible to provide a stand device that is highly reliable for a switch abnormality because it is not necessary for the driver to pay attention when the stand stands while being of the rear wheel installation type that is easy to put on the main stand.

Side view of a motorcycle to which the present invention is applied Side view near the main stand The figure which shows the main stand part from the vehicle body front Exploded perspective view showing how to install stand switch The figure which shows the structure of the 1st and 2nd stand switch typically The figure which shows the contact operation of the 1st and 2nd stand switch according to a stand angle. The figure which shows the pattern which combined the state of each stand switch according to the stand angle Flow chart for detecting stand status The figure which shows the stand switch which makes another Example The figure which shows the contact operation of the 1st and 2nd stand switch according to a stand angle. The figure which shows the pattern which combined the state of each stand switch according to the stand angle Flow chart of thinning control Flow chart of another embodiment in start suppression control

Embodiments will be described below with reference to the drawings. FIG. 1 is an external side view of a motorcycle to which the present invention is applied.
In this application, the state of the main stand is the storage state, the intermediate state, and the standing state, the intermediate state is the storage state or a state other than the standing state, and the state other than the storage state is the stand-out state (the state where the main stand is extended) )
The motorcycle is of a scooter type having a front wheel 1 and a rear wheel 2 at the front and rear. The front wheel 1 is supported by a front fork 3 and is steered by a bar handle 4. Reference numeral 5 denotes a grip of the bar handle. A headlight 6, a blinker 7, a meter 8, and the like are arranged on the front upper part of the vehicle body in the vicinity of the grip 5. Reference numeral 9 denotes a low floor type floor, which is located between the bar handle 4 and the rear seat 10.
A unit swing type power unit 14 is disposed below the seat 10 and supported at the rear end thereof.

A main stand 11 is provided on the front side of the lower part of the vehicle body below the low floor type floor 9 so that the vehicle stands upright at the time of parking, and the front wheel 1 is floated from the ground 12 to support the vehicle body upright. At this time, the rear wheel 2 remains grounded.
That is, the main stand 11 is of a forward arrangement type provided near the front wheel 1 so as to stand up with the rear wheel 2 grounded.
As will be described later, the main stand 11 is in a retracted state in which the main stand 11 is turned up by approximately 90 ° rearward during traveling.
The upper part of the main stand 11 is covered with a stand cover 13 on the front wheel 1 side so as to prevent water, mud and the like that the front wheel 1 jumps up.

The vehicle body is covered with a vehicle body cover, and this vehicle body cover includes a front cover 15, a leg shield 16, a handle cover 17, a floor cover 18, and a rear cover 19. 20 is a front fender, 21 is a rear fender, and 22 is a rear cushion.
The body frame 23 includes a head pipe 24 at the front end, a main frame 25 that extends diagonally downward and rearward along the center of the vehicle body, and extends downward from the low floor type floor 9. A rear frame 26 is provided that extends rearwardly upward, bends below the rear portion of the seat 10, and extends substantially horizontally above the rear wheel 2.
The head pipe 24 rotatably supports a steering shaft 27 that connects the front fork 3 and the bar handle 4.

There is a bracket below the bent portion 25c near the bent portion 25c that changes from the down portion 25a disposed in the leg shield 16 inside the main frame 25 obliquely up and down to the floor portion 25b extending substantially horizontally in the front-rear direction below the low floor type floor 9. 28 is welded and extends downward, and the upper end portion of the main stand 11 is rotatably supported here.

A unit swing type power unit 14 is swingably connected to the rear end portion of the floor portion 25b through a link 29. The unit swing type power unit 14 includes an engine 30 having a cylinder portion 27 disposed in the front-rear direction substantially horizontally across the front portion 26a of the rear frame 26 obliquely disposed below the front portion of the seat 10, and An integrally configured transmission 31 is provided. The transmission 31 is a belt-type continuously variable transmission, has an automatic centrifugal clutch, and clutches in at a predetermined engine speed to transmit driving force to the rear wheel 2 to drive the rear wheel 2. ing.

The rear cushion 22 is disposed between the rear part of the transmission 31 and the rear part 26 b extending substantially horizontally of the rear frame 26. An air cleaner 32 is disposed between the transmission 31 and the rear frame 26. A rear cover 19 below the seat 10 is opened upward, and the opening is opened and closed by the seat 10. A storage case 33 is disposed in the front and a fuel tank 34 is disposed in the rear.
The container 33 is opened upward, has a relatively large capacity capable of accommodating a helmet, is supported by the rear frame 26, and is opened and closed by the seat 10.
The fuel tank 34 is supported by the rear portion 26b and can be refueled by opening the seat 10.

FIG. 2 is a side view of the vicinity of the main stand 11. The main stand 11 includes an arm portion 40 and a grounding portion 41 that are substantially L-shaped in side view, and an upper portion of the arm portion 40 is rotatably attached to a lower portion of the bracket 28 by a pivot shaft 42. A coaxial rotary shaft switch 43 is attached to the pivot shaft 42. The upper end portion of the bracket 28 is welded to the vicinity of the bent portion 25 c of the main frame 25. The front, left and right of the bracket 28 are covered with a stand cover 13 including a stand switch 43 at the tip. The stand cover 13 is made of an appropriate material such as a metal or a rigid resin, and protects the stand switch 43 from the splashing water and mud from the front wheel. This stand cover 13 is particularly effective as a protection means for the stand switch 43 when the main stand 11 is disposed at the front position of the vehicle body in the vicinity of the rear of the front wheel as in this embodiment.

The stand switch 43 detects whether the main stand 11 is in an upright state, a retracted state indicated by a virtual line rotated approximately 90 °, or an intermediate state, and outputs a stand position signal. The stand switch 43 is engaged with an upper hook 44 and is prevented from rotating.
Although the stand switches 43 are provided as a pair of left and right, in the side view in the illustrated state, the left and right ones overlap and only the front side (the left side of the vehicle body) is visible. In the present application, when the left and right are not distinguished, they are collectively referred to as the stand switch 43, and when it is necessary to distinguish between the left and right, the first stand switch 43A and the second stand switch 43B are displayed as described later.

The upper hook 44 protrudes long outward from the bracket 28, and the upper end of the return spring 45 is locked to the tip. The return spring 45 is engaged with the lower hook 46 at the lower end, and constitutes a reversing spring that urges the main stand 11 to be either in the upright state or the retracted state. It is designed to urge the rotation to either the standing state or the retracted state.
Therefore, when the return spring 45 is detached from the upper hook 44 or the lower hook 46 or greatly deformed, an abnormality of the main stand that causes the main stand 11 to remain in an intermediate state occurs.

Reference numeral 47 denotes a harness for sending a stand position signal detected by the stand switch 43. The harness 47 is obliquely lifted from the stand switch 43, extends backward, and is connected to the ECU 48 disposed below the low floor type floor 9. The detection signal is input to the ECU 48. It is supposed to be. The ECU 48 is housed in a tray 9a provided below the low floor type floor 9, and can be maintained by opening and closing the lid 9b provided on the low floor type floor 9. The ECU 48 is housed below the low floor type floor 9 and overlaps the battery 49 supported by the floor portion 25b in a side view.

FIG. 3 is a view showing the main stand 11 portion from the front of the vehicle body. The arm portion 40 has a substantially gate shape made of an appropriate material having a rigidity such as a steel round bar and a member having a cross-sectional shape, and the upper portion is a cross portion 40a extending in the vehicle body width direction (left-right direction).
The arm portion 40 bends from the cross portion 40a at the shoulder portion 40b and extends downward in the illustrated state, and the lower ends of the brackets 50 are welded to the left and right shoulder portions 40b. It protrudes.

On the other hand, a pair of brackets 28 are welded to the left and right sides in the vicinity of the bent portion 25c, and the respective upper ends are welded to the left and right sides. Each lower end is configured to face and overlap the inside of the bracket 50.
Therefore, the left and right brackets 50 and the lower ends of the corresponding brackets 28 are overlapped with each other, and the first stand switch 43A on the right side and the second stand switch 43B on the left side form a pair of left and right stand switches on the pivot shaft 42, respectively. The first stand switch 43A and the second stand switch 43B are fastened together.

The first stand switch 43A and the second stand switch 43B are a pair of stand switches 43, respectively. Also, it is convenient for the first stand switch 43A on the right side and the second stand switch 43B on the left side to be convenient, and the left and right may be reversed.
Further, the mounting structure of the first stand switch 43A and the second stand switch 43B is almost the same, but the second stand switch 43B protrudes outward long because the return spring 45 is provided only on the left side. The first stand switch 43A is engaged with the upper hook 51 that does not protrude long as described above, whereas the first stand switch 43A is engaged with the upper hook 44. The length of the upper hook 51 is short enough to fit within the left-right width of the first stand switch 43A, and is provided coaxially with the upper hook 44.

FIG. 4 is an exploded perspective view showing how to attach the second stand switch 43B. The mounting structure of the first stand switch 43A is the same.
A mounting hole 28 a is provided near the upper hook 44 at the lower portion of the bracket 28. On the other hand, the bracket 50 is also provided with a mounting hole 50a. However, the mounting hole 50a has a larger diameter than the mounting hole 28a.

This bracket 50 is overlapped on the outside of the bracket 28, the axial center of the mounting hole 28a and the mounting hole 50a are aligned, a pivot shaft 42 which is a stepped bolt is inserted from the outside, and the male screw portion 53 protruding inward of the vehicle body is inserted. When the nut 28 is fastened from the vehicle body inner side of the bracket 28, the bracket 50 is attached to the bracket 28 by the pivot shaft 42.
The pivot shaft 42 has a small-diameter male screw portion 53 that is substantially the same size as the inner diameter of the bracket 28, a large-diameter portion 54 that is larger in diameter than the mounting hole 50a, and a larger-diameter head at one end thereof. 55, and a female screw hole 56 is formed in the axial center of the large-diameter portion 54 from the head 55 to the axial center of the head 55 from the outside toward the inside.

Therefore, when the bracket 50 is attached to the bracket 28 by the pivot shaft 42, the pivot shaft 42 is fixed to the bracket 28 by clamping the bracket 28 between the nut 42 and the large diameter portion 54, and the bracket 50 is fixed to the bracket 28. The main stand 11 is attached to the bracket 28 so as to be rotatable.

The second stand switch 43B is overlapped on the head 55 of the pivot shaft 42 from the outside, and a stepped screw 57 is attached to a mounting hole (not shown) provided at the center of the second stand switch 43B. Then, the screw portion 58 at the front end penetrating the second stand switch 43B is fastened to the female screw hole 56 of the head portion 55, so that the pivot shaft 42 is coaxially mounted and integrated.
The second stand switch 43B includes a rotor portion 60 and a switch case portion 62, and the rotor portion 60 has left and right engaging protrusions 61 (only one left side is visible in this drawing) when attached to the pivot shaft 42. By sandwiching the outer edge of the main stand 11, the main stand 11 rotates integrally on the rotation axis coaxial with the pivot shaft 42.

A part of the switch case part 62 penetrates the center side of the rotor part 60 in the direction of the rotation axis so as to support the rotor part 60 so as to be rotatable, and goes out of the rotor part 60 to be orthogonal to the rotation axis. It is integrated with the outer cover portion 63 that spreads out and is fixedly attached to the pivot shaft 42 with a screw portion 58.
The outer cover portion 63 is provided with a substantially U-shaped groove 64, and the switch case portion 62 is prevented from rotating by inserting the upper hook 44 into the groove 64 when the stand switch 43 is attached to the pivot shaft 42.

FIG. 5 schematically shows the structure of the stand switch 43 as viewed from the left side of the vehicle body.
The main stand 11 rotates between the storage state X, the intermediate state Y, and the standing state Z, and when the rotation limit in the storage state X is 0 °, the stand angle (the rotation angle of the main stand 11) is the timepiece. The range of 0 ° to 25 ° in the rotation direction is the storage state, the range of more than 25 ° to less than 77 ° is the intermediate state, and the range of 77 ° to 102 ° is the standing state. 102 ° is the turning limit of the standing state.
The rotor part 60 is provided with a movable contact 65, and the movable contact 65 rotates integrally with the rotor part 60 about the pivot shaft 42. The movable contact 65 is grounded.

In the first stand switch 43A, an arc-shaped first fixed contact 66 is disposed on a concentric circle 59 centering on the pivot shaft 42 on the switch case portion 62 side, and the movable contact 65 slides when the main stand 11 is in the retracted state. The movable contact 65 is provided only at a position that overlaps the rotation range 0 ° to 25 ° so as to move. The first fixed contact 66 is connected to the power source and the ECU 48 and is turned on only when the movable contact 65 is sliding, and outputs a stand signal to the ECU 48.
For this reason, the first stand switch 43A is a stand switch that detects only one of the storage state and the standing state. However, in the intermediate state or standing state, it is turned off and does not actively output a stand signal, but since this stand signal is not output, it can be detected that it is in a state other than the storage state. Two states can be detected. However, in this case, the standing state and the intermediate state cannot be clearly distinguished.

Therefore, the first stand switch 43A is a stand switch that detects only one of the retracted state and the standing state, and is within a predetermined stand angle (in this case, 0 ° to 25 °) or otherwise. It is also a switch having a rotation angle detecting means.
Thus, the rotation angle detection means can be realized by using a rotary switch. In addition, since the range of a predetermined stand angle can be turned on, the detection of the retracted state (in the case of the second stand switch 43B) can be widened, and the detection is performed while avoiding the influence of the vibration of the vehicle body. The state can be stabilized.

If it is sufficient to detect only the two states of the standing state and the retracted state and the number of switches used is large, the standing state and the retracted state as in the conventional example are used instead of the rotary switch as in this embodiment. It is good also as a limit switch which detects a state state.
In addition, if it is not necessary to secure a predetermined stand angular width for detection of the standing state and the retracted state, the sliding contact structure in the rotary switch of this embodiment is changed to a contact / separation type contact structure such as a button switch. Also good.

In the second stand switch 43B, an arc-shaped second fixed contact 67 is disposed on a concentric circle 59 centering on the pivot shaft 42 of the switch case portion 62, and the movable contact 65 slides when the main stand 11 is in the standing state. As described above, the movable contact 65 is provided only at a position overlapping the rotation range 77 ° to 102 °. The second fixed contact 67 is connected to the power source and the ECU 48 and is turned on only when the movable contact 65 is sliding, and outputs a stand signal to the ECU 48.
Thus, the second stand switch 43B is a stand switch that detects only the standing state.
Note that the first stand switch 43A is capable of detecting two states of a standing state and a state other than that and having a rotation angle detecting means for detecting whether the stand angle is within a range of 77 ° to 102 ° or other than that. It is the same.

The ECU 48 to which the stand signal is input includes an input circuit 70, a CPU 71, and an injector drive circuit 72.
In addition to the stand signal (stored state) of the first stand switch 43A and the stand signal (standup state) of the second stand switch 43B, the input circuit 70 is supplied with a throttle opening signal and a crank pulser 74 from the throttle sensor 73. To the crankshaft, that is, the engine speed signal, and the brake sensor 75 receives a brake signal when the brake is applied.

The CPU 71 first detects a stand position based on a stand signal input to the input circuit 70, and then, based on the detected stand position, thinning control in the standing state of the main stand and suppression of starting at the time of starting. In a predetermined case where the CPU 71 determines that the thinning mode will be described later, the low rotation injection thinning control (hereinafter simply referred to as thinning) is performed so that the injection driving circuit 72 performs fuel injection so as to stop the injector 76 intermittently. Control), and at the time of starting, the start is suppressed only by an operation with a clear intention of the rider.

FIG. 6 is a schematic diagram showing the contact state of the first stand switch 43A and the second stand switch 43B according to the rotation of the main stand 11. As shown in FIG. The upper stage is the first stand switch 43A, and the lower stage is the second stand switch 43B.
First, a is in the retracted state, and the first stand switch 43A is turned on when the movable contact 65 is electrically connected to the first fixed contact 66. The second stand switch 43B is off because the movable contact 65 is far away from the second fixed contact 67.

b is a state in which the main stand 11 is in an intermediate state, that is, a state in which the stand angle of the main stand 11 is in a range of more than 25 ° to less than 77 °, and the movable contact 65 of the first stand switch 43A is disconnected from the first fixed contact 66. The second stand switch 43B is still off because the movable contact 65 has not moved onto the second fixed contact 67 yet.

c is a state in which the main stand 11 is in a standing state, that is, a stand angle of the main stand 11 is in a range of 77 ° to 102 °, the first stand switch 43A is kept off, and the second stand switch 43B is movable. The contact 65 is turned on by sliding on the second fixed contact 67.

FIG. 7 is a diagram for explaining the determination of the stand position based on the stand signal of each stand switch. The upper row shows a chart combining the operations of the main stand regarding the state of the stand switch, and the lower row is combined with the state of each stand switch. Indicates a pattern.
In the upper stage, the horizontal axis indicates the stand angle, the vertical axis indicates a state of the first stand switch, b indicates the state of the second stand switch, c indicates the stand mode, and d indicates the position of the main stand. Show.

In the stand position detection, when the stand signals are input to the respective flags F_CSTAND1 and F_CSTAND2 for each stand switch by the stand signals of the first stand switch 43A and the second stand switch 43B (that is, when the contacts are on). ) Set 0 to indicate the retracted state or standing state, and set 1 to indicate the state other than the retracted state or other than the standing state when the stand signal is not input (that is, when the contact is off). To do. Next, when the stand position is discriminated by the combination pattern of the flags F_CSTAND1 and F_CSTAND2, and the stand mode STDMODE is determined to be 0 in the retracted state, 1 in the standing state, 2 in the operation, or an abnormality of the switch or the stand. Set 3 Details will be described later.

The engine speed detected by the crank pulser is used to set the engine speed flag F_STDNE. Based on the detected engine speed and a preset clutch-in speed (standard engine speed when clutching in), a higher speed is 1 if it is higher, and a lower speed is lower. 0 is set.

When the stand angle is 0 ° to 25 °, the main stand of d is in the retracted state, when it is more than 25 ° to less than 77 °, the main stand is in the intermediate state, and when it is 77 ° to 102 °, the main stand stands up. Is in a state.
The flag F_CSTAND1 indicating the state of the first stand switch at a is set to 1 because the stand angle is turned on in the range of 0 ° to 25 °, and is turned off from 0 to more than 25 ° to 102 °.

The flag F_CSTAND2 indicating the state of the second stand switch at b is 1 because it is off at 0 ° to less than 77 °, and is 0 because it is on from 77 ° to 102 °.
The stand mode STDMODE of c is assigned 0 in the storage state, 2 in the middle state, 2 in operation or abnormal 3, and 1 in the standing state.
During operation 2, the main stand is not in the retracted or standing state, but is in the middle of normal operation between the stowed state and the standing state. Abnormality is caused by failure of the stand switch itself or the main stand itself. It is in a state.

The flags F_CSTAND1 and F_CSTAND2 of the first stand switch and the second stand switch are four combinations as shown in the pattern discrimination table in the lower stage.
If this is expressed in a combination form of (first stand switch flag F_CSTAND1, second stand switch flag F_CSTAND2), the case of (0, 0) is a combination that is not theoretically possible. The stand mode STDMODE is determined to be 3 as an abnormal state. Similarly, in the case of (0, 1), it can be determined that the stored state, and the stand mode STDMODE is fixed to 0. In the case of (1, 0), the stand mode STDMODE is set to 1 as the standing state.

In the case of (1, 1), it cannot be judged at this stage during operation or the possibility of abnormality. Therefore, when this combination of flags is set, the ECU 48 further controls the operation time Ton of the main stand by a timer (the flags of both switches are (0, 1) → (1, 0) or (1, 0) → (0, 1)). T0-Ton = tmSTAND obtained by subtracting this from a predetermined standard time T0, and if tmSTAND ≦ 0 or less, that is, it takes too much time, Since it is considered that the main stand is in an abnormal state in which the main stand is left out (for example, the return spring 45 is detached), it is determined that there is an abnormality and 3 is set. Otherwise, it is determined that the operation is in progress and 2 is set.

Thereby, the stand position can be easily determined by pattern determination in which the state of the main stand is a combination of the stand signals of the first stand switch and the second stand switch.
In addition, it is possible to easily and accurately discriminate the abnormality of the stand switch itself and the abnormality during operation and the stand, which cannot be discriminated only by combining the signals of the respective stand switches, by measuring the stand operation time by the timer.

FIG. 8 is a flowchart of this stand position detection.
First, it is determined whether the flag F_CSTAND1 is 0 or 1 for the state of the first stand switch (S · 1), and if it is 0, that is, the storage state, the state of the second stand switch is checked with the flag F_CSTAND2 (S · 2 ), That is, in a standing state, since it is a combination of (0-0) in the pattern discrimination table of FIG. 7, the stand mode STDMODE is set to 3, and the abnormality of the stand switch itself is determined (S 3).

In S · 2, if it is 1, the storage state is equivalent to the combination (0-1) in the pattern discrimination table of FIG. 7, so the stand mode STDMODE is set to 0 and the normal state (that is, the storage state) is determined. (S.4).

If the flag at S · 1 is 1 (stand-out state, ie, intermediate state or standing state), the flag F_CSTAND2 of the second stand switch is checked (S · 5), and if 0, (1 in the pattern discrimination table of FIG. -0), the normal state (standing state) is determined and the stand mode STDMODE is set to 1 (S.6).

If it is 1 in S · 5, it is a combination of (1-1) in the pattern discrimination table of FIG. 7, and it cannot be discriminated whether it is in operation or abnormal. TmSTAND is calculated from the difference between and whether it is 0 or less (S · 7).
If S · 7 is greater than 0, it is determined that the operation is in progress and 2 is set in the stand mode STDMODE (S · 8).
If it is 0 or less, the main stand is in the unloaded state, so it is determined as an abnormal state due to a failure or the like on the main stand side, and 3 is set in the stand mode STDMODE (S · 9).

As described above, the abnormality can be easily and accurately determined by combining the two stand switches of the first stand switch 43A for detecting the retracted state and the second stand switch 43B for detecting the standing state.
Moreover, in the motorcycle according to this embodiment, when the main stand 11 is in the standing state, the rear wheel 2 is in contact with the ground, and therefore, there is a strong demand for the main stand 11 to be reliably retracted before starting. Therefore, it becomes a suitable abnormality detection means for such a vehicle.

As long as the two stand switches are combined, either a limit switch or a switch having a rotation angle detecting means can be applied. If it is a limit switch, the standing state or the storage state or other state can be detected binary by turning on and off, for example, if one is in the storage state and the other is in the standing state, it becomes a combination that is impossible. Either one of the stand switches is abnormal such as a failure.

FIG. 9 shows a rotary switch constituting another embodiment of the stand switch. This stand switch is provided as a pair of left and right as the first and second stand switches as in the previous embodiment, but the same left and right are used in the same manner. The stand switch has a contact structure different from that of the previous embodiment, and the others are almost the same. Therefore, the same reference numerals are used for the common portions with the previous embodiment, and the detailed description of the common portions is omitted.

The stand switch 143 is a rotor type switch including a rotor portion 160 and a switch case portion 162, and the rotor portion 160 rotates integrally with the main stand 11 around the pivot shaft 42. The switch case portion 162 is fixed to the vehicle body side by the pivot shaft 42 and is prevented from rotating by the upper hook 44.
A movable contact 165 is fixed to the rotor portion 160 so as to rotate integrally. The movable contact 165 has a half-moon shape, and is formed as a cutout portion 163 in which a part of the arc portion is cut out, and both sides in the circumferential direction are provided as conduction portions 164.

The switch case 162 has a sliding protrusion formed in a punched shape or the like in which the first fixed contact 166 to the third fixed contact 168 are provided at the respective distal end portions on a concentric circle centering on the pivot shaft 42. The conductive portion 164 is set to have a radial dimension and a circumferential dimension so that the conductive part 164 is arranged at intervals and moves so as to overlap with these to slide. The notch 163 has a radial dimension and a circumferential dimension so that it does not contact the first fixed contact 166 to the third fixed contact 168 when the movable contact 165 rotates.

Since the conducting portion 164 of the movable contact 165 contacts the first fixed contact 166 and the third fixed contact 168 at the same time in the retracted state, the conducting portion 164 conducts between them and the first fixed contact 166 is turned on. In the standing state, the second fixed contact 167 and the third fixed contact 168 are simultaneously contacted with each other, so that the second fixed contact 167 is turned on by conducting electricity therebetween. The third fixed contact 168 is a ground contact, and is always connected to the conductive portion 164 in the entire rotation range of the movable contact 165. The first fixed contact 166 and the second fixed contact 167 are connected to the power source and the ECU 48, respectively, and the third fixed contact 168 is grounded.

It is the same as in the previous embodiment that the stand angle is 0 ° to 25 °, the retracted state, the intermediate state when it exceeds 25 ° to less than 77 °, and the upright state when it is 77 ° to 102 °. The circumferential widths of the notch part 163 and the conduction part 164 of 165 and the arrangement angles of the first fixed contact 166 to the third fixed contact 168 are set so that the contact connection is switched according to the stand angle.
According to this stand switch, it is possible to clearly distinguish and detect the three states of the retracted state, the neutral state and the standing state with one stand switch itself. Further, since the position of the main stand can be detected by the stand angle, it is also a switch having a rotation angle detecting means.

FIG. 10 is a diagram schematically showing the contact operation of the first and second stand switches according to the stand angle. Each stand switch is schematically shown as viewed from the left side of the vehicle body. The upper stage is a first stand switch and the lower stage is a second stand switch.
First, a is in the retracted state, and the first and second stand switches are provided in the same direction, so that the same operation is performed, and each movable contact 165 is electrically connected to the first fixed contact 166 and both stand switches. The first fixed contacts 166 are simultaneously turned on.

b is a state in which the main stand 11 is in the intermediate state range, and the first and second fixed contacts 166 and 167 enter the notch 163 of the movable contact 165 in both the first and second stand switches. Therefore, all the first and second fixed contacts 166 and 167 are turned off.
c is a state in which the main stand 11 is in the standing state range, and each movable contact 165 is electrically connected to the second fixed contact 167, so that each second fixed contact 167 is turned on.
That is, as long as the main stand and each stand switch are normal, the same stand signal is output, and each stand switch can output two signals of the retracted state and the standing state.

FIG. 11 is a diagram for explaining the determination of the stand position from the stand signal of each stand switch. The upper part shows a chart combining the operations of the main stand regarding the state of the stand switch, and the lower part combines the state of each stand switch. Pattern.
In the upper stage, the horizontal axis indicates the stand angle, the vertical axis indicates a state of the first stand switch, b indicates the state of the second stand switch, c indicates the stand mode, and d indicates the position of the main stand. Show.

When the stand angle is 0 ° to 25 °, the main stand of d is in the retracted state, when it is more than 25 ° to less than 77 °, the main stand is in the intermediate state, and when it is 77 ° to 102 °, the main stand stands up. Is in a state.
The flag F_CSTAND1 indicating the state of the first stand switch at a is set to 1 indicating the storage state because the first fixed contact 166 is in the storage state when the stand angle is in the range of 0 ° to 25 °. To do. Since more than 25 ° and less than 77 ° are off, 0 which means an intermediate state is set. From 77 ° to 102 °, the second fixed contact 167 is turned on to be in an upright state, so that −1 which means the upright state is set.

Similarly, the flag F_CSTAND2 indicating the state of the second stand switch in b is set to 1 in the retracted state, 0 in the intermediate state, and -1 in the standing state.
The stand mode STDMODE of c is assigned as 0 in the retracted state, 2 during operation or 3 in the intermediate state, and 1 in the standing state as in the previous embodiment.

The flags F_CSTAND1 and F_CSTAND2 of the first stand switch and the second stand switch can be combined in nine ways as shown in the pattern discrimination table in the lower stage. Of these, if the main stand and the first and second stand switches are normal, both stand switches must be in the same combination.
When the combination of (first stand switch flag F_CSTAND1, second stand switch flag F_CSTAND2), the same combination is (1, 1), (0, 0), (-1, -1 In the case of these combination patterns, it is determined to be normal, and in the case of (1, 1), the storage state is determined and the stand mode STDMODE is set to 0. When (0, 0), it is determined that the operation is in progress or an intermediate state due to an abnormality, and the stand mode STDMODE is set to 2. In the case of (-1, -1), the standing mode is determined and the stand mode STDMODE is set to 1.

Since all other combinations are theoretically impossible combinations, the stand switch itself is determined to be in an abnormal state and the stand mode STDMODE is set to 3.
When determining the intermediate state, it is not possible to determine whether the operation is in progress or abnormal, and it is necessary to make a distinction by measuring the operation time using a timer as in the previous embodiment. However, even in this case, the cause of the abnormality is advantageous in that it can rarely be determined that the abnormality is on the main stand side because it is extremely rare that both switches make the same failure and output the same signal at the same time.

In this way, if two stand switches that can independently determine each state (the retracted state, the standing state, and the intermediate state) are used, the abnormality of the stand switch itself can be determined by mutual monitoring, and the abnormality of the stand switch itself can be determined. It is possible to determine whether the side is abnormal. In addition, the abnormality of the stand switch itself can be easily and accurately determined by a pattern in which the on / off signals of the two switches including the first stand switch 43A and the second stand switch 43B are combined.
In addition, since the same stand switch is arranged and used in the same manner, the existing stand switch can be used, and the assembly to the vehicle body becomes easy, which is advantageous in terms of manufacturing and cost.

In particular, if a switch having a rotation angle detecting means such as a rotary switch is adopted, the retracted state, the standing state, and the intermediate state can be detected for each stand switch by detecting the rotation angle, and the position of the stand position can be detected. Detection is more accurate. Therefore, when the detection state of each stand switch is combined, an abnormality on the stand switch itself or the main stand side can be detected immediately by detecting a different combination.

Next, start suppression control based on thinning control performed based on main stand position detection will be described. FIG. 12 is a flowchart of the start suppression control by the thinning control. The thinning control flag F_STDMB for executing the thinning control is 0 for non-execution and 1 for execution, and the initial value at the start is set to 0 (unexecuted). Note that when the thinning control flag F_STDMB is 0, it is also a flag for executing the normal mode in which thinning control is not performed, and similarly, 1 is also a flag for executing the output suppression mode. The flag F_STDTHOP for detecting the throttle state is 1 (TH open) when the throttle is open, and 0 (TH closed) when the throttle is closed.

When starting, first, it is determined whether or not the value of the stand mode STDMODE determined in the stand position detection of FIG. 8 is 1 or more (S · 10). Then, it is determined whether the stand mode STDMODE is 2 or less (S · 11), and if it is Y (either standing 1 or operating 2), the main stand is in the state of being out, so the engine rotation continues. It is determined whether or not the number NE is equal to or greater than the predetermined rotational speed NE0 (S · 12). If the engine speed NE is equal to or higher than the predetermined speed NE0, the engine speed flag F_STANDNE is 1 (high speed). If the engine speed NE is less than the predetermined speed NE0, the engine speed flag F_STANDNE is 0 (low speed). is there.

If the engine speed flag F_STDNE is 1, the engine speed is equal to or greater than the crunch-in, and the throttle opening TH is subsequently compared with a preset clutch-in reference value C_THSTD (S · 13). ) If the current throttle opening TH is larger (TH ≧ C_THSTD), it means that the rider is opening the throttle for starting. The flag F_STDTHOP to be detected is set to 1 (TH open) (S · 14), the thinning control flag F_STDMB is set to 1 (S · 15), and thinning control is performed.

If the throttle opening is smaller than the reference value in S.13, the throttle is returned and the flag F_STDTHOP for detecting the throttle state is set to 0 (TH closed) (S.16). However, since the main stand is either in the intermediate state or in the standing state and is undecided and the engine speed is high enough to clutch in, the thinning control flag F_STDMB is set to 1 to perform thinning control. (S.17). That is, when passing (S · 16), it is a state immediately after closing the throttle with the engine running at a high speed.

In S 12, if the engine speed flag F_STDNE is 0 (low speed) and the engine speed is lower than the clutch-in speed, the automatic centrifugal clutch is not connected and the disconnected state is maintained and the vehicle cannot start. Since it is determined that the vehicle is in the state, that is, the parking state, there is no need for the thinning control, and the thinning flag F_STDMB is set to 0 which does not require the thinning process (S · 18). Thereby, the thinning control is not performed.

If the stand mode STDMODE is greater than 2 in S.11, that is, 3 and abnormal, immediately determine the abnormality and set the thinning control flag F_STDMB to 1 (S.19), and all the fuel is discharged. The engine is stopped by cutting and not supplying fuel to the injector, and confirmation of abnormality and recovery are promoted.

If the stand mode STDMODE is not 1 or more at S · 10, that is, it is 0 and it is in the stored state, the flag F_STDTHOP for detecting the immediately preceding throttle state is read to determine this (S · 20), If it is 1 (TH open), it is next determined whether or not the current throttle opening TH is larger than the reference value C_THSTD (S · 21). If the throttle opening TH is greater than the reference value C_THSTD and the throttle is opened more than a predetermined value, that is, Y (TH open), the rider opens the throttle more than the clutch opening for starting and continues this. Therefore, it is subsequently determined whether or not the engine speed NE is equal to or greater than a predetermined speed NE0 (S · 12). If the engine speed NE is equal to or higher than the predetermined speed NE0, the engine speed flag FSTANDNE is 1 (high speed). If the engine speed NE is less than the predetermined speed NE0, the engine speed flag: FSTANDNE is 0 (low speed). It is.

If the engine rotation speed flag F_STDNE is 1 (high rotation), the engine rotation speed is higher than the clutch-in rotation speed, the automatic centrifugal clutch is engaged, and the vehicle starts. Since this is a necessary state, the thinning control flag F_STDMB is set to 1 to perform thinning control (S23).
If the engine speed flag F_STDNE is 0 (low speed) in S · 22, it can be determined that the engine speed has become lower than the clutch-in speed by the thinning control in S · 23. The flag F_STDMB is set to 0 (S · 25), and the thinning control is not performed.

If the throttle opening TH is N (TH closed) equal to or less than the reference value C_THSTD at S · 21, it can be determined that the throttle is intentionally closed, and the flag F_STDTHOP for detecting the throttle state is set to 0 (TH closed). ) (S · 24), the thinning control flag F_STDMB is set to 0 (S · 25), the thinning control is not performed, and the vehicle can start normally in the normal mode.

In S.20, if the flag F_STDTHOP for detecting the throttle state immediately before reading is 0 (TH closed), it can be confirmed that the throttle is intentionally closed, so the flag F_STDTHOP for detecting the throttle state is set. Set to 0 (TH closed) (S • 24), set the thinning control flag F_STDMB to 0 (S • 25), make thinning control unexecuted, and start normally in normal mode To.

As described above, according to the present embodiment, the stand position can be accurately detected, and therefore, thinning control or the like can be accurately performed based on the stand position detection.
In addition, since it was requested to perform an intentional release operation to cancel the thinning-out control, the thinning-out control can be released only when it is clearly intended to start. Will have to. For this reason, it is not canceled unexpectedly in an unintended state. For this reason, it is particularly effective in starting in a vehicle in which the rear wheels are grounded when the main stand is raised.

In addition, by making the intentional release operation a throttle return operation, it is necessary to perform an operation to close the throttle, which is a reverse operation to start. It will be clearer without. Even if the throttle is closed due to an erroneous operation, the output is lowered once until the throttle is opened on its own volition, so that it serves the purpose of preventing unintended start. In addition, the start suppression control by the thinning-out control can be performed more finely.

Note that the intentional release operation, which is the cancellation condition for the thinning control, is not limited to the throttle return operation. For example, a brake operation may be performed. In this case, in order to express the intention to cancel the thinning-out control at the start, when the brake is applied and the wheel is braked, the brake sensor detects the operation when the brake is applied, and the brake signal signifies that the brake is applied. Is input to the ECU 48, and the ECU 24 determines that an intentional release operation has been performed based on the brake signal, and releases the thinning-out control. Also in this case, since the brake application operation is an operation reverse to the start, a clear intention can be expressed.
Even if the thinning-out control is immediately canceled and the output suddenly increases, braking is applied, so that it is possible to prevent a sudden start earlier than expected.

Next, another embodiment of the start suppression control will be described with reference to the flowchart of FIG. This start restraint control is performed prior to the thinning-out control, in which the stand release of the main stand is performed by using the power of the engine, and then the start standstill control is performed to save labor for the stand release of the main stand.
When starting, it is first confirmed that the stand is in an upright state (S 30), and if it is not in the upright state, the control is terminated. This is because the purpose of labor saving of stand release cannot be realized. Further, the stand state can be accurately determined from the value of the stand mode STDMODE determined in the previous stand position detection.

If the standing state is confirmed in S.30, the output control is set to the normal mode (S.31). The normal mode is a control mode in which output suppression by thinning control is not performed. Specifically, the normal mode is entered by setting the thinning control flag F_STDMB to 0.
When the throttle is opened in this state, the engine speed increases, the automatic centrifugal clutch is connected, and the driving force is transmitted to the rear wheels to drive the rear wheels. Then, since this vehicle is in the standing state of the main stand and the rear wheels are grounded, the entire vehicle starts moving forward. At the same time, as the vehicle moves forward, the main stand is forcibly released from the standing position, and rotates counterclockwise in FIG. 2. When the dead point of the return spring 45 is exceeded, the return spring 45 is further rotated by the restoring elasticity of the return spring 45. Is stored.

Following S · 31, the ECU determines whether or not the main stand has been lifted (S · 32). This determination can be made based on whether or not the stand mode STDMODE is 1. This stand mode STDMODE is constantly updated to the latest by executing the stand position detection of FIG. If the stand mode STDMODE is other than 1 (standup state), it is 0 (storage state), 2 (neutral state), or 3 (abnormal), so it is determined that the main stand has been lifted, and then the process ends. 12 is executed.
Thus, by returning to the output suppression mode immediately after the main stand is released from standing up, it is possible to prevent the engine from starting with the momentum of releasing the main stand from the engine.
In S.32, if the stand mode STDMODE is 1 (in the standing state), the main stand is not yet released from the standing state, and it is necessary to maintain the normal mode, so the operation is repeated until the main stand is released from standing up.

In this way, when the vehicle is started, the normal mode is temporarily set, so that the main stand can be lifted and released using the driving force of the engine. It is possible to easily perform the required stand-up release work of the main stand to save labor, and it is not necessary to provide a large, heavy and expensive special auto stand device using a motor or the like. Therefore, an inexpensive main stand standing release system can be obtained. In addition, the output suppression control at the time of starting from the stand-up release of the main stand can be performed more finely by continuing with the thinning-out control.

It should be noted that this start suppression control is not entered immediately at the start of the engine, but first the thinning control in FIG. 12 is entered, and then the start suppression control of the present embodiment is performed by an operation intended to start such as opening the throttle by the rider. The stand release output control may be temporarily performed, and after the main stand is released from standing up, the thinning control may be returned to FIG. In this way, in a situation where the start suppression control is required, the time for the thinning control can be lengthened to shorten the time for the normal mode as much as possible, and the main stand can be released. Further, the thinning-out control may be not only fuel injection thinning-out but also ignition thinning-out.

According to the present application, it contributes to finer starting restraint control by the main stand putting in and out control and the thinning-out control in the motorcycle.

11: Main stand, 13: Stand cover, 28: Bracket, 40: Arm part, 42: Pivot shaft, 43A: First stand switch, 43B: Second stand switch, 50: Bracket, 60: Rotor part, 62 : Switch case part, 65: movable contact, 66: first fixed contact, 67: second fixed contact, 143: stand switch, 160: rotor part, 162: switch case part, 165: movable contact, 166: first fixed Contact, 167: second fixed contact, 168: third fixed contact

Claims (9)

In the state detection device of the main stand (11) provided with a stand switch (43) for detecting when the main stand (11) is in the retracted state or the standing state, the stand switch (43) detects the retracted state. 1 stand switch (43A) and a second stand switch (43B) for detecting the standing state, based on a combination of detection signals of the first stand switch (43A) and the second stand switch (43B). And an abnormality detecting means for determining an abnormality of the main stand (11) in which the stand switch (43) itself is abnormal or the main stand (11) is not in the retracted state or the standing state. Stand (11) state detection device. The state detection device for a main stand (11) according to claim 1, wherein the abnormality detection means determines an abnormality by pattern discrimination combining an on / off signal by rotation of the main stand (11). In determining the abnormality of the main stand (11), first, the abnormality detecting means detects that the main stand (11) is neither in the retracted state nor in the standing state, and when the predetermined stand operation time has elapsed from this detection point, The state detection device for a main stand (11) according to claim 1, wherein an abnormality of the stand (11) is determined. The state detection device for a main stand (11) according to claim 1, wherein the stand switch (43) is either a limit switch or a switch having a rotation angle detection means. In the state detection device of the main stand (11) provided with a stand switch (43) for detecting when the main stand (11) is in the retracted state or the standing state, the stand switch independently indicates the retracted state and the standing state. It consists of a first stand switch (43A) and a second stand switch (43B) that can be detected, based on a combination of detection signals of the first stand switch (43A) and the second stand switch (43B). An apparatus for detecting a state of a main stand (11), comprising abnormality detection means for judging an abnormality of the stand switch itself or an abnormality of the main stand (11). 6. The state detection device for a main stand (11) according to claim 5, wherein the abnormality detection means determines an abnormality by pattern discrimination combining on / off signals due to rotation of the main stand (11). The state detection device for a main stand (11) according to claim 5, wherein the stand switch (43) is a switch having a rotation angle detection means. The main stand (11) is provided at a rear portion of a front wheel (1) of a main frame (25) extending obliquely downward from a head pipe (24) of the vehicle, and the main stand (11) is in an upright state. When the rear stand is installed, the first driving force control mode when the standing state of the main stand (11) is detected and the retracted state of the main stand (11) are detected. A motorcycle equipped with a state detection device for a main stand (11) according to any one of claims 1 to 7, further comprising a control device for controlling to a second driving force control mode. A vehicle including the state detection device for the main stand (11) includes a centrifugal clutch in a driving force transmission path of a rear wheel, and the first driving force control mode is configured to transmit the driving force to the centrifugal clutch. The motorcycle comprising the state detection device for the main stand (11) according to claim 8, wherein the motorcycle is controlled to be less than a rotational speed.

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