JP2013072407A - Vehicle having automatic stop function of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle having an automatic stop function of an engine for easily starting on a slope by reducing attention payed to a throttle opening at the automatic stop of the engine.SOLUTION: The vehicle (10) having the automatic stop function of the engine (38) includes a vehicle speed detecting means (112) for detecting a vehicle speed, a throttle valve opening detecting means (114) for detecting the throttle opening of a throttle valve (100), an operation quantity detecting means (70) for detecting an operation quantity of brake operation pieces (66 and 68), and a control means (28) for restarting the engine (38) when the operation quantity becomes a first set value (V1) or smaller, and exceeds the first set value (V1) again thereafter and the throttle opening exceeds a second predetermined opening (θ2), in an automatic stop state of the engine (38).

Description

  The present invention relates to a vehicle having an automatic engine stop function for restarting an engine during automatic engine stop.

  In Patent Document 1 shown below, in a vehicle that performs idle stop (automatic engine stop), the driver restarts the engine when the driver releases the brake operation, and even if the driver does not release the brake operation, It is described that the engine is restarted when the throttle grip (accelerator grip) is operated while the brake is operated as in the case of starting on a slope.

JP 2005-264929 A

  However, in the prior art, whether or not the brake operation has been performed is detected by the brake switch, so the driver wants to stop and operates the brake, or operates the brake with the intention of starting a slope. It cannot be determined. Therefore, the driver must be careful to keep the throttle grip in a fully closed state when he / she wants to continue the stop state.

  Accordingly, the present invention provides a vehicle having an automatic engine stop function that reduces the attention paid to the throttle grip operation during the automatic engine stop and can easily start a slope.

  In order to achieve the above object, the invention according to claim 1 is directed to a vehicle (10) having an automatic stop function of the engine (38), a vehicle speed detecting means (112) for detecting the vehicle speed, and an engine (38). Throttle valve opening degree detecting means (114) for detecting the throttle opening degree of the throttle valve (100), operation amount detecting means (70) for detecting the operation amount of the brake operating elements (66, 68), and the vehicle speed are predetermined. The engine (38) is automatically stopped when the speed is less than the speed and the throttle opening is less than or equal to the first predetermined opening (θ1) and the manipulated variable exceeds the first set value (V1). In the automatic stop state of the engine (38), the operation amount becomes equal to or less than the first set value (V1), then exceeds the first set value (V1) again, and the throttle opening is equal to the second setting value. Predetermined If you exceed degrees (.theta.2), characterized in that it comprises a control means (28) to restart the engine (38).

  According to a second aspect of the present invention, in the vehicle (10) having the automatic stop function of the engine (38) according to the first aspect, the control means (28) is in an automatic stop state in the engine (38). The engine (38) is restarted when the manipulated variable is equal to or smaller than a second set value (V2) smaller than the first set value (V1).

  According to a third aspect of the present invention, in a vehicle (10) having an automatic stop function of the engine (38), vehicle speed detecting means (112) for detecting the vehicle speed and throttle opening of the throttle valve (100) of the engine (38). Throttle valve opening degree detecting means (114) for detecting the degree of operation, operation amount detecting means (70) for detecting the operation amount of the brake operating elements (66, 68), the vehicle speed is equal to or lower than a predetermined speed, and the throttle When the opening degree is equal to or less than the first predetermined opening degree (θ1) and the operation amount exceeds the first set value (V1), the engine (38) is automatically stopped, and the engine (38) In the automatic stop state, when the manipulated variable is smaller than the second set value (V2) smaller than the first set value (V1), the engine (38) is restarted, and the manipulated variable becomes the second set value. (V ) Control means (28) for restarting the engine (38) when the throttle opening is greater than or equal to the first set value (V1) and the throttle opening exceeds a second predetermined opening (θ2). And.

  According to a fourth aspect of the present invention, in the vehicle (10) provided with the automatic stop function of the engine (38) according to any one of the first to third aspects, the first set value (V1) is the brake. The value is set to 50% or more of the maximum operation amount of the operation elements (66, 68).

  According to a fifth aspect of the present invention, in the vehicle (10) provided with the automatic stop function of the engine (38) according to any one of the first to fourth aspects, the second set value (V2) is the brake It is characterized by being set to a value near 50% or less of the maximum operation amount of the operation elements (66, 68).

  The invention according to claim 6 is the vehicle (10) having the automatic stop function of the engine (38) according to any one of claims 1 to 5, wherein the brake operation element (66, 68) is provided. A brake light (118) that is turned on when operated is provided, and the control means (28) blinks the brake light (118) when the engine (38) is in an automatic stop state.

  The invention according to claim 7 is a vehicle (10) having an automatic stop function of the engine (38) according to any one of claims 1 to 6, comprising a hazard lamp (120), wherein the control The means (28) flashes the hazard lamp (120) when the engine (38) is in an automatic stop state.

  The invention according to claim 8 is the vehicle (10) having the automatic stop function of the engine (38) according to any one of claims 1 to 5, wherein the brake operator (66, 68) is provided. A brake light (118) that is turned on when operated is provided, and the control means (28) blinks the brake light (118) when a change in the operation amount per unit time is equal to or greater than a threshold value. And

  The invention according to claim 9 is a vehicle (10) having an automatic stop function of the engine (38) according to claim 8, comprising a hazard lamp (120), wherein the control means (28) is a unit. When the change in the operation amount per hour is equal to or greater than a threshold value and the vehicle speed is greater than a predetermined value, the hazard lamp (120) is further blinked.

  The invention according to claim 10 is a vehicle (10) having an automatic stop function of the engine (38) according to claim 8 or 9, wherein the first set value (V1) and the second set value ( At least one of V2) can be arbitrarily changed by the driver.

  According to the first aspect of the present invention, the engine will not start even if the throttle grip for changing the throttle opening is operated unless the brake operator is firmly gripped while the engine is automatically stopped. The attention paid to the grip operation can be reduced. In addition, it is possible to smoothly start the hill where the brake operator and the throttle grip are operated.

  According to the second aspect of the present invention, when the brake operation element is lightly gripped so that the operation amount becomes equal to or less than the second set value during the automatic stop state of the engine, the engine is restarted. You can start quickly. Further, when the operation amount is larger than the second set value and equal to or less than the first set value, the engine automatic stop state is continued regardless of the throttle opening degree, so that the throttle grip operation in the automatic stop state is paid. Attention can be reduced.

  According to the third aspect of the present invention, when the brake operator is firmly held while the engine is automatically stopped, the engine does not start even when the throttle grip is operated, and the throttle grip operation is paid. Attention can be reduced. Further, when the brake operator is lightly gripped so that the operation amount becomes smaller than the second set value, the engine is restarted, so that the vehicle can be started quickly. Furthermore, it is possible to smoothly start a slope on which the brake operator and the throttle grip are operated.

  According to the fourth and fifth aspects of the present invention, it can be determined that the driver has operated or not operated the brake operator with an intention.

  According to the invention described in claims 6 and 7, it is possible to notify the following vehicle that the engine is in the automatic stop state.

  According to the eighth aspect of the invention, it is possible to notify the following vehicle that the vehicle is decelerating rapidly.

  According to the ninth aspect of the present invention, it is possible to notify the following vehicle that the vehicle is decelerating rapidly from high speed travel.

  According to the invention described in claim 10, the driver can set the conditions for the engine to automatically stop and the conditions for the engine to be restarted to their own specifications.

1 is an external left side view of a scooter type motorcycle having an engine automatic stop function according to an embodiment. It is a top view which shows the handle | steering-wheel shown in FIG. It is a figure which shows the rear brake sensor shown in FIG. 1 is an electrical schematic configuration diagram of a motorcycle according to an embodiment. It is a flowchart which shows the operation | movement which judges whether an engine is automatically stopped during the driving | running | working of a motorcycle. It is a flowchart which shows operation | movement of the 1st pattern which judges whether an engine is restarted during an engine automatic stop. It is a flowchart which shows the operation | movement of the 2nd pattern which judges whether an engine is restarted during an engine automatic stop. It is a flowchart which shows the operation | movement of the 3rd pattern which judges whether an engine is restarted during an engine automatic stop. It is a flowchart which shows the blinking operation | movement of the lighting device in an automatic stop state. It is a flowchart which shows lighting and blinking operation | movement of the brake light during driving | running | working. It is a figure which shows the relationship between the 1st setting value V1 of this Embodiment, and the 2nd setting value V2. It is a figure which shows the display part provided in the handle | steering-wheel cover shown in FIG.

  BEST MODE FOR CARRYING OUT THE INVENTION A vehicle having an engine automatic stop function (idle stop function) according to the present invention will be described below in detail with reference to the accompanying drawings.

  FIG. 1 is an external left side view of a scooter type motorcycle (including a motorbike) 10 having an idle stop function according to an embodiment. The body frame of the motorcycle (vehicle) 10 includes a head pipe 12, a down frame 14 extending rearward and downward from the head pipe 12, and a main frame 16 connected to the rear end of the down frame 14 and extending rearward. Have. A seat 18 is disposed above the main frame 16.

  The head pipe 12 pivotally supports a front fork 22 that pivotally supports a front wheel (steering wheel) WF, and a bar-like handle 24 is connected to the upper end of the front fork 22. A handle cover 26 having a display unit is attached to the upper portion of the handle 24. In front of the head pipe 12, an ECU (control means) 28 as an engine control device is disposed.

  A bracket 30 is provided at the rising end of the main frame 16 at the rear end of the down frame 14, and a hanger bracket 34 of a swing unit 32 is supported on the bracket 30 via a link member 36 so as to be swingable. .

  An engine 38 is disposed at the front of the swing unit 32, a transmission 40 is disposed behind the engine 38, and a rear wheel (driving wheel) WR is supported on the output shaft of the speed reduction mechanism 42. Yes. The speed reduction mechanism 42 is suspended from the main frame 16 by a rear shock unit 44. Above the swing unit 32, a throttle body 48 and an air cleaner 50 of an injector (fuel injection device) connected to an intake pipe 46 extending from the engine 38 are disposed. Further, a rear wheel brake device 52 and a front wheel brake device 54 are provided on the rear wheel WR and the front wheel WF, respectively.

  FIG. 2 is a plan view showing the handle 24. The handle 24 includes a handle shaft 60 extending in the left-right direction, a left grip 62 disposed at the left end portion of the handle shaft 60, and a right grip 64 disposed at the right end portion of the handle shaft 60. The right grip 64 can be rotated (rotated) with respect to the handle shaft 60 and instructs acceleration. Hereinafter, the right grip 64 is referred to as a throttle grip (accelerator grip) 64. A brake bracket 65 provided on the left side of the handle shaft 60 rotatably supports a rear brake lever (brake operator) 66, and a brake bracket 67 provided on the right side of the handle shaft 60 is provided with a front brake lever (brake An operation element 68 is rotatably supported.

  When the driver operates the rear brake lever 66, the rear wheel brake device 52 is operated and braking force is applied to the rear wheel WR. When the driver operates the front brake lever 68, the front wheel brake device 54 is operated and the front wheel brake device is operated. A braking force is applied to the WF. A rear brake sensor (operation amount detection means) 70 provided on the brake bracket 65 detects the operation amount of the rear brake lever 66. A display unit 76 is provided at the center of the handle cover 26 and displays the vehicle speed and the like.

  FIG. 3 is a diagram showing the rear brake sensor 70. The rear brake sensor 70 is provided on the rib 80 attached to the rear brake lever 66, the detected pin 82 connected to the rib 80, and the brake bracket 65, and detects the stroke amount (protrusion amount) of the detected pin 82. And a detecting unit 84 for When the driver operates (holds) the rear brake lever 66, the detected pin 82 protrudes in the direction of the rear brake lever 66 according to the operation amount (grip amount) of the rear brake lever 66, and the detection unit 84 detects the detected pin 82. Detect the stroke amount. Thereby, the rear brake sensor 70 can detect the operation amount of the rear brake lever 66.

  In the present embodiment, the rear brake sensor 70 that can detect the operation amount is employed. However, if the application is limited to the automatic stop and restart of the engine 38, a relatively inexpensive on / off switch is used. Can also be employed as the rear brake sensor 70. In this case, the on / off switch switching position cannot be changed, so the on / off switch (rear brake) can be changed by changing the mounting holes or adjusting with screws (not shown). The mounting position of the sensor 70) may be adjusted. A dotted circle shown in FIG. 3 indicates a mounting hole 86 for position adjustment.

  FIG. 4 is a schematic electrical configuration diagram of the motorcycle 10. The motorcycle 10 includes a throttle valve 100 provided in an intake pipe 46, an injector 102 that injects fuel to generate an air-fuel mixture sucked into a combustion chamber (not shown) of the engine 38, and an air-fuel mixture in the combustion chamber. And an ignition plug (ignition device) 104 for igniting. The air-fuel mixture is a mixture of air and fuel.

  The injector 102 injects fuel into the air sucked through the throttle valve 100 that adjusts the amount of intake air into the combustion chamber to generate an air-fuel mixture. The generated air-fuel mixture flows into the combustion chamber of the engine 38, is ignited by the spark plug 104, and the air-fuel mixture burns, so that the engine 38 converts fuel energy into power.

  The throttle valve 100 is connected to the throttle grip 64 by a wire, and opens according to the turning operation of the throttle grip 64. As the opening degree of the throttle grip 64 increases, the opening degree of the throttle valve 100 increases. Even when the opening degree of the throttle grip 64 is zero (that is, when the throttle grip 64 is not operated), the throttle valve 100 is slightly opened, and the opening degree of the throttle valve at this time is set as the initial opening degree. Call it.

  When a starter switch (not shown) is operated, an ECU (Engine Control Unit) 28 starts the engine by driving a starter motor 106 that rotates a crankshaft 38 a that is an output shaft of the engine 38.

  The motorcycle 10 also has a throttle valve opening for detecting a vehicle speed sensor (vehicle speed detecting means) 112 and a throttle valve 100 (hereinafter referred to as a throttle opening) provided in a rear tire for detecting the vehicle speed. That the sensor (throttle valve opening detection means) 114, the rotation speed sensor 116 for detecting the rotation speed of the crankshaft 38a of the engine 38 (hereinafter referred to as engine rotation speed), the rear brake lever 66, and the front brake lever 68 are operated. A brake lamp 118 for notifying the following vehicle and a hazard lamp 120 are provided. A direction indicator may be used as the hazard lamp 120.

  The crankshaft 38a converts a reciprocating motion of a piston (not shown) of the engine 38 into a rotational force. The rotational force of the crankshaft 38a is transmitted to the transmission 40, and the transmission 40 changes the transmission ratio (reduction ratio) of the transmitted rotational force and transmits it to the rear wheels WR.

  The ECU 28 includes a CPU and a memory (not shown). A program is stored in the memory, and the CPU 28 functions as the ECU 28 of the present embodiment by reading the program. The ECU 28 controls the injector 102 and the spark plug 104 according to the throttle opening. Specifically, the injection amount and injection timing of the fuel injected by the injector 102 and the ignition timing by the spark plug 104 are controlled according to the throttle opening degree and the like. As a result, the engine speed becomes the speed corresponding to the amount of operation of the throttle grip 64 by the driver. When the throttle grip 64 is not operated (when the opening degree of the throttle grip 64 is fully closed), the throttle opening degree becomes the initial opening degree, and the ECU 28 causes the injector 102 so that the engine speed becomes the idle speed. And controls the spark plug 104.

  Further, when the idle stop condition is satisfied, the ECU 28 automatically stops the engine 38 (idle stop) by stopping fuel injection by the injector 102 and ignition by the spark plug 104. When the return condition is satisfied during the automatic stop state, the ECU 28 drives the starter motor 106 and restarts the engine 38 by controlling the injection amount and injection timing by the injector 102 and the ignition timing by the spark plug 104. Let

  Signals detected by the rear brake sensor 70, the vehicle speed sensor 112, and the throttle valve opening sensor 114 are sent to the ECU 28. The ECU 28 displays the vehicle speed detected by the vehicle speed sensor on the display unit 76, and the rear brake sensor 70 detects the vehicle speed. Based on the operated amount of the rear brake lever 66, the vehicle speed detected by the vehicle speed sensor 112, etc., the lighting and blinking of the brake lamp 118 and the hazard lamp 120 are controlled. At the same time, during sudden braking, the output of the engine 38 may be forcibly reduced or stopped to the idle ring level regardless of the throttle opening. As a result, the engine brake can be used effectively and unnecessary fuel is not burned.

  Next, the operation of the motorcycle 10 will be described with reference to the flowcharts of FIGS. First, an operation for determining whether or not to automatically stop the engine 38 during the traveling of the motorcycle 10 will be described with reference to the flowchart of FIG. The operation shown in FIG. 5 is executed when the engine 38 is in an operating state.

  The ECU 28 determines whether or not the vehicle speed most recently detected by the vehicle speed sensor 112 is equal to or lower than a predetermined speed (for example, 3 km / h) (step S1). That is, in step S1, it is determined whether or not the motorcycle 10 can be regarded as being in a stopped state.

  If it is determined in step S1 that the detected vehicle speed is less than or equal to the predetermined speed, the ECU 28 detects that the throttle opening most recently detected by the throttle valve opening sensor 114 is less than or equal to a first predetermined opening (for example, 3 degrees) θ1. Whether or not (step S2). That is, in step S2, it is determined whether or not the driver is operating the throttle grip 64. Since the throttle opening is increased by the rotation operation of the throttle grip 64 by the driver, it can be determined whether or not the throttle grip 64 is operated by looking at the throttle opening.

  If it is determined in step S2 that the throttle opening is equal to or smaller than the first predetermined opening θ1, the ECU 28 determines whether the operation amount of the rear brake lever 66 detected by the rear brake sensor 70 most recently exceeds the first set value V1. It is determined whether or not (step S3). The first set value V1 is a value that is 50% or more of the maximum operation amount of the rear brake lever 66, and is preferably a value that is 75% or more of the maximum operation amount. The first set value V1 is stored in the memory in the ECU 28. In the present embodiment, as shown in FIG. 11, the first set value V1 is set to a value of 75% or more of the maximum operation amount.

  If it is determined in step S3 that the operation amount of the rear brake lever 66 exceeds the first set value V1, the ECU 28 automatically stops the engine 38 (step S4). Tsumari stop idle. Specifically, the engine 38 is automatically stopped by stopping fuel injection by the injector 102 and ignition by the spark plug 104. This is because if the operation amount of the rear brake lever 66 exceeds the first set value V1, it is considered that the driver is operating the rear brake lever 66 with the intention of stopping.

  On the other hand, if it is determined in step S1 that the vehicle speed is not lower than the predetermined speed, or if it is determined in step S2 that the throttle opening is not lower than the first predetermined opening θ1, the operation of the rear brake lever 66 is performed in step S3. When it is determined that the amount does not exceed the first set value V1, the process returns to step S1 as it is and the above-described operation is repeated.

  In this way, while the motorcycle 10 is running, the throttle grip 64 is fully closed and the rear brake lever 66 is firmly held so that the operation amount of the rear brake lever 66 is larger than the first set value V1. When the vehicle speed falls below a predetermined speed, the ECU 28 automatically stops the engine 38.

  Next, an operation for determining whether or not to restart the engine 38 during the automatic stop of the engine 38 will be described. There are three patterns for determining whether or not to restart the engine 38, and any of the three patterns is adopted. First, the operation of the first pattern for determining whether or not to restart the engine 38 during the automatic stop of the engine 38 will be described with reference to the flowchart of FIG.

  When the engine 38 is automatically stopped in step S4 in FIG. 5, the ECU 28 determines whether or not the operation amount of the rear brake lever 66 detected most recently by the rear brake sensor 70 is equal to or less than the first set value V1 (step S4). S11).

  If it is determined in step S11 that the operation amount of the rear brake lever 66 is not equal to or less than the first set value V1, the operation amount remains in step S11 until it is determined that the operation amount is equal to or less than the first set value V1, and the operation amount of the rear brake lever 66 is determined. ECU 28 determines that the operation amount of the rear brake lever 66 most recently detected by the rear brake sensor 70 has exceeded the first set value V1 (step S12). ).

  If it is determined in step S12 that the operation amount of the rear brake lever 66 does not exceed the first set value V1, the operation amount remains in step S12 until the operation amount exceeds the first set value V1, and the operation amount of the rear brake lever 66 is When determining that the first set value V1 has been exceeded, the ECU 28 determines whether or not the throttle opening most recently detected by the throttle valve opening sensor 114 has exceeded the second predetermined opening θ2 (step S13). The second predetermined opening θ2 is a value equal to or greater than the first predetermined opening θ1, that is, θ2 ≧ θ1.

  If it is determined in step S13 that the throttle opening does not exceed the second predetermined opening θ2, the process returns to step S12. If it is determined that the throttle opening exceeds the second predetermined opening θ2, the ECU 28 changes the starter motor 106 to the starter motor 106. While driving, the injector 102 and the spark plug 104 are controlled, and the engine 38 is restarted (step S14). As a result, the engine 38 is again in the operating state.

  As described above, after the engine 38 is automatically stopped, the rear brake lever 66 is lightly gripped so that the operation amount of the rear brake lever 66 is equal to or less than the first set value V1, and the operation amount of the rear brake lever 66 is again set to the first amount. The ECU 28 does not restart the engine 38 (because the automatic stop state continues) even if the throttle grip 64 is operated unless it is consciously strongly gripped so as to exceed the set value V1, so that the throttle during the automatic stop state is maintained. The attention paid to the operation of the grip 64 can be reduced. When starting on a slope, the throttle grip 64 is operated while the brake is normally applied. Therefore, once the rear brake lever 66 is firmly held and the throttle grip 64 is operated, the slope can be started smoothly.

  Next, the operation of the second pattern for determining whether or not to restart the engine 38 during the automatic stop of the engine 38 will be described with reference to the flowchart of FIG. The operation of the second pattern is a modification of the operation of the first pattern.

  When the engine 38 is automatically stopped in step S4 in FIG. 5, the ECU 28 determines whether or not the operation amount of the rear brake lever 66 detected most recently by the rear brake sensor 70 is equal to or less than the first set value V1 (step S4). S21).

  If it is determined in step S21 that the operation amount of the rear brake lever 66 is not equal to or less than the first set value V1, the operation amount remains in step S21 until it is determined that the operation amount is equal to or less than the first set value V1, and the operation amount of the rear brake lever 66 is determined. ECU 28 determines whether or not the operation amount of the rear brake lever 66 most recently detected by the rear brake sensor 70 has exceeded the first set value V1 (step S22). ).

  If it is determined in step S22 that the operation amount of the rear brake lever 66 does not exceed the first set value V1, the ECU 28 determines whether or not the operation amount of the rear brake lever 66 is equal to or less than the second set value V2. (Step S23). The second set value V2 is a value smaller than the first set value V1, and is a value that is 50% or less of the maximum operation amount of the rear brake lever 66. Preferably, the second set value V2 is a value of 25% or less of the maximum operation amount. In the present embodiment, as shown in FIG. 11, the second set value V2 is set to a value that is 25% or less of the maximum manipulated variable. The second set value V2 is stored in the memory in the ECU 28.

  If it is determined in step S23 that the operation amount of the rear brake lever 66 is not equal to or less than the second set value V2, the process returns to step S22.

  If it is determined in step S22 that the operation amount of the rear brake lever 66 has exceeded the first set value V1, the ECU 28 has detected whether the throttle opening recently detected by the throttle valve opening sensor 114 has exceeded the second predetermined opening θ2. If it is determined whether or not the throttle opening does not exceed the second predetermined opening θ2 in step S24, the process returns to step S22.

  On the other hand, if it is determined in step S23 that the operation amount of the rear brake lever 66 is equal to or smaller than the second set value V2, or if it is determined in step S24 that the throttle opening exceeds the second predetermined opening θ2, the ECU 28 The starter motor 106 is driven and the injector 102 and spark plug 104 are controlled to restart the engine 38 (step S25). As a result, the engine 38 is again in the operating state.

  As described above, after the engine 38 is automatically stopped, the rear brake lever 66 is lightly gripped so that the operation amount of the rear brake lever 66 is equal to or less than the first set value V1, and the operation amount of the rear brake lever 66 is again set to the first amount. The ECU 28 does not restart the engine 38 (because the automatic stop state continues) even if the throttle grip 64 is operated unless it is consciously strongly gripped so as to exceed the set value V1, so that the throttle during the automatic stop state is maintained. The attention paid to the operation of the grip 64 can be reduced. When starting on a slope, the throttle grip 64 is operated while the brake is normally applied. Therefore, once the rear brake lever 66 is firmly held and the throttle grip 64 is operated, the slope can be started smoothly.

  Further, since the engine 38 is restarted when the operation amount of the rear brake lever 66 becomes the second set value V2 or less, the motorcycle 10 can be quickly started by releasing the operation of the rear brake lever 66. . Further, when the operation amount of the rear brake lever 66 is larger than the second set value V2 and equal to or less than the first set value V1, that is, if the rear brake lever 66 is operated to some extent, it automatically stops even if the throttle grip 64 is operated. Since the state continues, the attention paid to the operation of the throttle grip 64 during the automatic stop state can be reduced.

  Next, the operation of the third pattern for determining whether or not to restart the engine 38 during the automatic stop of the engine 38 will be described with reference to the flowchart of FIG.

  When the engine 38 is automatically stopped in step S4 of FIG. 5, the ECU 28 determines whether or not the operation amount of the rear brake lever 66 detected most recently by the rear brake sensor 70 is smaller than the second set value V2 (step S31). ).

  If it is determined in step S31 that the operation amount of the rear brake lever 66 is not smaller than the second set value V2, it is determined whether or not the operation amount of the rear brake lever 66 exceeds the first set value V1 (step S32).

  If it is determined in step S32 that the operation amount of the rear brake lever 66 does not exceed the first set value V1, the ECU 28 detects that the throttle opening recently detected by the throttle valve opening sensor 114 is equal to the second predetermined opening θ2. It is determined whether or not it has been exceeded (step S33).

  If it is determined in step S32 that the operation amount of the rear brake lever 66 exceeds the first set value V1, or if it is determined in step S33 that the throttle opening does not exceed the second predetermined opening θ2, the process returns to step S31. .

  On the other hand, if it is determined in step S31 that the operation amount of the rear brake lever 66 is smaller than the second set value V2, or if it is determined in step S33 that the throttle opening exceeds the second predetermined opening θ2, the ECU 28 The motor 106 is driven and the injector 102 and spark plug 104 are controlled to restart the engine 38 (step S34). As a result, the engine 38 is again in the operating state.

  In this way, after the engine 38 is automatically stopped, if the operation amount of the rear brake lever 66 is strongly gripped so as to exceed the first set value V1, the ECU 28 does not operate the engine even if the throttle grip 64 is operated. 38 is not restarted (because the automatic stop state is continued), the attention paid to the operation of the throttle grip 64 during the automatic stop state can be reduced. Further, when the operation amount of the rear brake lever 66 is smaller than the second set value V2, the engine 38 is restarted. Therefore, by releasing the operation of the rear brake lever 66, the motorcycle 10 can be started quickly. . Further, when the operation amount of the rear brake lever 66 is equal to or larger than the second set value V2 and equal to or smaller than the first set value V1, the engine is restarted when the throttle opening exceeds the second predetermined opening θ2, By performing the above operations (the operation of the rear brake lever 66 and the operation of the throttle grip 64), the engine 38 can be restarted, and no special operation is required, so that the vehicle can start on a slope.

  Next, the blinking operation of the lighting devices (brake lamp 118 and hazard lamp 120) in the automatic stop state will be described with reference to the flowchart of FIG.

  The ECU 28 determines whether or not the engine 38 is currently in an automatic stop state (step S41). After the engine 38 is automatically stopped in step S4 in FIG. 5, the ECU 28 determines that the engine 38 is not restarted in step S14 in FIG. 6, step S25 in FIG. 7, or step S34 in FIG. Is determined to be in the automatic stop state.

  If it is determined in step S41 that the engine 38 is not in the automatic stop state, the operation is terminated, and if it is determined that the engine 38 is in the automatic stop state, the ECU 28 causes the brake lamp 118 to blink (step S42), and causes the hazard lamp to blink (step S42). S43), the operation is terminated. The operation shown in the flowchart of FIG. 9 is executed at a predetermined cycle when the motorcycle 10 is turned on by an ignition switch (not shown).

  As described above, in the automatic stop state, the brake lamp 118 and the hazard lamp 120 are blinked, so that it is possible to notify the following vehicle that the automatic stop state is being performed.

  Next, the lighting and blinking operation of the brake lamp 118 during traveling will be described with reference to the flowchart of FIG. The operation shown in FIG. 10 is executed at a predetermined cycle when the engine 38 is in an operating state.

  The ECU 28 determines whether or not a brake operation has been performed by the driver (step S51). Specifically, when the operation amount of the rear brake lever 66 is detected by the rear brake sensor 70, the ECU 28 determines that the brake operation has been performed.

  If it is determined in step S51 that the brake operation has not been performed, the operation is terminated, and if it is determined that the brake operation has been performed, the ECU 28 determines the change rate (unit) of the operation amount of the rear brake lever 66 detected by the rear brake sensor 70. It is determined whether or not (change in operation amount per hour) is equal to or greater than a threshold value (step S52). In step S52, it is determined whether or not sudden braking has been applied. This conversion rate can be obtained by subtracting the operation amount of the rear brake lever 66 detected last time from the operation amount of the rear brake lever 66 detected this time.

  If it is determined in step S52 that the change rate of the operation amount of the rear brake lever 66 is equal to or greater than the threshold value, the ECU 28 determines whether or not the vehicle speed detected by the vehicle speed sensor 112 is greater than a predetermined value (for example, 80 km / h). (Step S53). In step S53, it is determined whether the speed of the motorcycle 10 is high or low.

  If it is determined in step S53 that the vehicle speed is greater than the predetermined value, the ECU 28 causes the hazard lamp 120 to blink (step S54) and proceeds to step S55. In step S53, the ECU 28 determines that the vehicle speed is not greater than the predetermined value. The process proceeds to step S55 as it is. In step S55, the ECU 28 causes the brake light 118 to blink. As the flashing of the brake light 118, it is preferable to repeatedly turn on and off three to five times per second.

  On the other hand, if it is determined in step S52 that the change rate of the operation amount of the rear brake lever 66 is not equal to or greater than the threshold value, the ECU 28 turns on the brake light (step S56). Further, even during normal braking, if the brake lamp 118 is blinked during idle stop, the power consumption of the battery can be suppressed compared to the case of continuous lighting. For example, the blinking is performed every 0.5 seconds at a cycle of 3 to 5 seconds.

  As described above, when the change rate of the operation amount is equal to or greater than the threshold value, the brake light 118 is blinked, so that it is possible to notify the subsequent vehicle that the vehicle is decelerating rapidly. Further, when the change rate of the operation amount is equal to or higher than the threshold value and the vehicle is traveling at a high speed, the hazard lamp 120 is also blinked, so that the following vehicle is notified that the vehicle is rapidly decelerating from the high-speed traveling. Can do. For example, if you are running on a highway at high speed and encounter traffic jams, you can apply a sudden brake. At that time, the hazard lamp 120 can be automatically flashed, so that the following vehicle is jammed. It can be easily notified. Further, when the change rate of the operation amount is not equal to or greater than the threshold value, the brake light is turned on, so that the following vehicle can be notified that the brake operation has been performed.

  FIG. 12 is a view showing the display unit 76 provided on the handle cover 26. The display unit 76 includes a display 150 that displays the engine speed detected by the speed sensor 116, an information display unit 152 that displays various information such as the vehicle speed, a MODE switch 154, and a decision button 156. In the embodiment, the display 150 is a tachometer, but may display the engine speed by a video signal such as a liquid crystal display. The information display unit 152 is configured by a liquid crystal display.

  When the driver presses the MODE switch 154 with the ignition switch for turning on the power of the motorcycle 10 turned on and the engine 38 not started, the ECU 28 causes the first set value V1 and the second set value to be set. A setting value setting screen on which the driver can arbitrarily change the value V2 is displayed on the information display unit 152. When the MODE switch 154 is pressed again, the ECU 28 selects the sequence number to be changed, and displays the currently selected sequence number on the lower right of the information display unit 152. By pressing the MODE switch 154, the sequence number to be selected is switched. The sequence numbers include “1” and “2”, the sequence number “1” corresponds to the first set value V1, and the sequence number “2” corresponds to the second set value V2. In FIG. 12, since the number “2” surrounded by a square displayed at the lower right of the information display unit 152 indicates the currently selected sequence number, the second set value V2 can be changed. It has become.

  In the central display area 160 of the information display unit 152, a set value corresponding to the currently displayed (selected) sequence number (“2” in FIG. 12) is displayed as a bar graph. The leftmost of the central display area 160 corresponds to the minimum operation amount (the operation amount is 0) of the rear brake lever 66, and the rightmost of the central display area 160 corresponds to the maximum operation amount of the rear brake lever 66. When the driver operates the throttle grip 64, the ECU 28 changes the set value corresponding to the currently selected sequence number to a value corresponding to the operation amount of the throttle grip 64, and the changed value is changed. It is displayed in the central display area 160. That is, when the operation amount is increased by the driver's operation of the throttle grip 64, the bar graph displayed in the central display area 160 is extended to the right side, and the operation amount is decreased by the operation of the throttle grip 64 by the driver. The bar graph displayed in the center display area 160 shrinks to the left.

  When the driver presses the enter button 156, the ECU 28 sets the set value corresponding to the currently selected sequence number to the value displayed in the central display area 160 when the enter button 156 is pressed. To do. In this way, the first set value V1 and the second set value V2 can be arbitrarily changed.

  Here, in order to make the driver visually recognize a set value corresponding to a sequence number other than the currently selected sequence number, below the bar graph displayed in the central display area 160, other sequence numbers that are not selected are displayed. It is displayed at a position corresponding to the set value of the other sequence number. As shown in FIG. 12, the number “1” surrounded by a triangle indicates another sequence number that has not been selected, and the other sequence number “1” is displayed at a position corresponding to the first set value V1. Has been.

  Here, the first setting value V1 corresponding to the sequence number “1” can only be changed to a value larger than the second setting value V2 corresponding to the sequence number “2”, and the first setting value V1 corresponding to the sequence number “2”. 2 The setting value V2 can be changed only to a value smaller than the first setting value V1 corresponding to the sequence number “1”.

  The first set value V1 corresponding to the sequence number “1” can only be changed to a value of 50% or more of the maximum operation amount of the rear brake lever 66, and the second set value corresponding to the sequence number “2”. V2 may be set and changed only to a value of 50% or less of the maximum operation amount of the rear brake lever 66.

  Thus, since the driver can arbitrarily change the first set value V1 and the second set value V2, the idle stop condition and the return condition can be set to their own specifications.

  [Modification] The above embodiment may be modified as follows.

  (Modification 1) In the flowchart shown in FIG. 6, when it is determined in step S13 that the throttle opening does not exceed the second predetermined opening θ2, the process returns to step S12. If it is determined that is not exceeding the second predetermined opening θ2, the process may remain in step S13. Thus, once it is determined in step S12 that the operation amount of the rear brake lever 66 has exceeded the first set value V1, the engine 38 can be restarted only by the throttle opening.

  (Modification 2) In the above embodiment, the first set value V1 is set to a value that is 50% or more of the maximum operation amount of the rear brake lever 66, but is a value near 50% of the maximum operation amount of the rear brake lever 66. (For example, a value of 40% to 60% of the maximum operation amount) may be used. Further, the second set value V2 is a value that is 50% or less of the maximum operation amount of the rear brake lever 66, but is a value near 50% of the maximum operation amount of the rear brake lever 66 (for example, 40% of the maximum operation amount). A value of ˜60%).

  (Modification 3) In the above embodiment, the rear brake sensor 70 is provided in the rear brake lever 66, and the rear brake sensor 70 detects the operation amount of the rear brake lever 66. The front brake lever 68 may be provided with a front brake sensor, and the front brake sensor (operation amount detecting means) may detect the operation amount of the front brake lever 68. In this case, in step S3 of FIG. 5, steps S11 and S12 of FIG. 6, steps S21, S22, and S23 of FIG. 7, steps S31 and S32 of FIG. 8, and steps S51 and S52 of FIG. The determination may be made using the operation amount of the front brake lever 68 instead of the operation amount of the rear brake lever 66.

  Further, both the rear brake sensor 70 and the front brake sensor are provided, and using the operation amount detected by the rear brake sensor 70 and the operation amount detected by the front brake sensor, step S3 in FIG. 5, step S11 and step S12 in FIG. 7 may be determined in steps S21, S22, and S23 in FIG. 7, steps S31 and S32 in FIG. 8, and steps S51 and S52 in FIG. In this case, among the operation amount of the rear brake lever 66 detected by the rear brake sensor 70 and the operation amount of the front brake lever 68 detected by the front brake sensor, an operation amount having a high value or an operation amount having a low value may be used. Alternatively, an average value (including a weighted average) of the operation amount of the rear brake lever 66 and the operation amount of the front brake lever 68 may be used.

  (Modification 4) The modification 1 to the modification 3 may be arbitrarily combined.

  As mentioned above, although this invention was demonstrated using suitable embodiment, the technical scope of this invention is not limited to the range of description of the said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the description of the scope of claims that embodiments with such changes or improvements can be included in the technical scope of the present invention. In addition, the reference numerals in parentheses described in the claims are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention. It should not be construed as limited.

DESCRIPTION OF SYMBOLS 10 ... Motorcycle 24 ... Handle 28 ... ECU 38 ... Engine 38a ... Crankshaft 52 ... Rear wheel brake device 54 ... Front wheel brake device 60 ... Handle shaft 62 ... Left grip 64 ... Throttle grip 66 ... Rear brake lever 68 ... Front brake lever 70 ... Rear brake sensor 76 ... Display unit 100 ... Throttle valve 102 ... Injector 104 ... Ignition plug 106 ... Starter motor 112 ... Vehicle speed sensor 114 ... Throttle valve opening sensor 116 ... Rotation speed sensor 118 ... Brake light 120 ... Hazard lamp 150 ... Display 152 ... Information display unit 154 ... MODE switch 156 ... Decision button 160 ... Central display area

Claims (10)

In the vehicle (10) having an automatic stop function of the engine (38),
Vehicle speed detection means (112) for detecting the vehicle speed;
Throttle valve opening detection means (114) for detecting the throttle opening of the throttle valve (100) of the engine (38);
An operation amount detection means (70) for detecting an operation amount of the brake operator (66, 68);
When the vehicle speed is equal to or lower than a predetermined speed and the throttle opening is equal to or lower than a first predetermined opening (θ1), and the operation amount exceeds a first set value (V1), the engine (38 ) In the automatic stop state of the engine (38), the manipulated variable becomes equal to or less than the first set value (V1), then exceeds the first set value (V1) again, and the throttle is opened. Control means (28) for restarting the engine (38) when the degree exceeds the second predetermined opening (θ2);
The vehicle (10) provided with the automatic stop function of the engine (38) characterized by including these. In a vehicle (10) with an automatic stop function of the engine (38) according to claim 1,
The control means (28), when the engine (38) is in an automatic stop state, when the manipulated variable is equal to or smaller than a second set value (V2) smaller than the first set value (V1), 38) The vehicle (10) provided with the automatic stop function of the engine (38) characterized by restarting. In the vehicle (10) having an automatic stop function of the engine (38),
Vehicle speed detection means (112) for detecting the vehicle speed;
Throttle valve opening detection means (114) for detecting the throttle opening of the throttle valve (100) of the engine (38);
An operation amount detection means (70) for detecting an operation amount of the brake operator (66, 68);
When the vehicle speed is equal to or lower than a predetermined speed and the throttle opening is equal to or lower than a first predetermined opening (θ1), and the operation amount exceeds a first set value (V1), the engine (38 ) Is automatically stopped, and the engine (38) is restarted when the manipulated variable is smaller than the second set value (V2) smaller than the first set value (V1) in the automatic stop state of the engine (38). When the operation amount is not less than the second set value (V2) and not more than the first set value (V1), and the throttle opening exceeds a second predetermined opening (θ2), Control means (28) for restarting the engine (38);
The vehicle (10) provided with the automatic stop function of the engine (38) characterized by including these. In the vehicle (10) provided with the automatic stop function of the engine (38) according to any one of claims 1 to 3,
The vehicle having an automatic stop function of the engine (38), wherein the first set value (V1) is set to a value of 50% or more of a maximum operation amount of the brake operator (66, 68). (10). In the vehicle (10) provided with the automatic stop function of the engine (38) according to any one of claims 1 to 4,
The automatic stop function of the engine (38), wherein the second set value (V2) is set to a value close to or less than 50% of the maximum operation amount of the brake operator (66, 68). A vehicle (10) comprising: A vehicle (10) provided with an automatic stop function of the engine (38) according to any one of claims 1 to 5,
A brake light (118) that is turned on when the brake operator (66, 68) is operated;
The vehicle (10) having an automatic stop function of the engine (38), wherein the control means (28) blinks the brake light (118) when the engine (38) is in an automatic stop state. A vehicle (10) provided with an automatic stop function of the engine (38) according to any one of claims 1 to 6,
Hazard lamp (120)
The vehicle (10) having an automatic stop function of the engine (38), wherein the control means (28) causes the hazard lamp (120) to blink when the engine (38) is in an automatic stop state. A vehicle (10) provided with an automatic stop function of the engine (38) according to any one of claims 1 to 5,
A brake light (118) that is turned on when the brake operator (66, 68) is operated;
The vehicle having an automatic stop function of the engine (38), wherein the control means (28) blinks the brake light (118) when the change in the operation amount per unit time is equal to or greater than a threshold value. (10). A vehicle (10) having an automatic stop function of an engine (38) according to claim 8,
Hazard lamp (120)
The control means (28) further blinks the hazard lamp (120) when the change in the manipulated variable per unit time is equal to or greater than a threshold value and the vehicle speed is greater than a predetermined value. A vehicle (10) having an automatic stop function of the engine (38). A vehicle (10) comprising an automatic stop function of the engine (38) according to claim 8 or 9,
A vehicle (10) having an automatic stop function of an engine (38), wherein at least one of the first set value (V1) and the second set value (V2) can be arbitrarily changed by a driver. ).

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