JP2014066144A - Internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idle stop control system for a vehicle capable of suppressing fuel consumption by minimizing an idling time before idle stop as much as possible, and quickly and smoothly executing automatic starting after idle stop, by executing idle stop only when a driver intends to execute it.SOLUTION: In an idle stop control system of a vehicle equipped with an internal combustion engine (20) transmitting power from a crank shaft (40) to an output shaft (73) through a centrifugal clutch (51) and a multi-stage transmission (70), idle stop is executed under conditions that a vehicle velocity (v) is 0 or near 0, an engine rotational frequency (n) of the internal combustion engine (20) is an idling rotational frequency, and the multi-stage transmission (70) is in neutral, and after ide stop, the internal combustion engine (20) is automatically started under a condition that a gear of the multi-stage transmission (70) is changed to gears except for neutral.

Description

  The present invention relates to an idle stop control system for a vehicle, and more particularly to an idle stop control system for a vehicle equipped with an internal combustion engine having a centrifugal clutch.

  An example of an idle stop control system for a vehicle equipped with an internal combustion engine equipped with a centrifugal clutch is disclosed in Patent Document 1.

Japanese Patent No. 4557239

  The idle stop control system disclosed in Patent Document 1 executes an idle stop when all of the throttle opening fully closed signal, the stop signal and the low speed gear signal are continuously output for a predetermined time, This is a control system for automatically starting the internal combustion engine when the throttle opening signal, the clutch-off signal, and the low-speed gear signal are all continuously output for a predetermined time.

  Therefore, in the idle stop control system of Patent Document 1, the idle stop is not performed unless the scheduled time elapses while all outputs of the throttle opening fully closed signal, the stop signal, and the low speed gear signal continue. Excess fuel will be consumed for the previous scheduled time.

  Also, even in situations where the driver wants to start immediately after stopping, if the idle stop conditions are met, it will become idle stop. It will take time.

  The present invention has been made in view of the above points, and the purpose of the present invention is to shorten the idle time before the idle stop as much as possible to suppress fuel consumption, and to stop the idle only when the driver intends. It is the point which provides the idle stop control system of the vehicle which can perform the automatic start after an idle stop promptly and smoothly.

In order to achieve the above object, the invention according to claim 1
An internal combustion engine that transmits power from the crankshaft (40) to the output shaft (73) via the centrifugal clutch (51) and the multi-stage transmission (70), and starts and rotates the crankshaft (40) by the starter motor (50) In an idle stop control system for a vehicle equipped with (20),
Idle stop on condition that the vehicle speed (v) is 0 or close to 0, the engine speed (n) of the internal combustion engine (20) is at idling speed, and the multi-stage transmission (70) enters neutral. Run
The idle stop control system for a vehicle is characterized in that after the idle stop, the internal combustion engine (20) is automatically started on condition that the multi-stage transmission (70) is gear-changed to an in-gear other than neutral.

The invention according to claim 2
The idle stop control system for a vehicle according to claim 1,
When the multi-stage transmission (70) is changed to in-gear during idle stop, if the throttle opening (θ) is in the open state, the idle stop permission state is canceled and the internal combustion engine (20) is automatically operated. It is characterized by prohibiting starting.

The invention described in claim 3
The idle stop control system according to claim 2,
In the state where the automatic start of the internal combustion engine (20) is prohibited, the internal combustion engine (20) is started by a start operation by a start switch (91) or a kick pedal.

The invention according to claim 4
The vehicle idle stop control system according to any one of claims 1 to 3,
The idle stop is performed 0.5 seconds after the multi-stage transmission (70) is put into neutral.

  According to the idle stop control system for a vehicle according to claim 1, power is transmitted from the crankshaft (40) to the output shaft (73) through the centrifugal clutch (51) and the multi-stage transmission (70), and a starter motor ( 50) In an idle stop control system for a vehicle equipped with an internal combustion engine (20) that starts and rotates the crankshaft (40), the vehicle speed (v) is 0 or near 0 and the engine speed (n) is idling. Since the idle stop is executed on the condition that the multi-speed transmission (70) enters the neutral position, the driver intends to enter the neutral position without entering the idle stop without waiting for the scheduled time. It is possible to reduce fuel consumption by minimizing the idle time before idling stop.

  In addition, since the driver enters the idle stop with the intended operation of entering the neutral position, if you want to start immediately after stopping, you do not have to put the multi-speed transmission (70) into the neutral position. A situation where time is required for restart can be avoided.

In addition, since the internal combustion engine is equipped with a centrifugal clutch (51), the centrifugal clutch (51) is already in the disconnected state when entering the idle stop, so that after the idle stop, the multi-stage transmission (70) is in an in-gear other than neutral. Even if the internal combustion engine (20) is automatically started immediately after the gear change, the vehicle does not start and can be automatically started with no trouble with a simple configuration.
The driver can enter idle stop and automatically start the internal combustion engine (20) by an intended operation of gear change, and can perform idle stop control in accordance with the driver's intention.

  According to the idle stop control system for a vehicle according to claim 2, when the multi-stage transmission (70) is gear-changed to the in-gear during the idle stop, if the throttle opening is in the open state, the idle stop permission state is set. At the same time, since the automatic start of the internal combustion engine (20) is prohibited, the start of the vehicle can be prevented, and by releasing the idle stop permission state, a normal internal combustion engine that is not idle stop is brought into a stopped state.

According to the vehicle idle stop control system of the third aspect, in the state where the automatic start of the internal combustion engine (20) is prohibited, the normal internal combustion engine (20) in which the idle stop permission state is released is in a stopped state. Therefore, the internal combustion engine can be started by the start operation by the start switch (91) or the kick pedal.
Thereby, it can start according to a driver | operator's intention.

According to the vehicle idle stop control system according to the fourth aspect of the present invention, the idle stop is executed 0.5 seconds after the multi-stage transmission (70) is put in the neutral position. Rather than stopping, the driver can enter the idle stop with a more natural feeling without discomfort.
Unlike the scheduled time for confirming the continuation of the conventional signal, the idle stop is entered with an extremely short time of 0.5 seconds, so the fuel consumption can be suppressed as much as possible while maintaining the above natural feeling. .

1 is a side view of a motorcycle 1 equipped with an internal combustion engine equipped with a centrifugal clutch according to the present embodiment. It is the side view which illustrated both the internal combustion engine and pivot plate which abbreviate | omitted a part. It is sectional drawing of the same internal combustion engine. It is a schematic block diagram of the idle stop control system of the internal combustion engine. It is a flowchart of idle stop permission determination control. It is a flowchart of idle stop control. It is a front view of a combination meter.

Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
FIG. 1 is a side view of a motorcycle 1 on which an internal combustion engine 20 having a centrifugal clutch 51 is mounted.

  The vehicle body frame has one main frame 3 extending obliquely downward rearward from the head pipe 2, and a pair of left and right pivot plates 4, 4 hanging downward at the rear end of the main frame 3. A pair of left and right rear frames 5 and 5 extend obliquely upward from the rear, and subframes 6 and 6 are provided between the main frame 3 and the rear frames 5 and 5.

A front wheel 9 is pivotally supported at the lower end of a front fork 8 that is attached to the head pipe 2 by a handle 7 so as to be steerable.
On the other hand, a swing arm 11 is pivotally supported on the pivot plate 4 by a pivot shaft 10 so as to be swingable up and down, and a rear wheel 12 is pivotally supported at the rear end of the swing arm 11.
A rear cushion 13 is interposed between the swing arm 11 and the upper rear frame 5.

  A storage box 14 is attached to the front of the pair of left and right rear frames 5, 5, and a fuel tank 15 is supported from the storage box 14 to the rear of the rear frames 5, 5, and above the storage box 15 and the fuel tank 15. A seat 16 is attached so as to be freely opened and closed.

An internal combustion engine 20 is suspended by being supported by an engine hanger 17 and a pivot plate 4 that project downward from the rear of the center of the main frame 3.
The internal combustion engine 20 is a four-stroke cycle one-cylinder air-cooled internal combustion engine and includes a centrifugal clutch 51.

The internal combustion engine 20 is mounted on a vehicle body frame with a cylinder disposed substantially horizontally forward in a lateral position with the crankshaft 40 oriented in the left-right direction.
That is, the cylinder block 22, the cylinder head 23, and the cylinder head cover 24 are stacked in order from the crankcase 21 and protrude.

A countershaft 73, which is an output shaft, protrudes leftward from the mission chamber at the rear of the crankcase 21, and a drive sprocket 26 is fitted to the end of the countershaft 73, and between the driven sprocket 27 fitted to the axle of the rear wheel 12. A drive chain 28 is wound around the vehicle, and the power of the internal combustion engine 20 is transmitted by the rear wheel 12 (see FIG. 2).

An intake pipe 30 extends upward from the upper surface of the cylinder head 23 disposed substantially horizontally forward, and the intake pipe 30 is attached to the main frame 3 via a throttle body 31 integrally provided with a fuel injection valve 95. Connected to air cleaner 32.
An exhaust pipe 33 extending downward from the lower surface of the cylinder head 23 is bent and extends rearward, and is connected to a muffler 34 disposed rearward of the crankcase 21 and on the right side of the vehicle body.

Referring to FIG. 3, in the internal combustion engine 20, the crankshaft 40 is rotatably supported by the crankcase 21 via a pair of left and right main bearings 41, 41 and is slidably fitted into the cylinder bore of the cylinder block 22. The reciprocating motion of the piston 42 is converted into rotational motion of the crankshaft 40 via the connecting rod 43.
In the combustion chamber 23a formed between the top surface of the piston 42 and the ceiling surface of the cylinder head 23, a spark plug 44 fitted into the ceiling wall of the cylinder head 23 faces the electrode at the tip.

  A drive sprocket 45, a starter driven gear 46, and an AC generator 48 are sequentially provided on the left shaft side portion of the crankshaft 40 extending leftward from the left main bearing 41 toward the left from the main bearing 41 side.

  A timing chain 38 is connected between a drive sprocket 45 integrally coupled to the crankshaft 40 and a cam sprocket 36 integrally fitted to a camshaft 35 of a valve train supported rotatably on the cylinder head 23. Is wound, the camshaft 35 is rotationally driven at half the rotational speed of the crankshaft 40, and the intake rocker arm 38i and the exhaust rocker arm 38e swinging in contact with the intake cam 35i and the exhaust cam 35e of the camshaft 35 respectively The intake valve 39i and the exhaust valve 39e are opened and closed at a predetermined timing to intake and exhaust the internal combustion engine 20.

A starter driven gear 46 that is rotatably supported on the crankshaft 40 via a needle bearing is connected to an outer rotor 48r of an AC generator 48 that is integrally coupled to the crankshaft 40 via a one-way clutch 47.
The inner stator 48s of the AC generator 48 is fixedly supported by the generator cover 49.
The rotation of the drive shaft of the starter motor 50 projecting from the upper part of the crankcase 21 is transmitted to the starter driven gear 46 via a reduction gear mechanism (not shown) to start the internal combustion engine 20.

  On the other hand, a starting centrifugal clutch 51 is provided at the right end on the right shaft side portion extending rightward from the right main bearing 41 of the crankshaft 40, and the cylindrical member 56 is interposed between the centrifugal clutch 51 and the main bearing 41. Is rotatably supported.

  The centrifugal clutch 51 includes a drive plate 52 that rotates integrally with the crankshaft 40, and a hook-shaped clutch outer 53 that is positioned outside the drive plate 52 and rotates integrally with the cylindrical member 56. Clutch shoes 54 made of three centrifugal weights are swingably supported on the three support shafts 52a fixed to the clutch shafts 54a, and each clutch shoe 54 having a lining made of a friction material on the outer surface is connected to the clutch shoe 54. The center of gravity of the support shaft 52a is positioned behind the position of the support shaft 52a in the rotational direction of the crankshaft 5, and rotates with the rotation of the crankshaft 40 to resist a clutch spring (not shown) by centrifugal force. When the predetermined rotational speed is exceeded, the clutch shoe 54 comes into contact with the clutch outer 53 and the centrifugal clutch 51 is connected by frictional force.

A drive gear 57 is integrally formed at the left end of the cylindrical member 56.
Therefore, the rotation of the crankshaft 40 is not transmitted to the downstream cylindrical member 56 after the centrifugal clutch 51 is disconnected until the predetermined rotational speed is exceeded, but when the rotational speed exceeds the predetermined rotational speed, the centrifugal clutch 51 is connected. Then, it is transmitted to the cylindrical member 56 and the drive gear 57.

  A driven gear 58 that meshes with the drive gear 57 is rotatably supported by a main shaft 71 of a multi-stage transmission 70 that always meshes with the gear, and the driven gear 58 projects rightward from the crankcase 21 of the main shaft 71. The clutch outer 61 of the speed change clutch 60 provided at the right end is drivably coupled via a damper.

  The transmission clutch 60 is a friction type multi-plate clutch having a large number of clutch plates that are frictionally engaged or disengaged by a relay mechanism operated by a driver. When a large number of clutch plates are frictionally engaged by a spring force, the clutch The torque of the outer 61 is transmitted to the clutch inner 62 that is integrally coupled with the main shaft 71, and the transmission clutch 60 is in the connected state, and when the frictional joining of a large number of clutch plates is released, the clutch outer 61 releases the clutch inner. The transmission of torque to 62 is cut off, and the shift clutch 60 enters the disconnected state.

The multi-stage transmission 70 disposed behind the crankshaft 40 in the crankcase 21 is a manual transmission, and includes a main shaft 71 on which a main gear group 72 is pivotally supported and a countershaft 73 on which a counter gear group 74 is pivotally supported. When the shift drum 79 (see FIG. 2) is rotated by the speed change operation mechanism, a shift fork (not shown) engaged with the cam groove of the shift drum 79 appropriately moves the shifter gear on the support shaft in the left-right direction. Then, the gears are selected so that the meshing between one gear of the main gear group 72 and one gear of the counter gear group 74 corresponding to the gear shifting operation by engaging with adjacent gears is effectively transmitted.
The counter shaft 73 is an output shaft, and the drive sprocket 26 is fitted to the left end penetrating the crankcase 21 to the left.

  A kick shaft 75 is rotatably supported by the crankcase 21 in the vicinity of the counter shaft 73 in parallel with the counter shaft 73. The kick shaft 75 is rotated via the dog clutch 76 of the kick shaft 75. Is transmitted to a gear 78 formed on the main shaft 71 via an idle gear 77 that is rotatably supported by the shaft, and further transmitted to the crankshaft 40 via the transmission clutch 60, so that the internal combustion engine 20 can be started by a kick operation. .

Referring to FIGS. 2 and 3, the rear wall 21b of the crankcase 21 covering the rear of the counter gear group 74 is located behind the variable speed driven gear 74a that rotates integrally with the counter shaft 73 at the left end of the counter gear group 74. A vehicle speed sensor 82 is attached to the location.
The vehicle speed sensor 82 protrudes from the rear wall 21b with the detection portion opposed to the teeth of the speed change driven gear 74a.

  Therefore, as shown in FIG. 2, the gusset 4c (dashed line portion in FIG. 2) that connects the pair of left and right pivot plates 4, 4 is formed with a recess so as to avoid the vehicle speed sensor 82 together with the engine mounting portion. The vehicle speed sensor 82 is protected by covering with an eaves shape from the rear.

The idle stop control in the internal combustion engine 20 including the centrifugal clutch 51 generally configured as described above will be described below.
The internal combustion engine 20 is controlled by an ECU (engine control unit) 80.
One of the controls by the ECU 80 is the idle stop control by the idle stop control means 81.

  Referring to FIG. 4 which is a schematic block diagram of the idle stop control system, the ECU 80 has an engine which is the vehicle speed v detected by the vehicle speed sensor 82 and the rotation speed of the crankshaft 40 detected by the engine speed sensor 83. The number of revolutions n, the throttle opening θ detected by the throttle opening sensor 84, the oil temperature T of the lubricating oil detected by the oil temperature sensor 85, and the multi-speed shift detected by the shift position sensor 86. Detection information indicating the shift position SP of the machine 70 and other operating states of the internal combustion engine 20 is input.

Further, the ECU 80 also receives operation information of switches such as a start switch 91 and an idle stop switch 92 that are operated by the driver.
The start switch 91 is operated when starting the internal combustion engine 20.
The idle stop switch 92 is turned on when the driver desires to perform idle stop, and is turned off when idle stop is unnecessary.

The ECU 80 controls driving of the fuel injection valve 95, the throttle valve 96 in the throttle body 31, the ignition plug 44, the starter motor 50, and other devices provided integrally with the throttle body 31.
FIG. 4 shows the items related to the idle stop control by the idle stop control means 81.

The idle stop control by the idle stop control means 81 will be described with reference to the flowcharts of FIGS.
It is determined in advance by an idle stop (IS) permission determination routine shown in FIG. 5 whether or not an idle stop permission mode for allowing an idle stop is entered.

  First, it is determined whether or not the idle stop switch 92 is turned on and the idle stop is permitted (step 1). If the idle stop switch 92 is in the off state, the process skips to step 5 to cancel the idle stop permission and release the idle stop permission flag. If F is set to “0” and the idle stop switch 92 is turned on, the process proceeds to step 2.

In step 2, it is determined whether or not the oil temperature T is 45 ° C. or higher. When the oil temperature T is lower than 45 ° C., the flow skips to step 5 to set the idle stop permission flag F to “0” as the idle stop permission release state. If is 45 ° C. or higher, go to Step 3.
In step 3, it is determined whether or not the vehicle speed v is 10 km / h or more. If it is less than 10 km / h, the flow skips to step 5 to set the idle stop permission release state and sets the idle stop permission flag F to “0”. Is 10 km / h, the process proceeds to step 4 where the idle stop permission flag F is set to “1” as the idle stop permission mode.

  In step 1, it is determined whether the driver is requesting an idle stop, and in steps 2 and 3, it is determined whether the motorcycle is in a state of stopping. The idle stop is permitted only when the switch 92 is on and the vehicle is about to stop, and the idle stop permission flag F is set to “1”.

  Then, in the idle stop control routine shown in FIG. 6, it is determined from the idle stop permission flag F in step 11 whether the idle stop permission mode is set. If the idle stop permission release state is not set (F = 0), After exiting this routine, the idle stop is not executed, and the process returns to step 11 and is repeated. If the idle stop permission mode is set (F = 1), the process proceeds to step 12.

In step 12, it is determined whether or not the vehicle speed v is less than 3 km / h (including 0 km / h). If the vehicle speed v is 3 km / h or more, the routine is exited and the idling stop is not executed, and the vehicle speed v is 3 km / h. If less than h, go to Step 13.
In step 13, it is determined whether or not the engine speed n is an idle speed. If the engine speed n is not an idling speed, the routine exits from this routine and the idling stop is not executed, and the engine speed n is an idling speed. If so, go to Step 14.

  In step 14, it is determined whether or not the shift position SP is neutral, that is, whether or not a gear change has been made to neutral. If no gear change has been made to neutral, the routine exits and idle stop is not executed. When a gear change is made neutral, go to step 15 to determine whether 0.5 seconds have passed since the gear change to neutral, exit this routine until 0.5 seconds have passed, and 0.5 seconds have passed Then, the process proceeds to step 16 where idling stop is executed by prohibiting ignition of the spark plug 44 and fuel injection of the fuel injection valve 95, for example.

  When the vehicle speed v is less than 3 km / h (including 0 km / h) and the engine speed n is at the idling speed, the control in steps 11 to 16 is based on the assumption that the idle stop permission mode is set. The vehicle stops or is about to stop. At this time, if a neutral gear change is made, an idle stop is executed after only 0.5 seconds.

  Therefore, the driver enters the idle stop in an extremely short time of 0.5 seconds without waiting for the elapse of the scheduled time to confirm the continuation of the signal by the intended operation to change gear to neutral, so the idle before the idle stop The fuel consumption can be suppressed by shortening the time as much as possible.

Idle stop is executed 0.5 seconds after the multi-stage transmission has been changed to neutral, so it is more natural for the driver to feel idle and more natural than to change gear to neutral and immediately stop idle. You can enter the stop.
Note that the uncomfortable feeling caused by the gear change to neutral and the immediate idle stop is a subtle sensation, so the idle stop may be entered immediately without waiting 0.5 seconds after the gear change to neutral.

  Also, because the driver enters the neutral stop with the intended operation of entering the neutral position, if you want to start immediately after stopping, you do not have to change gears to the neutral position. Time-consuming situations can be avoided.

  After the idling stop is executed in step 16, the routine proceeds to step 17, where it is determined whether or not the shift position SP has been changed to an in-gear other than neutral, and if the gear is not changed to in-gear and is in a neutral state, this routine Exit the idle stop state.

  If it is determined in step 17 that a gear change has been made to the in-gear, the process proceeds to step 18 where it is determined whether or not the throttle opening θ is in the closed state. Then, the internal combustion engine 20 is automatically started and the routine is exited.

  Since the centrifugal clutch 51 is already disconnected when entering the idle stop, the internal combustion engine 20 is automatically started immediately after the idle stop and immediately after the shift position SP of the multi-stage transmission 70 is changed to an in-gear other than neutral. The vehicle can be started automatically without any trouble with a simple configuration.

  The driver enters the idle stop by the intended operation of gear change, and automatically starts the internal combustion engine 20 by the intended operation of gear change, so the idle stop control in accordance with the intention of the driver should be performed. Can do.

When the in-gear is changed to a gear (step 17) and it is determined in step 18 that the throttle opening θ is in the open state instead of the closed state, the routine jumps to step 20 and the idle stop permission flag F is set to “0” to idle. The stop permission mode is canceled, and the routine proceeds to step 21 where the automatic start of the internal combustion engine 20 is prohibited and the routine is exited.
Therefore, the start of the motorcycle 1 can be prevented after the idling stop, and the idling stop permitting state is canceled to set the normal internal combustion engine in a non-idling stop state.

  In a state where the automatic start of the internal combustion engine 20 is prohibited, the internal combustion engine 20 is stopped by the start switch 91 or the kick pedal because the idle stop permission state is canceled and the normal internal combustion engine 20 is not stopped. Can start.

  Separately from the above embodiment, in the idle stop control routine, it is determined whether or not the engine speed n in step 13 is an idle speed and whether or not the shift position SP in step 14 is neutral. If the throttle angle θ is in the open state without changing the shift position, the routine is exited, and the routine proceeds to step 15 when the throttle angle θ is in the closed state. You may make it go.

In this case, the determination that 0.5 seconds has elapsed in step 15 may be changed to determination that 3 seconds have elapsed.
After 3 seconds, the idle stop may be entered regardless of the shift position of the gear. During the idle stop, the injection is cut, the headlight is dimmed, and the idling stop indicator may be turned on.

  In addition, it is determined whether or not the throttle angle θ is closed between Step 13 and Step 14 in the idle stop control routine of the above embodiment. It is also possible to proceed to step 15 with the throttle angle θ closed.

  When the throttle angle θ is opened during idling stop, the starter relay is turned on to automatically start the internal combustion engine, the dimming of the headlight is released, and the standby indicator is turned off.

Further, a side stand switch may be provided so that when the side stand is in an upright state, an idle stop is entered, and the internal combustion engine is automatically started when the side stand falls down and enters the retracted state.
The above various idle stop controls may be selected by a changeover switch.

FIG. 7 shows a combination meter 100 provided on the handlebar cover of the motorcycle.
In the combination meter 100, an analog speedometer 101 occupies a large circle in the center, and various indicators are arranged around it.

  A neutral indicator 102, a first speed indicator 103, a second speed indicator 104, etc. are arranged along the outer periphery of the analog speedometer 101 in the left half of the combination meter 100, and the third speed along the outer periphery of the analog speedometer 101 in the right half. An indicator 105, a 4-speed indicator 106, an idle stop permission indicator 107 indicating an on / off state of the idle stop switch, and the like are arranged.

  In the case of idle stop control that can enter the idle stop regardless of the shift position, the idle stop switch is turned on and the idle stop permission indicator 107 of the combination meter 100 in FIG. 7 is lit. When the multi-speed transmission is in the 3rd speed (or 4th speed) range and the 3rd speed indicator 105 is lit, when the idle stop is entered, the 1st speed indicator 103 and the 2nd speed indicator 104 will blink. Yes.

  When the multi-stage transmission is in the 3rd speed (or 4th speed) range, it is not appropriate to enter the idle stop, and the 1st speed indicator 103 and the 2nd speed indicator 104 blink to make it easy to secure the starting torque. Or it alerts the driver to shift down to 2nd gear.

DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Head pipe, 3 ... Main frame, 4 ... Pivot plate, 5 ... Rear frame, 8 ... Front fork, 17 ... Engine hanger,
20 ... Internal combustion engine, 21 ... Crankcase, 22 ... Cylinder block, 23 ... Cylinder head,
30 ... Intake pipe, 31 ... Throttle body, 32 ... Air cleaner, 33 ... Exhaust pipe, 34 ... Muffler, 35 ... Cam shaft, 36 ... Cam sprocket, 37 ... Timing chain, 38i ... Intake rocker arm, 38e ... Exhaust rocker arm, 39i ... Intake valve, 39e ... exhaust valve,
40 ... crankshaft, 41 ... main bearing, 42 ... piston, 43 ... connecting rod, 44 ... spark plug, 45 ... drive sprocket, 46 ... starter driven gear, 47 ... one-way clutch, 48 ... AC generator, 49 ... generator cover,
50 ... starter motor, 51 ... centrifugal clutch, 52 ... drive plate, 53 ... clutch outer, 54 ... clutch shoe, 56 ... cylindrical member, 57 ... driving gear, 58 ... driven gear,
60 ... shift clutch, 61 ... clutch outer, 62 ... clutch inner,
70 ... multi-speed transmission, 71 ... main shaft, 72 ... main gear group, 73 ... counter shaft (output shaft), 74 ... counter gear group, 75 ... kick shaft, 76 ... dog clutch, 77 ... idle gear, 78 ... gear, 79 ... shift drum,
80 ... ECU, 81 ... Idle stop control means, 82 ... Vehicle speed sensor, 83 ... Engine speed sensor, 84 ... Throttle opening sensor, 85 ... Oil temperature sensor, 86 ... Shift position sensor, 91 ... Start switch, 92 ... Idle Stop switch, 95 ... fuel injection valve, 96 ... throttle valve.

Claims (4)

An internal combustion engine that transmits power from the crankshaft (40) to the output shaft (73) via the centrifugal clutch (51) and the multi-stage transmission (70), and starts and rotates the crankshaft (40) by the starter motor (50) In an idle stop control system for a vehicle equipped with (20),
Idle stop on condition that the vehicle speed (v) is 0 or close to 0, the engine speed (n) of the internal combustion engine (20) is at idling speed, and the multi-stage transmission (70) enters neutral. Run
An idle stop control system for a vehicle, wherein after the idle stop, the internal combustion engine (20) is automatically started on condition that the multi-stage transmission (70) is gear-changed to an in-gear other than neutral.   When the multi-stage transmission (70) is changed to in-gear during idle stop, if the throttle opening (θ) is in the open state, the idle stop permission state is canceled and the internal combustion engine (20) is automatically operated. 2. The idle stop control system for a vehicle according to claim 1, wherein starting is prohibited.   3. The idle stop control according to claim 2, wherein the internal combustion engine (20) is started by a start operation by a start switch (91) or a kick pedal in a state in which the automatic start of the internal combustion engine (20) is prohibited. system.   The idle stop control system for a vehicle according to any one of claims 1 to 3, wherein the idle stop is executed 0.5 seconds after the multi-stage transmission (70) is put into neutral. .

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