JP2010084570A - Engine control device and engine control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine control device and an engine control method, enabling a quick restart of travel after a saddle ride type vehicle falls down. <P>SOLUTION: This engine control device for the saddle ride type vehicle includes a vehicle inclination angle detection means detecting the inclination angle of the vehicle, and an engine control stop means determining that the vehicle is in a fall down state and forcibly stopping the engine if a prescribed time elapses after the inclination angle of the vehicle detected with the vehicle inclination angle detection means exceeds the prescribed threshold value. The device includes an engine operation state determination means determining whether the engine is in an operation state or a roughly stop state, and an engine control prohibit means immediately prohibiting the control of the engine irrespective of the fall down state of the vehicle when the engine operation determination means determines that the engine is in a roughly stop state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an engine control device mounted on a straddle-type vehicle such as a motorcycle or an automatic three-wheel / four-wheel buggy, and an engine control method for the straddle-type vehicle.

In a straddle-type vehicle such as a motorcycle or an automatic three-wheel / four-wheel buggy, if the state where the inclination of the vehicle exceeds a predetermined threshold value continues for a set time or longer, the forced operation of the engine has already been performed. Are known.
For example, in Patent Document 1 below, the control unit forces the operation of the engine regardless of the engine speed detected by the engine speed detector when the fall detection state by the fall detection means continues for a set time or longer. An engine control device that stops automatically is disclosed.
Further, in Patent Document 2 below, an inclination sensor that detects the inclination of the vehicle body, an operation state determination unit that determines an operation state of the in-vehicle internal combustion engine, and a vehicle body inclination state and an operation state determination unit that are detected by the inclination sensor are determined. A stop control means for stopping the operation of the in-vehicle internal combustion engine based on the operating state, and the stop control means is a state in which the vehicle body is inclined at a predetermined angle or more during a stop grace period that is set differently depending on the operating state. Has been disclosed, a control device for an in-vehicle internal combustion engine that stops the operation of the internal combustion engine is disclosed.
JP 2005-337148 A JP 2006-29294 A

  By the way, in the above prior art, when the state in which the vehicle inclination exceeds a predetermined threshold value or more continues for a set time or longer, the engine operation is forcibly stopped. Alternatively, the engine must be restarted after the engine control device is reset by turning off the power with the ignition key. In addition, even if the vehicle tilt exceeds a predetermined threshold and does not exceed the set time, if the engine stalls due to wheel locking during the set time, the engine restarts if the set time has not passed. I can't do it. In particular, in off-road races where the vehicle falls frequently, each time the vehicle falls, the vehicle is brought to an upright state, the power is turned off by the ignition key, or the set time elapses before the engine is restarted. If it is started, time loss will increase.

  In addition, when the vehicle is stopped, if the clutch is accidentally engaged even though the gear is engaged (not neutral), the vehicle starts a little but suddenly. You may fall. Furthermore, when the engine is started, when the vehicle is stopped, the start action in the state where the gear is engaged, such as kick start or starter motor, causes the above-mentioned stop of the vehicle by kick start or starter motor driving torque. Like the case, the vehicle may fall down. If the vehicle falls down at the intersection due to the above factors, the vehicle is brought upright, the power is turned off by the ignition key, or the engine is restarted after waiting for the set time to elapse. It will hinder traffic at intersections for a long time.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle that can quickly resume running after the saddle riding type vehicle falls.

  In order to achieve the above object, in the present invention, as a first solution means for an engine control device, vehicle inclination angle detection means for detecting the inclination angle of the vehicle, and vehicle inclination detected by the vehicle inclination angle detection means. An engine control device for a straddle-type vehicle comprising engine control stop means for determining that the vehicle is in a fall state and forcibly stopping the engine when a predetermined time has elapsed after the angle exceeds a predetermined threshold. The engine operating state determining means for determining whether the engine is in an operating state or in a substantially stopped state, and when the engine operating determining means determines the engine in a substantially stopped state, immediately regardless of whether the vehicle is overturned or not. An engine control permission means for permitting engine control is adopted.

  In the present invention, as a second solving means relating to the engine control device, in the first solving means, the engine control permission means is configured such that the engine operating state judging means has an engine speed lower than a predetermined threshold value. If it is determined that the engine is in control, the engine control is immediately permitted.

  Further, in the present invention, as a first solving means related to the engine control method, the vehicle tilt angle is detected, and the vehicle falls over when a predetermined time elapses after the detected vehicle tilt angle exceeds a predetermined threshold value. An engine control method for a straddle-type vehicle that is determined to be in a state and forcibly stops the engine, the engine operation determining step for determining whether the engine is in an operating state or a substantially stopped state, and the engine When the operation determination step determines that the engine is substantially stopped, an engine control permission step for allowing the engine to be immediately controlled regardless of the overturned state of the vehicle is employed.

  In the present invention, as a second solving means related to the engine control method, when the engine operation permission step determines that the engine speed is below a predetermined threshold, the engine operation permission step The means characterized by permitting the control is adopted.

According to the present invention, the engine control device detects the vehicle inclination angle detecting means for detecting the vehicle inclination angle, and a predetermined time after the vehicle inclination angle detected by the vehicle inclination angle detection means exceeds the predetermined threshold value. An engine control device for a straddle-type vehicle, comprising an engine control stop means for forcibly stopping the engine after determining that the vehicle is in a fallen state when the engine is in an operating state or in a substantially stopped state Engine operating state determining means, and when the engine operating determining means determines a substantially stopped state of the engine, engine control permitting means for permitting the engine control immediately regardless of the overturning state of the vehicle. To do. As described above, since the engine control is permitted as soon as the engine stalls, even if the engine stalls due to the fall of the vehicle, the traveling can be resumed promptly.
I can do it.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The present embodiment relates to an engine control apparatus in a saddle riding type vehicle such as a motorcycle and an automatic three-wheel / four-wheel buggy.
FIG. 1 is a schematic configuration diagram of an engine control system including an engine control device (hereinafter referred to as an ECU) in the present embodiment. As shown in FIG. 1, the engine control system in the present embodiment is schematically configured by an engine 1, a fuel supply unit 2, and an ECU (Engine Control Unit) 3. The engine control system in the present embodiment will be described by exemplifying a batteryless system that does not include a battery and starts the engine by manual cranking (for example, kick).

  The engine 1 is a four-cycle single cylinder engine, and includes a cylinder 10, a piston 11, a connecting rod 12, a crankshaft 13, an intake valve 14, an exhaust valve 15, an ignition plug 16, an ignition coil 17, an igniter 18, an intake pipe 19, and an exhaust pipe. 20, an air cleaner 21, a throttle valve 22, an injector 23, an intake pressure sensor 24, an intake air temperature sensor 25, a throttle opening sensor 26, a coolant temperature sensor 27, and a crank angle sensor 28.

  The cylinder 10 is a hollow cylindrical member for reciprocating the piston 11 provided therein by repeating four strokes of intake, compression, combustion (expansion), and exhaust, and is a mixture of air and fuel. Intake port 10a that is a flow path for supplying the combustion chamber 10b to the combustion chamber 10b, the air-fuel mixture is stopped, the combustion chamber 10b that is a space for burning the air-fuel mixture compressed in the compression stroke in the combustion stroke, and combustion in the exhaust stroke An exhaust port 10c, which is a flow path for exhausting exhaust gas from the chamber 10b to the outside, is provided. Further, a cooling water passage 10 d for circulating the cooling water is provided on the outer wall of the cylinder 10.

  A crankshaft 13 for converting the reciprocating motion of the piston 11 into a rotational motion is connected to the piston 11 via a connecting rod 12. The crankshaft 13 extends in a direction perpendicular to the reciprocating direction of the piston 11, and includes a flywheel (not shown), a transmission gear, a kick gear connected to a kick pedal for manually starting the engine 1, a rotor 29, It is connected.

  The intake valve 14 is a valve member for opening and closing an opening on the combustion chamber 10b side in the intake port 10a, and is connected to a camshaft (not shown) and is driven to open and close by the camshaft according to each stroke. . The exhaust valve 15 is a valve member for opening and closing the opening on the combustion chamber 10b side in the exhaust port 10c, and is connected to a camshaft (not shown), and is driven to open and close according to each stroke by the camshaft. .

  The spark plug 16 is provided at the uppermost part of the combustion chamber 10 b with the electrodes facing the combustion chamber 10 b, and generates a spark between the electrodes by a high-voltage ignition voltage signal supplied from the ignition coil 17. The ignition coil 17 is a transformer composed of a primary winding and a secondary winding, and boosts an ignition voltage signal supplied from the igniter 18 to the primary winding and supplies the boosted voltage signal from the secondary winding to the ignition plug 16. . The igniter 18 is composed of a power transistor or the like, and outputs an ignition voltage signal from the power transistor to the primary winding of the ignition coil 17 under the control of the ECU 3.

  The intake pipe 19 is a pipe for supplying air, and is connected to the cylinder 10 so that the internal intake passage 19a communicates with the intake port 10a. The exhaust pipe 20 is a pipe for exhaust gas discharge, and is connected to the cylinder 10 so that the internal exhaust passage 20a communicates with the exhaust port 10c. The air cleaner 21 is provided on the upstream side of the intake pipe 19, cleans the air taken in from the outside, and sends it to the intake passage 19a. The throttle valve 22 is provided in the intake passage 19a and is rotated by a throttle (or an accelerator) (not shown). That is, as the throttle valve 22 rotates, the cross-sectional area of the intake passage 19a changes, and the intake air amount changes. The injector 23 is provided in the intake pipe 19 with the injection port directed toward the intake port 10a, and injects fuel supplied from the fuel supply unit 2 from the injection port in accordance with an injector drive signal supplied from the ECU 3. .

  The intake pressure sensor 24 is a semiconductor pressure sensor using, for example, a piezoresistance effect, and is provided in the intake pipe 19 with the sensitivity surface facing the intake passage 19 a on the downstream side of the throttle valve 22. An intake pressure signal corresponding to the intake pressure is output to the ECU 3. The intake air temperature sensor 25 is provided in the intake pipe 19 with the sensing portion facing the intake flow path 19a on the upstream side of the throttle valve 22, and outputs an intake air temperature signal corresponding to the intake air temperature in the intake pipe 19 to the ECU 3. . The throttle opening sensor 26 outputs a throttle opening signal corresponding to the opening of the throttle valve 22 to the ECU 3. The cooling water temperature sensor 27 is provided with the sensitive part facing the cooling water passage 10d of the cylinder 10, and outputs a cooling water temperature signal corresponding to the temperature of the cooling water flowing through the cooling water passage 10d to the ECU 3. The crank angle sensor 28 is, for example, an electromagnetic pickup sensor, is provided near the outer periphery of the rotor 29, and outputs a crank angle signal every time the crankshaft 13 rotates by a predetermined angle in synchronization with the rotation of the crankshaft 13.

  The rotor 29 is connected to the crankshaft 13, and a permanent magnet is attached so that one set of N poles and S poles is arranged at every 60 ° on the inner peripheral side. As the rotor 29 (that is, a permanent magnet) rotates, a three-phase AC voltage is generated by electromagnetic induction in a stator coil (not shown), and this three-phase AC voltage is output to a regulating rectifier (not shown). A plurality of protrusions are provided on the outer periphery of the rotor 29 so that the rear ends of the protrusions are equiangularly spaced (for example, 20 ° apart) with respect to the rotation direction. The rotor 29 is provided with a protrusion (crank angle reference protrusion) longer than the other protrusions (for example, twice) so that the rear end of the protrusion is positioned at the crank angle reference position. Hereinafter, protrusions other than the crank angle reference protrusion are referred to as auxiliary protrusions.

  The crank angle sensor 28 described above outputs a pair of pulsed crank angle signals having different polarities to the ECU 3 each time the crank angle reference protrusion and the auxiliary protrusion of the rotor 29 pass in the vicinity of the crank angle sensor 28. More specifically, the crank angle sensor 28 outputs a pulse signal having a negative amplitude when the front end of each protrusion passes in the rotation direction, and the rear end of each protrusion passes in the rotation direction. In this case, a pulse signal having a positive polarity is output.

  The fuel supply unit 2 includes a fuel tank 40 and a fuel pump 41. The fuel tank 40 is a container for storing fuel such as gasoline. The fuel pump 41 is provided in the fuel tank 40, and pumps the fuel in the fuel tank 40 and supplies it to the injector 23 in accordance with a pump drive signal input from the ECU 3.

  The ECU 3 includes a ROM (Read Only Memory) 51, a RAM (Random Access Memory) 52, a CPU (Central Processing Unit) 53, an acceleration sensor 54, an injector drive circuit 55, a pump drive circuit 56, and the like. The control program stored in the ROM 51, the acceleration signal input from the acceleration sensor 54, the intake pressure signal input from the intake pressure sensor 24, the intake air temperature signal input from the intake air temperature sensor 25, the throttle opening The overall operation of the engine 1 and the fuel supply unit 2 is controlled based on the throttle opening signal input from the degree sensor 26, the coolant temperature signal input from the coolant temperature sensor 27, and the crank angle signal input from the crank angle sensor.

  The ROM 51 is a read-only nonvolatile memory that stores in advance data (for example, control program, table data, map data, etc.) necessary for starting control and normal control of the engine 1. The RAM 52 is a working memory used as a temporary storage destination of data when the CPU 53 performs various arithmetic processes. The CPU 53 includes start control data and normal control data stored in the ROM 51, engine speed calculated based on the crank angle signal, intake pressure value based on the intake pressure signal, intake temperature value based on the intake air temperature signal, throttle The engine 1 and the fuel supply unit 2 are controlled based on the throttle opening value based on the opening signal and the cooling water temperature value based on the cooling water temperature signal.

  The acceleration sensor 54 is, for example, a capacitance type acceleration sensor 54, and detects acceleration in the width direction of the vehicle body based on the height direction of the vehicle body of the saddle riding type vehicle. That is, when the vehicle body is tilted, the acceleration sensor 54 detects the gravitational acceleration of the sine component of the tilt angle, and outputs an acceleration signal corresponding to the gravitational acceleration to the CPU 53. The CPU 53 calculates the tilt angle of the vehicle body based on the acceleration signal input from the acceleration sensor 54, and if the fall detection state in which the tilt angle exceeds a predetermined threshold continues for a predetermined time, the saddle riding type vehicle falls Judged to be in a state.

  The injector drive circuit 55 generates an injector drive signal for injecting a predetermined amount of fuel from the injector 23 under the control of the CPU 53, and outputs the injector drive signal to the injector 23. The pump drive circuit 56 generates a pump drive signal for supplying fuel from the fuel pump 41 to the injector 23 under the control of the CPU 53, and outputs the pump drive signal to the fuel pump 41.

 Next, engine control processing of the ECU 3 (particularly the CPU 53) in the engine control system including the ECU 3 of the present embodiment configured as described above will be described with reference to FIGS. FIG. 2 is a flowchart showing an engine control process of the engine control apparatus (ECU 3) according to the present embodiment. FIG. 3 shows the time-dependent acceleration signal, ignition / injection prohibition signal, engine stall state, and engine speed of the saddle riding type vehicle equipped with the engine control system including the engine control apparatus (ECU 3) according to the present embodiment. FIG. 4 shows an engine stall due to a rear tire lock or the like during a fall detection state of a saddle-ride type vehicle equipped with an engine control system equipped with an engine control device (ECU 3) according to the present embodiment. It is a figure which shows the time change of the acceleration signal in time, an ignition / injection prohibition signal, an engine stall state, and an engine speed.

  As shown in FIG. 2, when the CPU 53 is activated by the supply of power from a power supply unit (not shown), the CPU 53 reads an acceleration signal input from the acceleration sensor 54 (step S1), and an acceleration signal signal from the acceleration sensor. It is determined whether or not the level is a normal value (step S2). In step S2, the CPU 53 determines that the acceleration signal is a normal value when the signal level of the acceleration signal shown in FIGS. 3 and 4 is within an allowable range (non-falling level and falling level), and the acceleration is determined. When the signal level of the signal exceeds the upper limit value of the allowable range or falls below the lower limit value, it is determined that the signal level of the acceleration signal is an abnormal value due to the failure of the acceleration sensor 54.

  If the CPU 53 determines “NO” in step S2, that is, if the signal level of the acceleration signal is an abnormal value, the CPU 53 determines that the saddle riding type vehicle is in a non-falling state (step S3). 1 is permitted, that is, the output of the ignition voltage signal to the ignition coil 17 is permitted to the igniter 18, the output of the injector drive signal to the injector 23 is permitted to the injector drive circuit 55, and further to the fuel pump 41. Output of the pump drive signal is permitted to the pump drive circuit 56 (step S4). Note that, when the signal level of the acceleration signal is an abnormal value, the CPU 53 cannot determine whether the saddle riding type vehicle falls or not based on the acceleration signal. Judged to be in a non-falling state.

  If the CPU 53 determines “YES” in step S 2, that is, if the signal level of the acceleration signal is a normal value, the engine 1 is engine stalled based on the crank angle signal input from the crank angle sensor 28. If it is determined as “YES” in step S5, that is, if the engine 1 is stalled, the process proceeds to step S3, and “NO” is determined in step S5. Is determined based on the crank angle signal input from the crank angle sensor 28, and it is determined whether or not the engine speed exceeds a predetermined threshold value (step S6). ).

  If the CPU 53 determines “NO” in step S6, that is, if the engine speed is below a predetermined threshold value, the CPU 53 proceeds to step S3 and determines “YES” in step S6. In the case, it is determined whether or not it is already determined that the vehicle is in a fall state (step S7). The engine control process is a repetitive process that is repeatedly executed by the CPU 53 every predetermined time, that is, a process for determining whether or not the engine control is permitted every time the predetermined time elapses. In step S7, it is determined whether or not the straddle-type vehicle has already been determined to be in a fallen state in step S9, which will be described later, in the previously executed iterative process.

  If the CPU 53 determines “NO” in step S7, that is, if the CPU 53 has not determined that the vehicle has already fallen, the CPU 53 determines whether the inclination angle calculated based on the acceleration signal exceeds a predetermined threshold value. That is, it is determined whether or not it is a fall detection state (step S8). If it is determined “NO” in step S8, that is, if it is not a fall detection state, the process proceeds to step S3. If it is determined as “YES”, that is, if it is in the fall detection state, it is determined whether or not a predetermined time has passed since the fall detection state was reached (step S9).

  If the CPU 53 determines “NO” in step S9, that is, if the predetermined time has not elapsed since the fall detection state has been entered, the CPU 53 proceeds to step S3 and determines “YES” in step S9. In other words, when a predetermined time has elapsed since entering the fall detection state, it is determined that the saddle riding type vehicle is in a fall state (step S10), and the control of the engine 1 is prohibited, that is, the ignition coil 17 is turned on. Output of the ignition voltage signal is prohibited by the igniter 18, output of the injector drive signal to the injector 23 is prohibited by the injector drive circuit 55, and output of the pump drive signal to the fuel pump 41 is prohibited by the pump drive circuit 56 ( Step S11). Then, the CPU 53 determines whether or not a predetermined time has elapsed from the start of the process in step S1, and when determining that the predetermined time has elapsed, repeats the process in step S1.

  Next, FIG. 3 will be described in light of the flowchart of FIG. FIG. 3 shows temporal changes in the acceleration signal, the ignition / injection prohibition signal, the engine stall state, and the engine speed from the stop of the operation of the engine 1 due to the overturn to the restart of the engine 1. The ignition / injection prohibition signal is a signal that the CPU 53 outputs to the igniter 18, the injector drive circuit 55, and the pump drive circuit 56 when the control of the engine 1 is stopped. That is, the CPU 53 inhibits the control of the engine 1 by outputting an ignition / injection inhibition signal to the igniter 18, the injector drive circuit 55, and the pump drive circuit 56 in step S11.

  The rising portion of the ignition / injection inhibition signal shown in FIG. 3 indicates that the ignition / injection inhibition signal is output from the CPU 53, and the falling portion indicates that the ignition / injection inhibition signal is not output from the CPU 53. . Also, the rising portion of the engine stall state shown in FIG. 3 indicates that the engine 1 is in an engine stall, and the falling portion indicates that the engine 1 is released from the engine stall.

  As shown in FIG. 3, when the signal level of the acceleration signal transitions from the non-falling level to the falling level, the CPU 53 determines “YES” in step S8. When a predetermined time has elapsed since the transition to the fall level, the CPU 53 determines “YES” in step S9. Then, the CPU 53 determines that the vehicle is in the overturned state in step S10 and outputs the ignition / injection signal to prohibit the control of the engine 1 in step S11. The engine speed is “0”, that is, the engine is torred.

  Thereafter, as shown in FIG. 3, when the engine 1 is stalled, the CPU 53 determines “YES” in step S5, determines that the vehicle is in a non-overturned state in step S3, and outputs an ignition / injection signal. In order to permit the control of the engine 1 in step S4 by stopping, when the rider restarts the engine 1, the engine 1 increases in engine speed and the engine stall is released. When the engine 1 is in a state where the engine speed is decreasing but the engine is not stalled, the CPU 53 determines “NO” in step S5, but the engine speed is a predetermined threshold. If it falls below the value, “NO” is determined in step S6, and control of the engine 1 is immediately permitted in step S4.

  Furthermore, FIG. 4 will be described in light of the flowchart of FIG. FIG. 4 shows temporal changes in the acceleration signal, ignition / injection prohibition signal, engine stall state, and engine speed from the stop of the engine 1 operation due to the rear tire lock or the like during the fall detection state to the restart of the engine 1 operation. Is shown.

  As shown in FIG. 4, when the signal level of the acceleration signal changes from the non-falling level to the falling level, the CPU 53 determines “YES” in step S8. If the engine 1 is stalled due to a rear diamond lock or the like before a predetermined time has elapsed since the transition to the overturning level, the CPU 53 determines “YES” in step S3. Then, the CPU 53 determines that it is in a non-falling state in step S3 and stops the output of the ignition / injection signal, thereby permitting control of the engine 1 in step S4. However, when the rider restarts the engine 1, the engine 1 increases in engine speed and enters an engine stall release state. If the engine 1 has a low engine speed but is not stalled, the CPU 53 determines “NO” in step S5, but the engine speed is a predetermined threshold value. If it falls below, “NO” is determined in step S6, and control of the engine 1 is immediately permitted in step S4.

  As described above, in the ECU 3 according to the present embodiment, the CPU 53 falls after a predetermined time has elapsed since the inclination angle of the saddle riding type vehicle exceeds the predetermined threshold value based on the acceleration signal input from the acceleration sensor 54. When the engine 1 is judged to be in a state and the control of the engine 1 is prohibited and the engine speed of the engine 1 becomes “0”, that is, when the engine stalls or the engine speed falls below a predetermined threshold, the engine 1 immediately Allow to start or control. Further, the CPU 1 starts or controls the engine 1 as soon as the engine 1 enters an engine stall state or the engine speed falls below a predetermined threshold even if a rear diamond lock or the like occurs during a predetermined time. Allow. As described above, the engine 1 is allowed to start or control as soon as the engine stalls or the engine speed falls below a predetermined threshold value. You can resume running.

As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the said embodiment, For example, the following modifications can be considered.
(1) In the above embodiment, the CPU 53 prohibits the igniter 18 from outputting an ignition voltage signal to the ignition coil 17, and prohibits the injector drive circuit 55 from outputting an injector drive signal to the injector 23. Although the pump drive circuit 56 prohibits the output of the pump drive signal to the engine 1 to stop the control of the engine 1, the present invention is not limited to this.
The CPU 53 stops the control of the engine 1 by stopping at least one of the ignition coil 17, the injector 23, and the fuel pump 41, and the engine 1 is stalled or the engine speed falls below a predetermined threshold value. Then, control of the stopped ignition coil 17, injector 23, and fuel pump 41 may be permitted.

1 is a schematic configuration diagram of an engine control system including an engine control device (ECU 3) according to an embodiment of the present invention. It is a flowchart which shows the engine control process of the engine control apparatus (ECU3) which concerns on one Embodiment of this invention. Acceleration signal, ignition / injection prohibition signal, engine stall state, and engine speed in time of a saddle riding type vehicle equipped with an engine control system including an engine control device (ECU 3) according to an embodiment of the present invention It is a figure which shows a change. Acceleration signal and ignition / injection prohibition when engine stall occurs due to rear tire lock or the like during a fall detection state of a saddle riding type vehicle equipped with an engine control system including an engine control device (ECU3) according to an embodiment of the present invention It is a figure which shows the time change of a signal, an engine stall state, and an engine speed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Fuel supply part, 3 ... ECU (Engine Control Unit), 10 ... Cylinder, 10a ... Intake port, 10b ... Combustion chamber, 10c ... Exhaust port, 11 ... Piston, 12 ... Connecting rod, 13 ... Crankshaft , 14 ... Intake valve, 15 ... Exhaust valve, 16 ... Spark plug, 17 ... Ignition coil, 18 ... Igniter, 19 ... Intake pipe, 19a ... Intake flow path, 20 ... Exhaust pipe, 20a ... Exhaust flow path, 21 ... Air cleaner , 22 ... throttle valve, 23 ... injector, 24 ... intake pressure sensor, 25 ... intake air temperature sensor, 26 ... throttle opening sensor, 27 ... cooling water temperature sensor, 28 ... crank angle sensor, 29 ... rotor, 40 ... fuel tank, 41 ... Fuel pump, 51 ... ROM (Read Only Memory), 52 ... RAM (Random Access Memory), 53 ... CPU (Central Processing Unit), 54 ... Acceleration sensor, 55 ... injector drive circuit, 56 ... pump drive circuit

Claims (4)

Vehicle inclination angle detection means for detecting the inclination angle of the vehicle;
Engine control stop means for forcibly stopping the engine by determining that the vehicle has fallen when a predetermined time has elapsed after the vehicle inclination angle detected by the vehicle inclination angle detection means exceeds a predetermined threshold value. An engine control device for a saddle-ride type vehicle comprising:
Engine operating state determining means for determining whether the engine is in an operating state or a substantially stopped state;
An engine control device comprising: engine control permission means for permitting engine control immediately when the engine operation determining means determines that the engine is substantially stopped, regardless of a vehicle overturning state.   The engine control permission means permits the engine control as soon as the engine operating state determination means determines that the engine speed is below a predetermined threshold value. Engine control device. A straddle type that detects a vehicle inclination angle and forcibly stops the engine by determining that the vehicle is in a fall state when a predetermined time has elapsed after the detected vehicle inclination angle exceeds a predetermined threshold value. A vehicle engine control method comprising:
An engine operation determination step for determining whether the engine is operating or substantially stopped;
An engine control permission step comprising: an engine control permission step for permitting the engine control immediately when the engine operation determination step determines that the engine is substantially stopped regardless of a vehicle overturning state. The engine control permission step permits the engine control immediately when the engine operation determination step determines that the engine speed is lower than a predetermined threshold value. Engine control method.

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