JP2000303938A - Engine starting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve startability by reducing an influence occurring due to a load during starting of an engine. SOLUTION: A control part 1000 turns ON a relay RyA when an engine stop is detected by an Ne sensor 153. A starter relay control part 400 turns ON the relay RyA when a starter switch is operated. The relay RyB is maintained at an OFF-state during a time set according to an engine water temperature. When the relay RyA is turned ON, a starter motor 171 is energized and while the relay RyB is in an OFF state, a motor 171 is reversed and when the relay RyB is brought into an ON-state, the motor is run normally. This constitution decides the degree of warming up according to a water temperature, shortens a crank reversing time when warming up is progressed, and lengths a crank reverse time when warming up is not progressed. Through reversing of a time set described above, a crank is positioned in a low load torque range and thereafter, the motor is run normally.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine starting device, and more particularly to an engine starting device suitable for improving the startability by reducing the influence of a load torque at the time of starting.

[0002]

2. Description of the Related Art From the viewpoint of environmental consideration and energy saving,
The engine automatically stops when the vehicle is stopped, and the engine is automatically restarted when the throttle grip is operated and the start is commanded from the stopped state, especially to suppress exhaust gas and fuel consumption during idling. 2. Description of the Related Art An engine stop / start control device for starting a vehicle is known (Japanese Patent Application Laid-Open No. Sho 63/63)
-75323).

On the other hand, in order to reduce the influence of load torque at the time of starting, the engine is started by rotating the starter motor (cell motor) once and then rotating the cell motor in the normal engine rotation direction (forward rotation direction). An apparatus is known (JP-A-7-71350). In this starting device, the frictional resistance is reduced by reversing at a predetermined rotation angle or a predetermined time, and the rotation speed is increased within a range in which the frictional resistance is reduced, thereby overcoming the load in the compression stroke and improving the startability. I have.

[0004]

The above-described engine starting device that controls the rotation direction of the starter motor so as to rotate the crankshaft once in the reverse direction and then in the normal direction has the following problems.
When the engine is cold and when it is warmed up, the rotational friction of the engine, such as the viscosity of the engine oil, that is, the resistance to the engine rotation differs. However, in the above-described engine starting device, the crankshaft is reversely rotated for a predetermined angle or for a predetermined time. Therefore, the rotation angle due to the reverse rotation for a predetermined time varies depending on the magnitude of the friction. In other words, the predetermined time may elapse before the rotation by the predetermined angle, and in this case, it may not be possible to start satisfactorily because the effect of the reverse rotation is small.

On the other hand, in order to solve the above-mentioned problem, if the reverse rotation time is adapted to the state when the engine is cold,
When the air is warmed up, the motor is reversed for an unnecessarily long time, so that there is a problem that it takes time to start.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the prior art, and to provide an engine starting device capable of reliably starting an engine and shortening the time required for starting.

[0007]

The above objects are achieved by the following features (1) to (6) of the present invention. (1) After reversing the crankshaft for the scheduled reverse time,
In the engine starting device for starting the engine by rotating the engine forward, the reverse rotation time is set so as to be longer when the rotational friction is large and shorter when the rotational friction is small, according to the rotational friction of the engine. . (2) The rotational friction is represented by engine temperature,
When the engine temperature is high, the reverse rotation time is set short, and when the engine temperature is low, the reverse rotation time is set long. (3) The reverse rotation time is set to be equal to or longer than the time required for the crankshaft to rotate between the compression top dead center and the exhaust top dead center at the scheduled engine rotation friction. (4) engine stop / start control means for stopping the engine when the vehicle stops and restarting the engine in response to the driver's start operation, wherein the reverse rotation time at the time of restarting the engine is initially Is set shorter than the reverse rotation time when the engine is started. (5) The point that the ratio of the reverse rotation time at the first engine start to the reverse rotation time at the restart is set to increase as the rotational friction decreases. (6) The rotation speed and the rotation torque of the crankshaft at the time of reverse rotation are set smaller than the torque required for overcoming the compression top dead center. According to the above features (1) to (6), when the crankshaft is once rotated in the reverse direction and then rotated forward to start the engine, the crankshaft rotates in reverse according to a predetermined reverse rotation time according to the engine rotational friction. Is done.
Therefore, the reverse rotation time can be set so that the crank angle position at the time of the reverse rotation and the stop, that is, the normal rotation start position is a position at which the compression top dead center can be overcome with a small torque during the normal rotation.

Usually, it is considered that the crankshaft does not stop near the compression top dead center where the load torque is large, so that the crankshaft rotates between the top dead centers as in the feature (3). By setting the reverse rotation time longer than the required time, the crankshaft can be stopped between the top dead center of the exhaust gas and the compression top dead center just before the top dead center. According to the investigation by the present inventors, this position is a region where the riding torque at the compression top dead center is small, and by starting the crankshaft forward from this position, the starting can be reliably performed.

Further, when the engine is automatically stopped when the vehicle stops and the engine is restarted by the starting operation by the driver, the warm-up has been completed. Compared to this, the reverse rotation time is shortened, and starting in a short time is enabled. Here, if the rotational friction is reduced, it is considered that there is no difference in the amount of rotation of the crankshaft due to the reverse rotation time between the initial start when the engine is not warmed up and the restart after the warming up. As a feature,
The difference between the reversal times is reduced.

Further, according to the feature (6), since the number of rotations and the rotation torque of the motor at the time of reverse rotation are reduced,
It does not get over the compression top dead center at the time of reverse rotation. Therefore, even when the crank angle position at the start of the reverse rotation is close to the compression top dead center, the crankshaft can be stopped in front of the compression top dead center in the forward rotation direction, and normal rotation can be started from there.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 2 is an overall side view of a motorcycle equipped with an engine starting device according to one embodiment of the present invention. In the figure, a vehicle body front part 2 and a vehicle body rear part 3 are connected via a low floor part 4, and a vehicle body frame forming a skeleton of the vehicle body includes a down tube 6 and a main pipe 7.
It is composed of The fuel tank and the luggage box (both not shown) are supported by a main pipe 7, and a seat 8 is disposed above the main pipe 7. The seat 8 can also serve as a lid of a luggage box provided at a lower portion thereof, and is rotatably supported by a hinge mechanism (not shown) provided at a front portion FR for opening and closing the luggage box.

On the other hand, a steering head 5 is provided on the down tube 6 in the front portion 2 of the vehicle body, and the steering head 5 supports a front fork 12A. A handle 11A is attached to a portion extending upward from the front fork 12A, and a front wheel 13A is pivotally supported at a distal end of the portion extending downward. Handle 11
The upper part of A is covered with a handle cover 33 also serving as an instrument panel.

A link member (hanger) 37 is rotatably supported in the middle of the main pipe 7, and the swing unit 17 is swingably connected to the main pipe 7 by the hanger 37. The swing unit 17 is mounted with a single-cylinder four-cycle engine 200 at the front thereof. A belt-type continuously variable transmission 35 is configured from the engine 200 to the rear, and a speed reduction mechanism 38 is connected to the continuously variable transmission 35 via a centrifugal clutch mechanism described later. The rear wheel 21 is supported by the speed reduction mechanism 38. The rear cushion 22 is interposed between the upper end of the speed reduction mechanism 38 and the upper bent portion of the main pipe 7. In front of the swing unit 17, an engine 200
An intake pipe 23 extending from a cylinder head 32 is connected, and a carburetor 24 and a carburetor 2 are connected to the intake pipe 23.
An air cleaner 25 connected to the air cleaner 4 is provided.

A base end of a kick arm 28 is fixed to a kick shaft 27 protruding from a transmission case cover 36 of a belt-type continuously variable transmission 35, and a kick pedal 29 is provided at a tip end of the kick arm 28. A main stand 26 is pivotally mounted on the pivot 18 provided at the lower portion of the swing unit case 31, and the main stand 26 is raised when parking (shown by a chain line).

FIG. 3 is a plan view around the instrument panel of the motorcycle. The instrument panel 192 of the handle cover 33 is provided with a speed indicator 193, a standby indicator 256 and a battery indicator 276. As will be described in detail later, the standby indicator 256 blinks when the engine is stopped during the stop / start control of the engine, and warns the driver that the engine is ready to start and start immediately after opening the throttle. The battery indicator 276 lights up when the battery voltage decreases, and warns the driver of insufficient battery charge.

The handle cover 33 is provided with an idle switch 253 for permitting or restricting idling and a starter switch 258 for activating a starter motor (cell motor). At the right end of the handle 11, a throttle grip 194 and a brake lever 195 are provided. A horn switch and a turn signal switch are provided at the bases of the left and right throttle grips as in the conventional motorcycle, but are not shown here.

Next, the structure of a hinge for opening and closing the seat 8 and a seat switch provided near the hinge will be described. FIG. 4 is a schematic diagram showing a structure of a hinge portion for opening and closing the seat 8. In the figure, a sheet 8 also serving as a lid of a luggage box 9a is provided to be freely openable and closable in the direction of arrow A with respect to the luggage box 9a. In order to make the seat 8 openable and closable, the luggage box 9 is provided with a hinge shaft 102 and a link member 100 swingable about the hinge shaft 102. On the other hand, the other end of the link member 100, that is, the end opposite to the side connected to the hinge shaft 102 is rotatably connected to a second hinge shaft 110 provided on the frame 8a of the seat 8. ing. Therefore, the seat 8 is connected to the hinge shaft 102.
In the direction of arrow A, and also in the direction of arrow B about the second hinge shaft 110.

A spring 103 is interposed between the link member 100 and the frame 8a, and urges the seat 8 clockwise about the second hinge shaft 110 in the drawing. Further, the link member 100 and the frame 8
a, a seating switch 254 is provided between the seating switch 254 and the seat 8 when the driver sits down and the frame 8a rotates a predetermined amount counterclockwise about the second hinge shaft 110 in the counterclockwise direction in FIG. Is detected.

Next, the engine 200 will be described in detail. FIG. 5 is a cross-sectional view of the starter / generator connected to the crankshaft of the engine.
It is sectional drawing in the -A position. In FIG. 5, a swing unit case 31 provided with a hanger 37 held by the main pipe 7 is provided with a crankshaft 12 rotatably supported by main bearings 10 and 11. A connecting rod 14 is connected via a crank pin 13. At one end of a crankshaft 12 protruding from the crank chamber 9, an inner rotor 15 of a starter / generator is provided.

The inner rotor 15 has a rotor boss 16 and a permanent magnet 19 fitted on the outer peripheral surface of the rotor boss 16. The permanent magnets 19 are, for example, neodymium iron boron, and are provided at six locations at equal angular intervals around the crankshaft 12. The rotor boss 16 is fitted at its center to the tapered end of the crankshaft 12. A flange member 39 is disposed at one end of the rotor boss 16 (an end opposite to the crankshaft 12), and the rotor boss 16 is fixed to the crankshaft 12 together with the flange member 39 with bolts 20.

The flange member 3 is provided on the rotor boss 16.
A small-diameter cylindrical portion 40 protruding toward the 9 side is formed, and a brush holder 41 is provided on the outer periphery of the cylindrical portion 40 so as to be slidable with respect to the cylindrical portion 40. Brush holder 41
Is urged toward the flange member 39 by a compression coil spring 42. The compression coil spring 4 is provided in the brush holder 41.
A brush 44 urged at 3 is provided. A connecting pin 45 extending parallel to the center axis of the crankshaft 12 penetrates through the rotor boss 16, one end of which is fixed to the brush holder 41, and the other end of which is a plate of a governor (details will be described later). 46.

The stator core 48 of the outer stator 47 disposed on the outer periphery of the inner rotor 15 is fixed to the swing unit case 31 by bolts 49. The yoke 48a of the stator core 48 includes a power generation coil 50
And the starting coil 51 are wound around the stator core 4
The cylindrical portion 48 b extending from the cover 8 covers the brush holder 41. A commutator holder 52 is provided at the end of the cylindrical portion 48b.
A commutator piece 53 is fixed to the commutator holder 52 so as to slide with the brush 44. That is, a commutator piece 53 is disposed at a position facing the brush 44 urged by the compression coil spring 43.

Although only one brush 44 is shown in FIG. 5, not only this brush 44 but also the inner rotor 15
Needless to say, the required number is provided in the rotation direction. An example of the number and shape of the brushes and commutator pieces is described in the specification of a prior application by the present applicant (JP-A-9-215292). Further, when the brush holder 41 is biased toward the crankshaft 12 by a governor described later, the stroke of the brush 44 is limited to a predetermined amount so that the brush 44 separates from the commutator piece 53. A locking means (not shown) is provided between the brush holder 41 and the brush 44 to limit the stroke.

A governor 54 for automatically switching between a start mode and a power generation mode is provided at an end of the rotor boss 16, that is, at a portion where the rotor boss 16 is fitted to the crankshaft 12. The governor 54 includes the plate 46 and a roller 55 as a governor weight for biasing the plate 46 in the direction of the central axis of the crankshaft 12. The roller 55 is preferably provided with a resin cover on a metal core. However, the roller 55 may not be provided with a resin cover, or may be formed entirely of resin. A pocket 56 for accommodating the roller 55 is formed in the rotor boss 16, and the pocket 45 has a tapered cross section that is concave on the outer stator 47 side as shown in the figure.

A radiator fan 57 is mounted on the flange member 39.
A radiator 58 is provided opposite to. On the crankshaft 12, a sprocket 59 is fixed between the inner rotor 15 and the main bearing 11, and the sprocket 59 is used to obtain power for driving a camshaft (see FIG. 6) from the crankshaft 12. Chain 60 is hung. In addition, sprocket 5
9 is formed integrally with a gear 61 for transmitting power to a pump for circulating lubricating oil. The gear 61
Power is transmitted to a gear fixed to a drive shaft of a trochoid pump described later.

In the above configuration, when the starter switch is pressed and a voltage is applied to the commutator piece 53 by a battery (not shown), a current flows to the starting coil 51 through the brush 44, and the inner rotor 15 rotates. As a result, the crankshaft 12 connected to the inner rotor 15
Is rotated, and the engine 200 is started. When the rotation speed of the engine 200 increases, the governor weight 55 receives centrifugal force and moves in the pocket 56 toward the outer periphery of the rotor boss 16 to reach a position indicated by a chain line in the figure.

When the governor weight 55 moves, the plate 46 and the connecting pin 45 engaged with the plate 46 are moved.
Also deviate as shown by the dashed line. Since the other end of the connecting pin 45 is engaged with the brush holder 41, the brush holder 41 is similarly biased. Since the stroke of the brush 44 is limited as described above, if the brush holder 41 is deviated more than this stroke, the contact between the brush 44 and the commutator piece 53 is cut off. After the brush 44 separates from the commutator piece 53, the crankshaft 12 rotates by driving the engine. As a result, power is generated by the power generation coil 51, and current is supplied to the battery.

Next, the structure around the head of the engine 200 will be described. FIG. 6 is a side cross-sectional view around the head of the engine. Piston 6 arranged in cylinder 62
3 is connected to the small end side of the connecting rod 14 via a piston pin 64. An ignition plug 65 is screwed into the cylinder head 32, and its electrode portion faces a combustion chamber formed between the head of the piston 63 and the cylinder head 32. The cylinder 62 is surrounded by a water jacket 66.

The cylinder 6 in the cylinder head 32
A camshaft 69 rotatably supported by bearings 67 and 68 is provided above 2. An attachment 70 is fitted to the camshaft 69, and a cam sprocket 72 is fixed to the attachment 70 by a bolt 71. The chain 60 is hung on the cam sprocket 72. The rotation of the sprocket 59 (see FIG. 5), that is, the rotation of the crankshaft 12 is transmitted to the camshaft 69 by the chain 60.

A rocker arm 73 is provided above the camshaft 69, and the rocker arm 73 swings according to the cam shape of the camshaft 69 as the camshaft 69 rotates. The cam shape of the camshaft 69 is determined such that the intake valve 95 and the exhaust valve 96 are opened and closed according to a predetermined stroke of the four-stroke engine. The intake pipe 23 is opened and closed by the intake valve 95, and the exhaust pipe 97 is opened and closed by the exhaust valve 96.

An exhaust cam and an intake cam are integrally formed on the camshaft 69. A decompression cam 98 is provided adjacent to these cams and engaged with the camshaft 69 only in the reverse direction. ing. The decompression cam 98 follows the rotation of the camshaft 69 when the camshaft 69 rotates in the reverse direction and rotates to a position protruding from the outer peripheral shape of the exhaust cam.

Therefore, the exhaust valve 96 can be slightly lifted when the camshaft 69 rotates forward, and the load in the compression process of the engine can be reduced. As a result, the torque at the time of starting the crankshaft can be reduced, so that a small starter of the four-stroke engine can be used. As a result, there is an advantage that the area around the crank can be made compact and the bank angle can be increased. It should be noted that when the cam rotates forward for a while, the outer shape of the decompression cam 98 returns to the outer peripheral shape of the exhaust cam.

The cylinder head 32 has a water pump base 7
Pump chamber 76 surrounded by 4 and water pump housing 75
Are formed. A pump shaft 78 having an impeller 77 is arranged in the pump chamber 76. The pump shaft 78 is fitted to the end of the cam shaft 69 and is rotatably held by a bearing 79. The driving force of the pump shaft 78 is obtained by a pin 80 that engages the center of the cam sprocket 72.

The head cover 81 is provided with an air reed valve 94. This air reed valve 94 is
When a negative pressure is generated in the exhaust pipe 97, air is sucked in to improve the emission. In addition, although a sealing member is provided in various places around the pump chamber 76, individual description is omitted.

Next, an automatic transmission for shifting the rotation of the engine 200 and transmitting the rotation to the rear wheels will be described. 7 and 8 are cross-sectional views of the automatic transmission portion of the engine.
Is the drive side, and FIG. 8 is the driven side. In FIG. 7, a V-belt 8 is provided on the end of the crankshaft 12 opposite to the side on which the inner rotor 15 of the starting and generating device is provided.
2 is provided with a pulley 83 for winding the same. The pulley 83 includes a fixed pulley piece 83a whose movement in the rotation direction and the axial direction is fixed to the crankshaft 12, and a movable pulley piece 83b slidable in the axial direction with respect to the crankshaft 12. A holder plate 84 is provided on the back surface of the movable pulley piece 83b, that is, the surface that does not come into contact with the V-belt 82.
Is installed. The movement of the holder plate 84 is restricted in both the rotational direction and the axial direction with respect to the crankshaft 12, and the holder plate 84 rotates integrally. The space surrounded by the holder plate 84 and the movable pulley piece 83b forms a pocket for accommodating a roller 85 as a governor weight.

On the other hand, the clutch mechanism for connecting the power to the rear wheel 21 is configured as follows. In FIG. 8, a main shaft 125 of the clutch is supported by a bearing 127 fitted to a case 126 and a bearing 129 fitted to a gear box 128. A fixed pulley piece 132a of a pulley 132 is supported on the main shaft 125 by bearings 130 and 131. Main shaft 12
A cup-shaped clutch plate 134 is fixed to an end of the nut 5 by a nut 133.

The sleeve 13 of the fixed pulley piece 132a
In 5, a movable pulley piece 132b of the pulley 132 is slidably provided in the longitudinal direction of the main shaft 125. The movable pulley piece 132b is engaged with the disk 136 so as to be able to rotate integrally around the main shaft 125. Between the disk 136 and the movable pulley piece 132b, there is provided a compression coil spring 137 in which a repulsive force acts in a direction to increase the distance between the two. The disk 136 is provided with a shoe 139 supported by a pin 138 so as to be swingable. Shoe 139 is disk 1
When the rotation speed of the clutch 36 increases, a centrifugal force acts and swings in the outer peripheral direction, so that the clutch 36 contacts the inner periphery of the clutch plate 134. A spring 140 is provided so that the shoe 139 contacts the clutch plate 134 when the disk 136 reaches a predetermined rotation speed.

The main shaft 125 has a pinion 141.
Is fixed, and the pinion 141 is engaged with a gear 143 fixed to the idle shaft 142. Further, the pinion 1 fixed to the idle shaft 142
44 meshes with the gear 146 of the output shaft 145. The rear wheel 21 includes a rim 21a and a tire 21b fitted around the rim 21a, and the rim 21b is fixed to the output shaft 145.

In the above configuration, when the engine speed is minimum, the roller 85 is at the position shown by the solid line in FIG.
The V-belt 82 is wound around a minimum diameter portion of the pulley 83. The movable pulley piece 132b of the pulley 132 is biased to the position indicated by the solid line in FIG. 8 urged by the compression coil spring 137, and the V-belt 82 is wound around the maximum diameter portion of the pulley 132. In this state, since the main shaft 125 of the centrifugal clutch is rotated at the minimum rotation speed, the centrifugal force applied to the disk 136 is minimal, and the shoe 139 is drawn inward by the spring 140, so that the shoe 139 contacts the clutch plate 134. Do not touch. That is, the rotation of the engine is not transmitted to the main shaft 125, and the wheels 2
1 is not rotated.

On the other hand, when the engine speed is high, the roller 85 is displaced in the outer peripheral direction by centrifugal force. The position indicated by the chain line in FIG. 7 is the position of the roller 85 when the maximum number of rotations is reached. When the roller 85 is biased in the outer peripheral direction, the movable pulley 8
3b is pushed toward the fixed pulley 83a, so that the V-belt 82 moves closer to the maximum diameter of the pulley 83. Then, on the centrifugal clutch side, the movable pulley piece 132b is deflected by overcoming the compression coil spring 137, and the V-belt 82 moves closer to the minimum diameter of the pulley 132. Therefore, the centrifugal force applied to the disk 136 increases, and the shoe 139 overcomes the spring 140 and projects outward, and the clutch plate 13
Contact 4 As a result, the rotation of the engine is transmitted to the main shaft 125, and the wheels 21 are transmitted via the gear train.
Power is transmitted to. Thus, the winding diameter of the V belt 82 around the pulley 83 on the crankshaft 12 side and the pulley 132 on the centrifugal clutch side changes in accordance with the engine speed, and the speed change action is achieved.

As described above, when the engine is started, the starting coil 51 can be energized to energize the engine.
In the present embodiment, a kick starter that starts the engine 200 by stepping is also used. Further, the kick starting device will be described with reference to FIG. The fixed pulley 8
A driven dog gear 86 for kick start is fixed to the back of 3a. On the other hand, a support shaft 88 having a helical gear 87 is rotatably supported on the cover 36 side.
A cap 89 is fixed to an end of the support shaft 88,
A drive dog gear 90 meshing with the driven dog gear 86 is formed on an end face of the cap 89.

Further, the kick shaft 2 is provided on the cover 36.
7 is rotatably supported, and the kick shaft 2
7, a sector helical gear 91 meshed with the helical gear 87 is welded. A spline is formed at an end of the kick shaft 27, that is, a portion protruding outside from the cover 36, and a spline provided on the kick arm 28 (see FIG. 8) is engaged with the spline. Reference numerals 92 and 93 are return springs.

In the above configuration, when the kick pedal 29 is depressed, it overcomes the return spring 93 and the kick shaft 2
7 and the sector helical gear 91 rotate. The helical gear 88 and the sector helical gear 91 are mutually twisted such that a thrust for urging the support shaft 87 toward the pulley 83 is generated when the sector helical gear 91 is rotated by depressing a kick pedal. Therefore, when the kick pedal 29 is depressed, the support shaft 87 is biased toward the pulley 83, and the drive dog gear 90 formed on the end face of the cap 89 meshes with the driven dog gear 86. As a result, the crankshaft 12 is rotated, and the engine 200 can be started. When the engine starts, the depression of the kick pedal 29 is weakened, and the return springs 92, 93
When the sector helical gear 91 is reversed, the engagement between the drive dog gear 90 and the driven dog gear 86 is released.

Next, a lubricating oil supply system will be described with reference to FIG. The oil supply unit is provided below the crank chamber 9. The oil pan 147 is formed with a pipe 148 for introducing oil, and the oil is sucked into the trochoid pump 149 according to the arrow D1. The oil sucked into the trochoid pump 149 is increased in pressure and discharged to the pipe 150, and is supplied to the pipe 15 according to arrows D2 and D3.
0 and is discharged into the crank chamber.

Here, a gear 152 is connected to a pump shaft 151 of the trochoid pump 149, and a gear 61 connected to the crankshaft 12 is meshed with the gear 152. That is, the trochoid pump 149 is driven according to the rotation of the crankshaft 12, and circulates oil for lubrication.

As described above, in the present embodiment, the sprocket 59 for driving the camshaft 69 and the gear 61 for driving the oil pump are mounted on the crankshaft 1 adjacent to the bearing 11 supporting the crankshaft 12.
2 above. Then, the inner rotor 15 including the permanent magnet 19 is arranged at a position close to the sprocket 59 and the gear 61, that is, at a position not far from the bearing 11. In particular, a governor weight 55 of a governor mechanism for automatically switching between starting and power generation is arranged close to the bearing 11.

Next, the arrangement of the sensor for outputting the crank pulse will be described. FIG. 10 is a side sectional view showing the arrangement of a sensor (crank pulser) that emits a crank pulse, around the crankshaft, and FIG. 11 is a front sectional view of the same.
In these figures, the crankcase includes a front crankcase 99F and a rear crankcase 99R, and a crank pulser 153 is provided on the rear crankcase 99R side so as to be orthogonal to the crankshaft 12. The detection end 153a is arranged to face the outer peripheral edge of the left crank web 12L. On the outer periphery of the left crank web 12L, a convex portion, that is, a reluctance portion 154 is formed, and the crank pulser 153 is magnetically coupled with the reluctance portion 154 and outputs a crank angle detection signal.

Next, the engine stop / start system will be described. This system has an idling restriction mode and an idling permission mode. Specifically, in the idling restriction mode, the engine is automatically stopped when the vehicle is stopped, and when the accelerator is operated in the stopped state, the engine is automatically restarted and the vehicle can be started (hereinafter, referred to as “ Stop / start mode "). Also,
There are two types of idling permission modes, one of which temporarily permits idling after the first engine start for the purpose of warm-up operation at the time of engine start (hereinafter referred to as "start mode"). In another one, idling is always permitted according to the driver's intention (setting by a switch) (hereinafter, referred to as “idle switch mode”).

FIG. 12 is a block diagram showing the overall configuration of a start / stop control system in engine 200.
In the figure, a starter / generator 250 provided coaxially with the crankshaft 12 includes a starter motor 171 and an AC generator (ACG) 172,
The power generated by 172 is charged to battery 168 via regulator rectifier 167. The regulator rectifier 167 controls the output voltage of the starter / generator 250 from 12V to 14.5V. The battery 168 supplies a drive current to the starter motor 171 when the starter relay 162 is turned on, and various general electrical components 1 via the main switch 173.
A load current is supplied to the main control device 74 and the main control device 160.

Main controller 160 includes engine speed N
Ne sensor (crank pulsar) 15 for detecting e
3, an idle switch 253 for manually permitting or restricting the idling of the engine 200, a seat switch 254 for closing a contact when a driver sits on a seat and outputting an "H" level, and a vehicle speed sensor for detecting a vehicle speed. 2
55, a standby indicator 256 that flashes in a stop / start mode, a throttle sensor 257 that detects the throttle opening θ, a starter switch 258 that drives the starter motor 171 to start the engine 200, and “ A stop switch 259 that outputs an H level; a battery indicator 276 that lights up when the voltage of the battery 168 falls below a predetermined value (for example, 10 V) to warn the driver of insufficient charging;
51 are connected. The water temperature sensor 251 detects the cooling water temperature of the engine, and can determine the warm-up state of the engine based on the detection result.

The main controller 160 further includes an ignition controller (including an ignition coil) 161 for igniting the ignition plug 65 in synchronization with the rotation of the crankshaft 12;
A control terminal of a starter relay 162 that supplies power to the starter motor 171, a control terminal of a headlight relay 163 that supplies power to the headlight 169, and a power supply that supplies power to a bi-starter 165 mounted on the carburetor 166. A control terminal of the starter relay 164 is connected to a buzzer 175 that generates an alarm sound under predetermined conditions to alert the driver.

The power supply control to the headlight 169 is not limited to the on / off switching control by the headlight relay 163. For example, instead of the headlight relay 163, F
Instead of using a switching element such as an ET and turning off the power supply, a so-called chopping control is adopted in which the switching element is intermittently switched at a predetermined cycle and a duty ratio to substantially reduce the voltage applied to the headlight 169. can do.

FIGS. 13 and 14 are block diagrams (parts 1 and 2) functionally showing the configuration of main controller 160, and the same reference numerals as those in FIG. 12 denote the same or equivalent parts. FIG. 15 also shows control contents of a starter relay control section 400, control contents of a bi-starter control section 900, control contents of a standby indicator control section 600, which will be described later,
The control content of the ignition control unit 700, the control content of the operation switching unit 300, the control content of the warning buzzer control unit 800, and the control content of the charge control unit 500 are displayed in a list.

When the state of the idle switch 253 and the state of the vehicle are under predetermined conditions, the operation switching section 300 shown in FIG. 13 switches to any one of the "start mode", "stop and start mode" and "idle switch mode". The first operation pattern (hereinafter, referred to as a “first pattern”) that switches the “stop / start mode” and further inhibits idling at all.
) And a second operation pattern (hereinafter, referred to as a “second pattern”) in which idling is exceptionally permitted under predetermined conditions.
Switch to one of the following). The second pattern is suitable as a dead battery prevention mode for preventing a dead battery when the engine is stopped for a long time with the headlight 169 turned on.

Operation switching signal output unit 3 of operation switching unit 300
To 01, a state signal of the idle switch 253 is input. The state signal of the idle switch 253 indicates an “L” level in an off state (idling restriction) and an “H” level in an on state (idling permission). The vehicle speed continuation determination unit 303 includes a timer 303a, and a vehicle speed sensor 255
When a vehicle speed higher than a predetermined speed is detected for a predetermined time or more, an "H" level signal is output.

The operation switching signal output section 301 is provided with an idle switch.
Output signals of the switch 253 and the vehicle speed continuation determining unit 303,
In addition, the ignition off state of the engine is maintained for a predetermined time (this embodiment
In the state, if it continues for more than 3 minutes), the ignition becomes "H" level
OFF signal S₈₀₂₁Of main controller 160 in response to
S for switching operation mode and operation pattern
_301a, S_301b, S_301cIs output.

FIG. 16 is a diagram schematically showing conditions for switching operation modes and operation patterns by operation switching signal output section 301. In the operation switching signal output unit 301,
When the main switch 173 is turned on, the main controller 16
0 is reset or the idle switch 25
When 3 is turned off (the condition is satisfied), the “starting mode” is started by the operation mode switching unit 301a. At this time, the operation mode switching unit 301a outputs the operational mode signal _{S 301a} of the "L" level.

Further, when a vehicle speed higher than a predetermined speed is detected for a predetermined time or more in the "start mode" (condition is satisfied), the operation mode switching unit 301a changes the operation mode from the "start mode" to the "stop start mode". Is switched to. At this time, the operation mode switching unit 3
Operation mode signal _{S 301a} of 01a transitions to "L" level to "H" level. Immediately after shifting from the “start mode”, the “first pattern” is started by the operation pattern switching unit 301b, and idling is prohibited. At this time, the operational pattern signal _{S 301b} of the operational pattern switching unit 301b becomes "L" level.

In the “first pattern”, the ignition-off continuation determining unit 802 (FIG. 13), which will be described in detail later, determines that ignition has been continued for 3 minutes or more (condition is satisfied).
Then, the operation pattern in the “stop and start mode” is switched from the “first pattern” to the “second pattern” by the operation pattern switching unit 301b. At this time, the operation pattern signal S _301b output from the operation pattern switching unit 301b transitions from “L” level to “H” level.

When the above condition is satisfied in the "second pattern", the operation pattern switching unit 301b changes the operation pattern from the "second pattern" to the "first pattern".
Is switched to At this time, the operation pattern switching unit 301
operation pattern signal _{S 30 1b} of b transitions to "H" level to "L" level.

According to the investigation by the present inventors, waiting for a signal or waiting for a right turn in an intersection is about 30 seconds to about 2 minutes.
For example, there is a high possibility that there is one-side traffic regulation or traffic congestion due to road construction. Therefore, in the present embodiment, if the vehicle is stopped for a long time (three minutes or more in the present embodiment), that is, the engine is stopped while the headlight is turned on while traveling in the "stop and start mode", the operation pattern is changed to " Switching from the "first pattern" to the "second pattern" allows idling. Therefore, if the driver turns on the starter switch 258, the engine can be restarted,
It is possible to stop the vehicle in the idling state.
It is possible to prevent the battery from being exhausted due to the lighting of the lamp 69 for a long time.

On the other hand, when the idle switch is on (the condition is satisfied) when the main switch is switched from off to on, the idle switch mode starting unit 301
The operation mode signal _S301c output from the signal c _changes from the "L" level to the "H" level, and the "idle switch mode" is activated. In the "stop and start mode", regardless of the "first pattern" and the "second pattern", when the idle switch 253 is turned on and the condition is satisfied, the "idle switch mode" is activated.

When the idle switch 253 is turned off (condition is satisfied) in the "idle switch mode", the operation mode signal _S301a output from the operation mode switching unit _301a becomes "L" level and "start". Mode "is activated.

Referring back to FIG.
When the output signal of the sensor 153 is input and the engine speed exceeds the expected speed, an “H” level signal is output to the headlight control unit 305. Once the engine speed exceeds the scheduled speed, the Ne determination unit 306 maintains its output at “H” level until the main switch 173 is shut off. The headlight control unit 305 controls the operation mode (pattern) signals S _301a , S _301b , S _301C , and Ne.
Based on the output signal of the determination unit 306 and the output signal of the travel determination unit 701, a control signal of “H” level or “L” level is output to the control terminal of the headlight relay 163. When an “H” level signal is input to the headlight relay 163, the headlight 169 is turned on.

It should be noted that FE is used instead of the headlight relay 163.
When a switching element such as T is employed, the headlamp control unit 305 outputs a “L” level control signal instead of outputting a “L” level control signal.
A pulse signal having a predetermined cycle and a duty ratio is output to control the power supply to the headlight 169 by chopping.

As shown in FIG. 15, the headlight controller 305 always outputs an ON signal except in the "start mode". That is, in the “start mode”, the Ne determination unit 306
To a predetermined set rotation speed (in this embodiment, 1500r
pm) or an ON signal is output when the engine speed is detected to be equal to or greater than 0 km or the traveling speed determination unit 701 determines that the vehicle speed is greater than 0 km.

It should be noted that FE is used instead of the headlight relay 163.
When a switching element such as T is employed, in the "first pattern" of the "stop and start mode", the discharge of the battery is minimized by performing chopping control of the opening and closing of the switching element in accordance with the ignition control described later in detail. be able to.

That is, when the ignition control is interrupted (turned off) in response to the stop of the vehicle and the engine is automatically stopped, the headlamp control unit 305 determines that the voltage applied to the headlamp 169 is always the voltage at the time of on (for example, , 13.1 V) to a predetermined dimming voltage (for example, 8.6 V) by chopping the switching element with a pulse signal having a predetermined period and a duty ratio to control the headlight 169. Dimming. After that, the ignition control is restarted in response to the starting operation,
When the engine is restarted, the headlight control unit 305 outputs a DC “H” level signal to the switching element.

As described above, when the engine is automatically stopped, the discharge of the battery can be suppressed by dimming the headlight 169 without turning off the headlight 169. Therefore, when starting later, the amount of charge from the generator to the battery can be reduced, and as a result, the electric load of the generator decreases, and the acceleration performance at the time of starting improves.

The ignition control unit 700 controls the operation modes,
For each operation pattern, the ignition control device 161 under a predetermined condition
Permit or prohibit the ignition operation by. Travel determination unit 70
1 determines whether or not the vehicle is in a traveling state based on a detection signal input from the vehicle speed sensor 255, and outputs an "H" level signal when the vehicle is in a traveling state.

The OR circuit 702 outputs the logical sum of the output signal of the traveling determination section 701 and the state signal of the throttle sensor 257. The OR circuit 704 controls the operation mode signal S
Inverted signal of _{30 1a,} and outputs the logical sum of the operation pattern signal _{S 301b} and the operational mode signal _{S 301c.} OR
The circuit 703 outputs the logical sum of the output signals of the OR circuits 702 and 704 to the ignition control device 161. The ignition control device 161 executes the ignition operation at predetermined timings when the input signal is at the “H” level, and interrupts the ignition operation when the input signal is at the “L” level.

As shown in FIG. 15, if any one of the “start mode”, the “second pattern of the stop / start mode”, and the “idle switch mode”, the ignition control unit 700 outputs the output signal of the OR circuit 704. Is at the “H” level, so that the OR circuit 703 always outputs a signal at the “H” level. That is, in the “start mode”, the “second pattern of the stop / start mode”, or the “idle switch mode”, the ignition control device 161 always operates.

On the other hand, in the "first pattern of the stop / start mode", since the output signal of the OR circuit 704 is at "L" level, the traveling determination section 701 determines that the vehicle is traveling or the throttle is opened. OR circuit 702
The ignition operation is executed on condition that the output has become "H" level. Conversely, if the vehicle is stopped and the throttle is closed, the ignition operation is interrupted.

The warning buzzer control unit 800 emits, for example, a buzzer sound as a warning for urging the driver to take various precautions according to the running state of the vehicle and the sitting state of the driver for each operation mode and operation pattern. . Non-seat continuation determination unit 80
The state signal of the seat switch 254 is input to 1. The non-seating continuation determination unit 801 includes a timer 8012 for measuring the non-seating time of the driver, and outputs an “H” level non-seating continuation signal S ₈₀₁₂ when the timer 8012 times out. Note that the timer 8012 of the present embodiment is set in advance so as to time out in one second.

The ignition-off continuation judging unit 802 includes a timer 8021 for measuring the ignition-off time of the engine. As soon as the ignition-off state is detected, the ignition-off signal S ₈₀₂₃ at the “H” level is output and the timer 8021 Start. When the timer 8021 times out,
An “H” level ignition off continuation signal S ₈₀₂₁ is output. In the present embodiment, the timer 8021 is set to time out in three minutes.

[0076] The buzzer control unit 805, the operation mode (pattern) signals _{S 301a, S 301 b, S} 301C, unseated continuation signal _{S 8012,} the ignition off continuation signal _{S 8021,} the ignition off signal _{S 8023,} traveling judging section 70
1 and the output signal of the throttle sensor 257, the on / off of the buzzer 175 is determined. When the buzzer 175 is to be turned on, an “H” level signal is output to the buzzer driving unit 814.
Output to

As shown in FIG. 15, if the operation mode is the “start mode”, the buzzer
5 is always off. In the “first pattern of the stop / start mode”, the non-seated state in the ignition off state continues for the timeout period of the timer 8012 (1 second in this embodiment) or the ignition off state continues for the timeout period of the timer 8021 (this embodiment). If it continues for 3 minutes or more, the buzzer 175 is turned on. In the “second pattern of the stop / start mode”, the vehicle is not ignited (ignition off), the throttle opening is “0” according to the input signal from the throttle sensor 257, and the vehicle travels according to the input signal from the vehicle speed sensor 255. When the determination unit 701 determines that the vehicle speed is 0 km,
Turn on the buzzer 175. In the "idle switch mode", if ignition is off and non-seating continues for 1 second or more,
Turn on the buzzer 175. When the output signal of the buzzer control unit 805 becomes “H” level, the buzzer driving unit 814
A buzzer drive signal that repeats ON for 0.2 seconds and OFF for 1.5 seconds is output to the buzzer 175.

As described above, in the buzzer control according to the present embodiment, while the vehicle is traveling in the "stop and start mode", the headlight is kept on for a long time (for example, in the present embodiment) due to a one-way traffic regulation by road construction. (3 minutes or more) stop (engine stop)
Is imposed, the driver is notified by the buzzer 175 that the idling is permitted at the same time as the operation pattern of the "stop and start mode" transitions from the "first pattern" to the "second pattern". Therefore, the driver can turn on the starter switch 258 in response to the buzzer to prevent the headlight 169 from being turned on for a long time to prevent the battery from running down.

The acceleration operation detecting section 502 of the charging control section 500
Then, based on the input signal from the throttle sensor 257 and the input signal from the vehicle speed sensor 255, if the vehicle speed is greater than 0 km and the time during which the throttle is opened from the fully closed state to the fully open state is within 0.3 seconds, for example. And recognizes that an acceleration operation has been performed, and generates a one-shot acceleration operation detection pulse.

The start operation detecting unit 503 detects that the vehicle speed is 0 km and the engine speed is a predetermined set speed (in this embodiment,
If the throttle is "open" at 2500 rpm or less, it recognizes that a start operation has been performed, and generates a one-shot start operation detection pulse. When detecting the acceleration detection pulse signal, the charging limiter 504 starts the 6-second timer 504a, and controls the regulator rectifier 167 until the 6-second timer 504a times out. 5V to 1
Reduce to 2.0V.

According to the above charge control, when the driver suddenly opens the throttle and accelerates rapidly, or when starting from a stopped state, the charging voltage is reduced, and the electric load of the starter / generator 250 is temporarily reduced. Is done. Accordingly, the mechanical load of the engine 200 caused by the starter / generator 250 is also reduced, and the acceleration performance is improved. In addition, when the engine is automatically stopped, a switching element such as an FET is chopped to diminish the headlight 169 and discharge of the battery is minimized.
Is further reduced, so that the acceleration performance can be further improved.

The charge limiter 504 determines whether the 6 second timer 504a times out as shown in FIG.
The engine speed is equal to the set speed (700 in the present embodiment).
0 rpm) or the throttle opening decreases, the charging control is stopped and the charging voltage is reduced to the normal 14.5.
Return to V.

In FIG. 14, starter relay control unit 4
00 activates the starter relay 162 under predetermined conditions according to each of the operation modes and operation patterns. The detection signal of the Ne sensor 153 is equal to or less than the idling determination unit 401.
Supplied to The idling or less determination unit 401 determines that the engine speed is a predetermined idling speed (for example, 80
0 rpm) or less, an "H" level signal is output. The AND circuit 402 determines whether or not the idling is below the determination unit 40.
1 and the logical product of the state signal of the stop switch 259 and the state signal of the starter switch 258. The AND circuit 404 outputs a logical product of the output signal of the idling or less determination unit 401, the detection signal of the throttle sensor 257, and the state signal of the seat switch 254. The OR circuit 408 is connected to each of the AND circuits 402, 4
The logical sum of the output signal of the output signal 04 is output.

The OR circuit 409 outputs the operation mode signal S
And it outputs the logical sum of the inverted signal of _301c and the operation mode signal _{S 301a.} The AND circuit 403 includes the AND circuit 40
2 and the output signal of the OR circuit 409. The AND circuit 405 is connected to the AND circuit 404.
, And the logical product of the operation mode signal S _301a and the inverted signal of the operation pattern signal S _301b . The AND circuit 407 outputs the operation mode signal S
_301a , and outputs the logical product of the operation pattern signal _S301b and the output signal of the OR circuit 408. OR circuit 406
Outputs the logical sum of the AND circuits 403, 405, and 407 to the starter relay 162.

According to such starter relay control,
During the "start mode" and the "idle switch mode", since the output signal of the OR circuit 409 is at "H" level, AND
The circuit 403 is enabled. Therefore, when the engine speed is equal to or lower than idling and the stop switch 259 is on (during brake operation), the starter switch 258 is turned on by the driver and AND
When the output of the circuit 402 becomes “H” level, the starter relay 162 is turned on and the starter motor 171 is started.

Further, "first pattern of stop / start mode"
Then, the AND circuit 405 is enabled. Accordingly, when the engine speed is equal to or lower than idling and the throttle is opened with the seat switch 254 turned on (the driver is sitting on the seat), the output of the AND circuit 404 becomes “H” level, and the starter relay 162 becomes conductive. Then, the starter motor 171 is started.

Further, in the “second pattern of the stop / start mode”, the AND circuit 407 is enabled.
Therefore, when any one of the AND circuits 402 and 404 becomes "H" level, the starter relay 162 is turned on and the starter motor 171 is started.

When the engine stops, the stop-time crank angle control section 1000 reversely rotates the starter motor 171 for a preset time to stop the engine at a desired crank angle position. The stop determination timer 1001 is the Ne sensor 1
53, and outputs a timeout signal (“H” level) when the output from the Ne sensor 153 has continued for the scheduled time Tx. This timeout signal indicates that the engine has stopped. The timeout signal of the stop determination timer 1001 is input to the AND circuit 1002, the AND circuit 1007, and the reverse rotation permission timer 1004.

The reverse rotation permission timer 1004 maintains the output signal at “H” until the time Ty elapses in response to the timeout signal from the stop determination timer 1002. Time Ty
Corresponds to the detection signal of the water temperature sensor 155 for detecting the temperature of the engine cooling water, and a shorter time is selected as the water temperature becomes higher. The relationship between the time Ty and the water temperature will be described later with reference to FIG.

The comparison unit 1003 compares the reference engine speed Nref, which is set higher than the cranking engine speed and smaller than the idle engine speed, with the engine speed Ne based on the output of the Ne sensor 153. When the engine speed Ne is equal to or higher than the reference speed Nref, a signal “L” indicating that the engine state is ON is output. When the engine speed Ne is lower than the reference speed Nref, a signal "H" indicating that the engine is off is output. The signal from the comparison unit 1003 is input to the AND circuit 1002.

The output signals of the AND circuit 1002 and the reverse rotation permission timer 1004 and the detection signal of the cam sensor 155 are input to the AND circuit 1005,
05 outputs a logical sum of these output signals, and this logical sum is inverted by an inverter 1006 and is output from a reverse rotation relay 162a.
Supplied to

Further, an output signal of the reverse rotation permission timer 1004 is input to the AND circuit 1007. AND circuit 1
The other input of 007 is connected to a timeout signal of the stop determination timer 1001. The output of the AND circuit 1007 is input to the OR circuit 406 of the starter relay control section 400. Note that the stop crank angle control unit 1000
The operation of will be described later.

In the bi-starter control section 900, the output signal from the Ne sensor 153 is input to the Ne determination section 901. The Ne determination unit 901 outputs an “H” level signal when the engine speed is equal to or higher than the predetermined value, and closes the bi-starter relay 164. According to such a configuration, in any of the operation modes, if the engine speed is equal to or higher than the predetermined value, the fuel can be enriched.

In the indicator controller 600, the output signal from the Ne sensor 153 is input to the Ne determiner 601. The Ne determiner 601 outputs an "H" level signal when the engine speed is equal to or less than the predetermined value. AND circuit 60
2 is a state signal of the seat switch 254 and the Ne determination unit 60
The logical product with the output signal of 1 is output. AND circuit 603
Outputs the logical product of the output signal of the AND circuit 602 and the inverted signal of the operation mode signal S _301a and the operation pattern signal S _301b to the standby indicator 256. The standby indicator 256 turns off when the input signal is at the “L” level, and blinks when the input signal is at the “H” level.

That is, the standby indicator 256
Flashes when the vehicle is stopped in the "stop and start mode", so that the driver can, if the standby indicator 256 is flashing,
Even if the engine is stopped, it can be recognized that the vehicle can be started immediately by opening the accelerator.

Next, control of the starter motor 171 at the time of starting and stopping will be described in detail. In the engine of the present embodiment, when the engine is started, the crankshaft is once reversely rotated to a position where the load torque at the time of normal rotation is small, and then the starter motor is driven again in the normal direction to start the engine. However, simply rotating the starter motor in the reverse direction for a certain period of time makes it impossible to start normal rotation from a desired crank angle position due to a difference in engine rotational friction. Therefore, as described with reference to FIG.
When the vehicle is stopped, the starter motor 171 is reversely rotated for a reverse rotation time determined according to the output of the water temperature sensor 155. As a result, at the time of restart after a pause,
The engine can be started immediately without the influence of the load torque.

FIG. 17 is a diagram showing the relationship between the crank angle position when the starter motor 171 is started and the overshoot torque, that is, the torque required when exceeding the top dead center. In the figure, the crank angle position is 450 before the compression top dead center C / T.
90 degrees before exhaust top dead center O / T
In the range of degrees to 270 degrees (low load range), the riding-over torque is small. On the other hand, the riding-over torque is large in the range of 90 to 450 degrees before the compression top dead center C / T (high load range), and particularly, the riding-over torque is maximum at 180 degrees before the compression top dead center C / T. . That is, the crossover torque is large before the compression top dead center C / T, and the exhaust top dead center O / T is approximately
The passing torque is small in front of.

Therefore, in the present embodiment, when the starter motor 171 is biased in the reverse direction of the crankshaft 12, the biasing time is determined so that the crankshaft 12 stops in the low load range. When the crankshaft 12 is reversely rotated to the low load range and the starter motor 171 is urged in the forward direction from that position, the compression top dead center C / T can be exceeded with a small riding torque.

By the way, when the engine is stopped, the crank often does not stop in the vicinity of the compression top dead center C / T (a range from the compression top dead center C / T to about 140 degrees before the compression reverse side in the reverse direction). (Hatched area). Therefore, the time required to change the crank angle position from about 140 degrees before the compression top dead center C / T to the front end of the low load range, that is, 90 degrees before the exhaust top dead center O / T, the starter motor 171 In the reverse direction.

In particular, if the rotation is reversed more than the time required for the crankshaft 12 to rotate between the compression top dead center C / T and the exhaust top dead center O / T, that is, the time required for the crank angle position to change by 360 degrees, Regardless of where the crankshaft 12 is located at the start of the reverse rotation, the crank angle position after the reverse rotation of 360 degrees or more is included before the exhaust top dead center O / T, that is, in the low load range.

FIG. 18 is a graph showing the relationship between the reverse rotation time of the starter motor 171 and the cooling water temperature of the engine. The vertical axis shows the reverse rotation time Ty (second), and the horizontal axis shows the water temperature. In the figure, a solid line indicates a time (first time) Ty1 applied at the time of starting by the starter switch 258, and a dotted line is applied when the starting operation is detected based on the output of the throttle sensor 257 and the engine is restarted. Time (second time) Ty2 is shown. The first time and the second time are determined by measuring the time required for the crankshaft to reverse 360 degrees for each cooling water temperature of the engine, that is, for each rotational friction. In addition, the starter motor 1 at the time of reverse rotation
The rotation speed and the rotation torque of 71 are set to values smaller than the overshoot torque of the compression top dead center C / T.

The reason why the first time is different from the second time is that the degree of warm-up is different depending on the respective starting modes. This is because the friction is different.
Since the warm-up is insufficient and the friction is greater in the case of the initial start by the starter switch 258 than in the case of detecting the starting operation based on the output of the throttle sensor 257 and restarting the engine, the reverse rotation is performed. The time is set longer (Ty1> Ty2).

The ratio of the first time to the second time is
The smaller the temperature of the engine cooling water, that is, the smaller the rotational friction, the smaller the temperature. If the water temperature increases and the rotational friction decreases, there is no large difference in the amount of rotation of the crankshaft 12 due to the reverse rotation time between the initial start when the engine is not warmed up and the restart when the warming is sufficient. is there.

Next, the starter motor 1 when the engine is stopped
The configuration for the operation of 71 will be described. FIG. 1 shows a forward / reverse rotation circuit of the starter motor 171. In FIG. 1, when it is determined that the engine is stopped based on a detection signal of the Ne sensor 153, the stop crank angle control unit 1000 turns on a starter relay 162 (hereinafter, referred to as “relay RyA”) and a reverse rotation relay. 162a (hereinafter referred to as “relay RyB”) is turned off. This relay switching state is maintained for the time Ty1 or the time Ty2 determined based on the water temperature detection result of the water temperature sensor 155 as the friction detecting means as described with reference to FIG. Also, the starter relay control unit 400 has ON / OFF switches such as a starter switch 258 and a stop switch 259.
When an off signal is input and the starting conditions are satisfied, the relay R
yA is turned on.

On the other hand, starter motor 171 is connected to relay Ry
Contact R of relay RyA via first contact Ryb1 of B
and a contact R of the relay RyA via a second contact Ryb2 of the relay RyB and a resistor R.
ya. The other end of the contact Rya of the relay RyA is connected to the plus terminal of the battery 168,
The negative terminal of the battery 168 is connected to the first contact Ryb.
1 and the normally open (NO) side of Ryb2.

In this configuration, when the relay RyA is on and the relay RyB is off, the starter motor 17
1 flows in the direction of the arrow RR, and the motor 171 rotates in the reverse direction. That is, after the engine stops, the crankshaft 12 rotates in the reverse direction until the time Ty1 or the time Ty2 corresponding to the engine coolant temperature elapses. On the other hand, relay R
When yA is on and the relay RyB is on, the first and second contacts Ryb1 and Ryb2 are switched to the opposite sides as shown in the figure, and a current flows in the starter motor 171 in the direction of the arrow RF, and the starter motor 171 is turned off. Turn forward. Relay R
When yA is off, power is not supplied to starter motor 171 and crankshaft 12 does not rotate.

The starter motor 171 uses a low-torque motor in order to reduce the weight and size, and at the time of normal rotation, advances the angle to increase the torque. Therefore, the torque is retarded at the time of reverse rotation, so that the torque is only about 1/2 to 1/3 of the torque at the time of normal rotation. In the case of further reversal,
Since the current flows through the resistor R for the purpose of protecting the relay contact, the current is restricted more than in the case of the forward rotation, so that the rotation speed in the reverse rotation is much lower than in the forward rotation. By these synergistic effects, even if the starting position of the reverse rotation is close to the low load range or has already entered the low load range, and the crank has reversed to the compression top dead center C / T, this compression top dead center The vehicle does not reverse to an undesired crank angle position beyond the point C / T, that is, a position requiring a high load torque when the vehicle crosses the compression top dead center C / T during normal rotation.
Therefore, even if the crank angle position reaches the vicinity of the compression top dead center C / T at the end of the reverse rotation, when the energization is stopped, the crank rotates in the forward direction from the compression top dead center C / T and stops.

Next, the above control will be described with reference to the flowchart of FIG. The processing shown in this flowchart is executed when the main switch 173 is turned on, and the start control is started when the starter switch 258 is turned on and the stop switch 259 is turned on. First, at step S1, the engine coolant temperature is detected from the output of the coolant temperature sensor 155. In step S2, a reverse rotation time Ty1 corresponding to the detected water temperature is read from the table (see FIG. 18). In step S3, the relay RyA is turned on, and the timer T1 for maintaining this on state for the time Ty1 is started. At this time,
Since the relay RyB is off, the crankshaft 12
Reverses.

In step S4, the timer T1 sets the time Ty
It is determined whether or not 1 has been reached, and if this determination is affirmative, the process proceeds to step S5. In step S5, the relay RyB is turned on to start normal rotation of the crank. At the same time, the timer T1 is cleared. In step S6, it is determined whether or not the starter switch 258 is off. When the driver releases the start switch 258, the determination is affirmative and the process proceeds to step S7.

At step S7, the relay RyA is turned off, and at step S8, the timer Tp is started. In step S9, it is determined whether or not the value of the timer Tp has elapsed a time t1 for protecting the contact of the relay RyB. If the time t1 has elapsed, the relay RyB is turned off in step S10. In step S11, the timer Tp is reset.

When the start control is completed, the next control type is determined (step S12), and the respective controls, namely, ignition control (step S13), charge control (step S14),
The headlight control (step S15), the buzzer control (step S16), and the like are repeated, and the vehicle continues to run.
If a predetermined condition is satisfied during traveling, the process proceeds to step S1 for start control, or shifts to engine stop control (details will be described later).

Next, the processing of the engine stop control will be described. In the flowchart of FIG.
In the embodiment, the engine cooling water temperature is detected based on the output of the water temperature sensor 155. In step S22, the reverse rotation time Ty2 corresponding to the detected water temperature is stored in the table (see FIG. 18).
Read from In step S23, the relay RyA is turned on, and the timer T2 for maintaining this on state for the time Ty2 is started. At this time, since the relay RyB is off, the crankshaft 12 rotates in the reverse direction.

In step S24, the timer T2 sets the time T
It is determined whether or not y2 has been reached. If this determination is affirmative, the process proceeds to step S25. In step S25, the timer T2
To clear. In step S26, the relay RyA is turned off. When the relay RyA is turned off, the starter motor 171 stops.

In step S27, if the engine start condition is satisfied, that is, if the starter switch 258 is on and the stop switch 259 is on, the engine start condition is satisfied. If the engine start conditions are satisfied, the process proceeds to step S28 to turn on the relay RyB.
By turning on the relay RyB, preparations for normal rotation are made. In step S29, the timer Tp is started. In step S30, the value of the timer Tp is set to the value of the relay RyB.
It is determined whether the time t1 for contact protection has elapsed. If the time t1 has elapsed, the timer Tp is reset in step S31, and the relay RyA is turned on in step S32. As a result, the crankshaft 12 starts rotating. Since the relay RyB is turned on in step S28, the rotation direction of the crankshaft 12 is the normal rotation direction. In step S33, it is determined whether or not the engine has been started. If the engine has been started, the process proceeds to step S7 (FIG. 19).

If step S33 is negative, that is, if the engine has not been started by the forward rotation after the crankshaft 12 has been rotated in reverse, the relay RyA is turned off in step S34 to temporarily stop the engine. The starter motor 171 is stopped, and the relay RyB is turned off in step S35 for reverse rotation. Step S3
In step 6, the relay RyA is turned on, and this ON state is maintained for a time T.
A timer T1 for maintaining only y1 is started.
Only during the time Ty1, the crankshaft 12 is reversed.

In step S37, the timer T1 sets the time T
It is determined whether or not y1 has been reached. If this determination is affirmative, the process proceeds to step S38. In step S38, the relay RyB
Is turned on to start the normal rotation of the crank. At the same time, the timer T1 is cleared. In step S39, it is determined whether or not the engine has been started. If the engine has been started, the process proceeds to step S7.

When the engine does not start even after the starter motor is rotated in the normal direction after the starter motor is rotated in the reverse direction, the crankshaft 12 is immediately rotated in the reverse direction immediately after the reverse rotation regardless of the crank angle position. Invert.

In the present embodiment, the cooling water temperature is adopted as a parameter representing the friction acting as a load on the crankshaft 12, but the parameter for determining the reverse rotation time is not limited to this. For example, means for detecting the temperature of the engine oil may be provided, and the reverse rotation time may be determined according to the temperature.

[0119]

As described above in detail, according to the first to sixth aspects of the present invention, the crank angle position when the crankshaft is rotated in the reverse direction and stopped, regardless of the magnitude of the rotation fiction, is determined by the following. The control can be performed such that, when the vehicle rotates forward from the position, the vehicle can be started at a small load torque. In particular, if the crank angle is in a position that is easy to start,
Since the above control can be performed without judging whether or not the start position is difficult, a component for detecting a crank angle position such as a cam pulser is not required. Therefore, it is possible to reduce the weight, size, and cost of the engine.

Since the reverse rotation time can be set according to the degree of warm-up of the engine, the reverse rotation time at the time of warm-up can be shortened and quick start-up can be achieved. In particular, when control is performed to restart the engine in response to the driver's start operation, not only the time to start is shortened, but also the power-on time is shortened by optimizing the reverse rotation time And power loss can be reduced.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a main part of a starting device according to an embodiment of the present invention.

FIG. 2 is an overall side view of a scooter type motorcycle equipped with an engine starting device to which the present invention is applied.

FIG. 3 is a plan view around an instrument panel of the scooter type motorcycle.

FIG. 4 is a schematic diagram showing an outline of a seating detection device.

FIG. 5 is a cross-sectional view of the engine shown in FIG. 2, taken along line AA.

FIG. 6 is a side sectional view of the vicinity of a cylinder head of the engine.

FIG. 7 is a drive side sectional view of the automatic transmission.

FIG. 8 is a driven side sectional view of the automatic transmission.

FIG. 9 is a sectional view showing an oil circulation device.

FIG. 10 is a side sectional view showing an arrangement of a crank sensor.

FIG. 11 is a front sectional view showing an arrangement of a crank sensor.

FIG. 12 is a block diagram showing an overall configuration of a start / stop control system according to an embodiment of the present invention.

FIG. 13 is a block diagram (part 1) illustrating functions of a main control device.

FIG. 14 is a block diagram (part 2) illustrating functions of a main control device.

FIG. 15 is a diagram showing a list of main operations of a main control device.

FIG. 16 is a diagram showing an operation mode and an operation pattern switching condition.

FIG. 17 is a diagram showing a relationship between a crank angle position and a riding torque.

FIG. 18 is a diagram showing a relationship between a reversal time and a water temperature.

FIG. 19 is a flowchart of a start control.

FIG. 20 is a flowchart of engine stop control.

[Explanation of symbols]

2 front of the vehicle body 3 rear of the vehicle body 8 seat 8a
... Frame, 9 ... Crankcase, 9a ... Luggage box, 12 ... Crankshaft, 153 ... Ne sensor, 155 ... Water temperature sensor, 162 ... Starter relay (relay RyA), 162a ... Reverse relay (relay R)
yB), 171 starter motor, 254 seat switch, 258 starter switch, 259 stop switch, 1004 reverse rotation enable timer

Claims (6)

[Claims] 1. An engine starter for starting an engine by rotating a crankshaft in a reverse direction for a predetermined reverse rotation time and then rotating the crankshaft in a normal direction, wherein the reverse rotation time is determined according to the rotational friction of the engine. The engine starting device is set to be long and short when the rotational friction is small. 2. The method according to claim 1, wherein the rotational friction is represented by an engine temperature, and the reverse rotation time is set short when the engine temperature is high and long when the engine temperature is low. Engine starting device. 3. The reverse rotation time is set to be equal to or longer than a time required for a crankshaft to rotate between a compression top dead center and an exhaust top dead center at a scheduled engine rotation friction. 3. The engine starting device according to 1 or 2. 4. An engine stop / start control means for stopping an engine when a vehicle stops and restarting the engine in response to a start operation by a driver, wherein the reverse rotation time at the time of restarting the engine is provided. The engine starting device according to any one of claims 1 to 3, wherein the setting is shorter than the reverse rotation time at the time of the first engine start. 5. The system according to claim 1, wherein a ratio of the reverse rotation time at the time of the first engine start to the reverse rotation time at the time of restart is set to increase as the rotational friction decreases. The engine starting device according to any one of the above. 6. The method according to claim 1, wherein the rotation speed and the rotation torque of the crankshaft at the time of reverse rotation are set smaller than the torque required for overcoming the compression top dead center. The described engine starting device.