JP2015068319A - Idle stop control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idle stop control device which can stop an engine under a further proper condition without directly detecting a battery residual quantity.SOLUTION: An idle stop control device has: a light switch 88B of a headlight 29A; an engine rotation number sensor 123; an idle stop switch (IS switch) 80 which commands the execution of idle stop control; and a control part 101 which performs the idle stop for stopping an engine 12A on the basis of the information on at least the light switch 88B, the IS switch 80 and the engine rotation number sensor 123. The idle stop control device also comprises a neutral switch 125 which detects a neutral state of a transmission 12B, and the control part 101 sets, as an idle stop permission condition, the fact that the engine 12A is within a prescribed low-rotation number region, the light switch 88B is turned off, and there is a history that gear change motions are performed a plurality of times, and when the IS switch 80 is on-operated when the permission condition is satisfied, the control part performs the idle stop.

Description

  The present invention relates to an idle stop control device, and more particularly to an idle stop control device that stops and restarts an engine under a predetermined condition.

  Conventionally, it is assumed that the vehicle is temporarily stopped due to a signal waiting, etc., and when the predetermined stop condition is satisfied, the engine is stopped to reduce fuel consumption, and the restart condition is accompanied by the operation of the occupant. An idle stop control is known in which when satisfied, the engine is restarted by a starter motor. In such idle stop control, the generator driven by the engine is also stopped during the idle stop, and it is necessary to supply power to the starter motor from the battery that stores the power generated by the generator during the restart. For this reason, it is necessary to consider the state of decrease in the battery charge amount during idle stop.

  Patent Document 1 discloses a state in which a vehicle headlight is lit in an idle stop control device in which an engine is stopped when an idle stop switch is operated when a vehicle speed, an engine speed, etc. satisfy predetermined stop conditions. Discloses a configuration in which the engine is not stopped even when the idle stop switch is operated. Thus, it is possible to prevent the remaining battery level from greatly decreasing during the idle stop without having a complicated configuration for directly detecting the remaining battery level and determining whether or not the idle stop control is possible.

JP2013-72413A

  However, in the technique of Patent Document 1, if the headlight is turned off and the transmission is in the neutral position, the idle stop control is started even when the actual remaining battery level is low. There was a possibility that the power to run was insufficient.

  An object of the present invention is to solve the above-described problems of the prior art and provide an idle stop control device capable of stopping the engine under a more appropriate situation without directly detecting the remaining battery level.

  To achieve the above object, the present invention provides a light switch (88B) for switching on and off of a vehicle headlight (29A) and an engine speed detection for detecting an engine speed (Ne) of the engine (12A). Means (123), an idle stop switch (80) that permits or prohibits automatic stop and start of the engine, at least the light switch (88B), the idle stop switch (80), and the engine speed detection means (123 ) In the idle stop control device (100) having an idle stop for stopping the engine (12A) based on the information of the engine (12A), the transmission state of the transmission (12B) of the engine (12A) A shift state detecting means (125) for detecting the control unit (1). 1) indicates that there is a history that the engine (12A) is in a predetermined low speed range, the light switch (88B) is off, and the speed change operation of the transmission (12B) is performed a plurality of times. The first feature is that the idle stop is executed when the idle stop switch (80) is turned on when the permission condition is satisfied.

  Further, the second feature is that the history of the transmission operation of the transmission (12B) being performed a plurality of times is a history of switching between the in-gear state and the neutral state a plurality of times.

  The shift state detecting means (125) is a neutral switch that detects the neutral state of the transmission (12B), and a clutch detection sensor (122) that detects the engaged state of the clutch (12C) of the engine (12A). ) And the transmission (12B) is in an in-gear state other than a neutral state, the clutch (12C) is in an engaged state, and the engine speed (Ne) exceeds a predetermined running determination speed (Ne1). A first timer (201) that starts to operate, and a counter (203) that is incremented when the first timer (201) reaches a first predetermined value, the first timer (201) When the counter (203) is incremented, it is configured to be reset to an initial value, and the control unit (101) Counter (203) that has reached a predetermined counter predetermined value, the shift operation of the transmission (12B) is a third aspect of determining that there is a plurality of times performed history.

  In addition, when the clutch (12C) is in an engaged state and the transmission (12B) is in an in-gear state other than the neutral state, the operation is started, and from the first predetermined value of the first timer (201). The control unit (101) includes a second timer (202) in which a large second predetermined value is set, and the control unit (101) sets the second timer (202) even when the counter (203) has not reached the counter predetermined value. A fourth feature is that the idle stop is permitted based on reaching the second predetermined value.

  Further, the control unit (101) has a fifth feature in that, when the idle stop is permitted, if the light switch (88B) is switched from off to on, the permission of the idle stop is canceled. .

  According to the first feature, there is provided shift state detecting means for detecting a shift state of the transmission of the engine, and the control unit is configured such that the engine is in a predetermined low rotation region, the light switch is off, and the shift of the transmission is performed. If there is a history of multiple operations, the idle stop permission condition is met. If the idle stop switch is turned on when the permission condition is satisfied, the idle stop is executed, so the engine speed is low. In addition to the condition that the light switch is off and the idle stop switch is operated in addition to the condition that the vehicle is However, it is possible to permit the idle stop control by estimating that the battery is sufficiently running and running in the daytime. As a result, without providing a means for directly detecting the remaining battery level, the idle stop control is executed only when the remaining battery level is estimated to be sufficient, and the startability when restarting the engine with the starter motor is improved. Can keep good.

  According to the second feature, since the history of the shift operation of the transmission performed a plurality of times is a history of the switch between the in-gear state and the neutral operation performed a plurality of times, Switching between in-gear and neutral is often performed multiple times, and by detecting this characteristic, it is possible to execute idle stop under appropriate conditions.

  According to the third feature, the shift state detection means is a neutral switch that detects a neutral state of the transmission, and includes a clutch detection sensor that detects a clutch engagement state of the engine, and an in-gear state other than the neutral state of the transmission. A first timer that starts operation when the clutch is in an engaged state and the engine speed exceeds a predetermined running determination speed, and a counter that is incremented when the first timer reaches a first predetermined value; The first timer is configured to be reset to an initial value when the counter is incremented, and the control unit performs a plurality of transmission operations of the transmission when the counter reaches a predetermined counter predetermined value. Since it is determined that there is a history that has been performed twice, it is estimated that the vehicle is running in the daytime when the clutch is engaged and in gear. When the traveling time reaches the first predetermined value by the first timer, the counter is incremented, and by detecting that this counter has reached the predetermined counter predetermined value, the generator generates power regardless of various traveling conditions. In addition, it is possible to determine that the battery is fully charged.

  According to the fourth feature, when the clutch is in the engaged state and the transmission is in the in-gear state other than the neutral state, the operation is started, and the second predetermined value larger than the first predetermined value of the first timer is A second timer that is set, and the controller permits idle stop based on the second timer reaching the second predetermined value even when the counter does not reach the predetermined value; Even before the speed change operation reaches the predetermined number of times, it can be determined that the battery is sufficiently charged by running for a long time with a single gear, and the idle stop can be permitted. As a result, it is possible to execute an appropriate idle stop control corresponding to various traveling conditions.

  According to the fifth feature, the control unit cancels the idle stop permission when the light switch is switched from OFF to ON when the idle stop is permitted. Even when the stop is permitted, it is possible to prevent the restartability of the engine from being affected by appropriate measures corresponding to the change in the situation.

1 is a side view of a motorcycle to which an idle stop control device according to an embodiment of the present invention is applied. It is a top view which shows the operating system of a motorcycle. It is a block diagram which shows an idle stop control apparatus and its periphery structure. It is a time chart which shows the flow of idle stop control. It is a flowchart which shows the procedure of the start determination process for idle stop permission. It is a flowchart which shows the procedure of an idle stop process.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a left side view showing a motorcycle 1 to which an idle stop control device according to the present invention is applied. The motorcycle 1 supports a power unit 12 in which an engine, a transmission, and a clutch are integrally formed at a front and rear center of a body frame 2, and includes a fuel tank 10 above the power unit 12, and a seat behind the fuel tank 10. 16 is a straddle-type vehicle.

  The vehicle body frame 2 includes a main frame 4 extending rearward and downward from a head pipe 3 provided at the front end, a pair of left and right seat rails 5 extending rearward from the rear end portion of the main frame 4, and a rear lower portion from the front end portion of the main frame 4. A pair of left and right down frames 6 extending to the rear, a pair of left and right center frames 7 extending rearward and rearward from the front end of the main frame 4 and connected to the rear end of the down frame 6, and the seat rail 5 and the center frame 7 And a pair of left and right subframes 8 that bridge between the two.

  A steering shaft (not shown) is rotatably supported on the head pipe 3. A front fork 9 is attached to the steering shaft via a pair of upper and lower top bridges 19 and a bottom bridge 20. It rotates together with the shaft.

  A handle 21 is attached to the top bridge 19, and a front wheel 31 is rotatably supported at the lower end of the front fork 9. The front wheel 31 is steered left and right by the steering handle 21, and a front fender 32 that covers the front wheel 31 is attached to the front fork 9.

  A key cylinder 22 and a cowl support stay 23 are attached to the top bridge 19 and the bottom bridge 20. The cowl support stay 23 supports a front cowl 24, a meter unit 25, an inner cowl 26, a turn signal support stay 27 that supports a pair of left and right front turn signals 30, a front number plate 28, and a headlight unit 29. The key cylinder 22 functions as a main switch operated by a mechanical key. When the main switch is turned off, the engine 12A described later is stopped.

  A saddle-shaped fuel tank 10 is attached to the main frame 4 so as to straddle the main frame 4 from above, and a pair of left and right pivot plates 11 are attached to the center frame 7. A swing arm 15 is supported on the pivot plate 11 via a pivot shaft 45 so as to be swingable up and down. The swing arm 15 extending rearward from the pivot shaft 45 rotatably supports a rear wheel 46 as a drive wheel at the rear end thereof, and a pair of left and right rear cushions 47 are interposed between the swing arm 15 and the seat rail 5. It is inserted.

  An occupant seat 16 is attached to the left and right seat rails 5. The occupant seat 16 has a long shape that allows the driver and the occupant to be seated at a distance in the front-rear direction, and a grab rail 40 held by the occupant is attached to the rear portion of the seat rail 5. ing. A rear side guard member 17 that covers the left side of the rear wheel 46, a helmet holder 41, and a rear fender 54 that covers the rear wheel 46 are attached to the seat rail 5. A rear turn signal 55 and a tail light 56 are attached to the rear fender 54.

  The power unit 12 is supported by the main frame 4, the pivot plate 11, and the down frame 6 via a plurality of engine support portions 50 to 52, and is disposed in a space surrounded by the main frame 4, the center frame 7, and the down frame 6. Yes.

  The power unit 12 includes an engine 12A that is disposed substantially horizontally with the cylinder axis C inclined forward, a cylinder 58 extending forward from the front portion of the crankcase 57, and a cylinder head 59 provided at the front portion of the cylinder 58. have.

  An intake device 60 and an exhaust device 61 are attached to the cylinder head 59. The intake device 60 includes a throttle body-integrated fuel injection device 63 disposed between the fuel tank 10 and the engine 12A, and an intake air that connects a front portion of the fuel injection device 63 and an intake port at the top of the cylinder head 59. It consists of a pipe 62 and an air cleaner 65 connected to the rear part of the fuel injection device 63 via a connecting tube 64.

  The exhaust device 61 includes an exhaust pipe 66 attached to an exhaust port below the cylinder head 59 and a muffler 67 attached to the rear end of the exhaust pipe 66. The muffler 67 is supported via a muffler stay 68 attached to the tip of the rear side guard member stay 42 on the right side in the vehicle width direction. A catalyzer 69 for purifying exhaust gas is disposed in the muffler 67. The catalyzer 69 may be provided in the middle of the exhaust pipe 66.

  The crankcase 57 of the power unit 12 cuts off the transmission of the transmission between the crankshaft 71 and the transmission 12B, and the transmission 12B that changes the speed of the rotation of the crankshaft 71 driven by the engine 12A and transmits it to the output shaft 72. A possible clutch 12C is housed. The rotation of the output shaft 72 is transmitted to the rear wheel 46 through a drive chain provided in the chain cover 49. A starter motor 85 that rotates the crankshaft 71 to start the engine 12 </ b> A is provided at the upper part of the crankcase 57. Further, a throttle cable CT for operating the throttle device and a clutch cable CC for operating the clutch 12C are passed through a position below the side of the head pipe 3 from the rear.

  A battery 75 is disposed on the right side of the air cleaner box 65 in the vehicle width direction. The battery 75 stores electric power of a generator that generates electric power using the rotational power of the engine 12A, and electric power is supplied from the battery 75 to electrical components such as a headlight and a taillight device.

  A storage box 33 is disposed below the fuel tank 10. The storage box 33 is located between the main frame 4 and the power unit 12 and is attached to the lower part of the main frame 4 via a bracket 35. The storage box 33 stores a control unit (idle stop control unit) 101 described later.

  On the down frame 6 below the power unit 12, a pair of left and right driver's foot steps 76 extending to the left and right of the power unit 12 are attached, and a stand 77 for parking the motorcycle 1 is attached to be retractable. A tandem step 43 for passengers seated on the rear part of the occupant seat 16 is attached to the subframe 8 behind the power unit 12 via a rear side guard member stay 42 extending rearward and downward. .

  FIG. 2 is a plan view showing an operation system of the motorcycle 1. A vehicle width center line C1 of the motorcycle 1 passes through the centers of the front wheel 31 and the rear wheel 46. A throttle grip 81 that is operated by the driver with the right hand is provided at the right end portion of the handle 21 of the motorcycle 1, and a throttle housing 82 that covers the base end portion of the throttle grip 81 on the inner side in the vehicle width direction of the throttle grip 81. Is provided.

  In the throttle housing 82, one end of a throttle cable CT is connected to the throttle grip 81, and the rotation operation of the throttle grip 81 is transmitted to the throttle valve in the fuel injection device 63 via the throttle cable CT. As a result, the driver manually varies the throttle opening, and adjusts the engine output by changing the intake air amount of the engine 12A.

  The throttle housing 82 is provided with a push-down starter switch 83 that is operated by the driver with the thumb of the right hand. By operating the starter switch 83, the starter motor 85 is rotationally driven to start the engine 12A. Can do. The motorcycle 1 according to the present embodiment is applied with an idle stop control for stopping the engine 12A under a predetermined condition, and an idle stop switch (for arbitrarily stopping the engine 12A in an idle operation state) is provided in the throttle housing 82. (Hereinafter also referred to as an IS switch) 80 is provided.

  A clutch lever 86 that is operated by the driver with the left hand is provided at the left end portion of the handle 21. By operating the clutch lever 86, the clutch lever 86 is transmitted to the clutch 12 </ b> C via the clutch cable CC to connect / disconnect the clutch 12 </ b> C. The clutch lever 86 is biased in a direction away from the handlebar grip 87 with the base end as a fulcrum. When the occupant pulls the clutch lever 86 forward, the clutch 12C is disengaged, and when the clutch lever 86 returns to the front. The clutch 12C is configured to be in a connected state.

  On the inner side in the vehicle width direction of the handlebar grip 87, a switch housing 89 including a switch group 88 (a blinker switch 88A and a headlight switch 88B that also serves as a position light switch) operated by the driver with the left hand is provided. By operating these switches, the front blinker 30 and the rear blinker 55 blink / extinguish, the headlight 29A in the headlight unit 29 (see FIG. 3) is turned on / off, and the position lights 29B in the headlight unit 29 and the taillight 56 are turned on / off. Lighting / extinguishing is performed. A pair of left and right rearview mirrors 96 are attached to the inside of the throttle housing 82 and the switch housing 89.

  On the left side of the power unit 12, a seesaw-type shift pedal 91 that is operated by the driver with the left foot is provided so as to be swingable up and down, and the gear position of the transmission 12B is switched according to the operation of the shift pedal 91. The transmission 12B is a constantly meshing transmission, and switches to any one of the first to fourth speeds and neutrals every time the front part or the rear part of the shift pedal 91 is depressed.

  A brake lever 92 that is operated by the driver with the right hand is provided on the right side of the handle 21, and a brake pedal 93 that is operated by the driver with the right foot is provided on the right side of the power unit 12. The brake lever 92 is urged in the direction away from the throttle grip 81 with the base end portion as a fulcrum in the same manner as the clutch lever 86, and the operation of the brake lever 92 is applied to the front wheel brake via a brake cable (not shown). Is transmitted to.

  On the right side of the power unit 12 and behind the brake pedal 93, there is provided a kick pedal 95 that is operated by the driver with the right foot. Thus, the engine 12A can be started by human power without using the starter motor 85.

  FIG. 3 is a block diagram showing the idle stop control device 100 and its peripheral configuration. The control unit (idle stop control unit) 101 is an ECU that centrally controls each part of the motorcycle 1, acquires information from each part of the vehicle body including the operation of the driver, and engine 12A based on the acquired information. Control etc.

  The control unit 101 includes a starter switch 83, an idle stop switch 80, a winker switch 88A as a switch group 88 (see FIG. 2), and a headlight switch (hereinafter simply referred to as a light switch). 88B) is connected. When the idle stop switch 80 is operated, the control unit 101 determines whether or not the idle stop control is possible. If the control can be permitted, the control unit 101 stops driving the fuel injection device 63 and stops the engine 12A. Note that when the engine is stopped along with the idle stop control, the ignition device of the engine 12A may be stopped simultaneously.

  When the driver operates the shift pedal 91, the shift drum 111 in the transmission 12B is rotated by a predetermined angle. Along with the rotation of the shift drum 111, the gear positions of the plurality of gear trains of the transmission gear train 112 are switched, and either a predetermined gear (1st to 4th gear) or neutral is selected. The clutch 12 </ b> C is switched from the connected state to the disconnected state when the passenger grips the clutch lever 86.

  The control unit 101 includes a throttle opening sensor 121 that detects the throttle opening according to the throttle operation, a clutch detection sensor 122 that detects the connection / disengagement state of the clutch 12C according to the clutch operation, and the engine speed. An engine speed sensor (engine speed detecting means) 123 that performs a vehicle speed sensor 124 that detects a vehicle speed from the rotational speed of a predetermined gear in the transmission gear train 112, and a transmission 12C based on the rotation angle of the shift drum 111. There is provided a neutral switch (shift state detecting means) 125 for detecting whether the gear is in the in-gear state or the neutral state. The control unit 101 controls the ignition timing of the engine 12A, the injection timing of the fuel injection device 63, and the like based on the detection signal from each sensor / switch.

  The throttle opening sensor 121 is arranged in the fuel injection device 63 so as to be able to detect the opening of the throttle valve in the fuel injection device 63. The clutch detection sensor 122 is disposed in the vicinity of the clutch lever 86 so that the operation of the clutch lever 86 can be detected. In addition to the neutral switch 125, the shift drum 111 can be provided with a gear position sensor for detecting whether the transmission 12C is in the first to fourth speeds.

  The controller 101 further receives an ON signal indicating that the key is inserted into the key cylinder 22 and the main switch (main SW) is turned ON, and the controller 101 only while the ON signal is input. Performs engine control and idle stop control.

  Further, the control unit 101 is set to drive the starter motor 85 and restart the engine 12A when a throttle operation or a shift operation is performed in response to the occupant's intention to restart during the idle stop control. The restart of the engine 12A by the starter motor 85 can be performed again by operating the idle stop switch 80 or the starter switch 83, and also triggers that the clutch 12C is switched from the connected state to the disconnected state. Can also be done.

  Further, the control unit 101 has a display management function for managing on / off of various lights in connection with the idling stop control and a notification function for notifying the occupant that the idling is being stopped. The position light 29B included in the display system 131 of the motorcycle 1 is lit to improve visibility from the outside while the engine 12A is stopped by idling stop control. Further, the idle stop indicator lamp 131A provided in the meter unit 25 is configured to light up or blink while the engine 12A is stopped by the idle stop control.

  Further, information from the first timer 201, the second timer 202, and the counter 203 is input to the control unit 101, and the operation history is stored in a storage unit including a RAM or the like in the control unit 101. The idling stop control device 100 according to the present embodiment includes not only the condition that the engine speed is in the low speed range and the light switch being turned off as a permission condition for starting the idling stop control. It is characterized in that “there is a history of what was done” is added. If the idle stop switch 80 is operated while the permission condition is satisfied, the control unit 101 executes idle stop.

  The history of this shifting operation is stored in the control unit 101 as the operation history of the first timer 201, the second timer 202, and the counter 203. The reason why the shift operation history is included in the conditions for permitting the idle stop control is to determine whether or not the vehicle has traveled to some extent. That is, since the headlight 29A is normally turned on at night, when the light switch 88B is off and there is a history of a plurality of speed change operations, a certain amount of traveling was performed during the daytime. Can be estimated. And if it is running in the daytime, it can be estimated that the drive time of the generator is sufficient and the remaining battery level is sufficient.

  The first timer 201, the second timer 202, and the counter 203 described above are used to detect that a plurality of speed change operations have been performed. Specifically, the first timer 201 starts time measurement when the transmission 12B is in an in-gear state other than the neutral state, the clutch 12C is in the engaged state, and the engine speed exceeds a predetermined value. The in-gear state of the transmission 12B is detected by the neutral sensor 125, and the engagement state of the clutch 12C is detected by the clutch detection sensor 122.

  The counter 203 is configured to be incremented by one when the first timer 201 reaches a predetermined time as a first predetermined value. Thereby, for example, when the first predetermined value of the first timer 201 is set to 30 seconds, 30 seconds elapse after the transmission 12B is brought into the in-gear state and the engine speed exceeds the predetermined value. As a result, the counter 202 is incremented.

  In addition, the first timer 201 is configured to be reset to an initial value when the counter 203 is incremented, and the control unit 101 causes the transmission operation of the transmission 12B to be performed when the counter 203 reaches a predetermined value. Judged to have been done multiple times. That is, when the predetermined value of the counter 202 is set to 3 times, a shift operation occurs when “30 seconds have elapsed since the clutch 12C is engaged and the transmission 12B is in the in-gear state” occurs 3 times. It will be determined that has been performed multiple times.

  According to the above determination, for example, simply repeating the speed change operation between the neutral and the first gear for a short time does not satisfy the conditions for permitting the idle stop control, and substantial power generation / charging is not performed. Only when it is performed, can the idle stop control be permitted.

  The second timer 202 is set with a second predetermined value (for example, 150 seconds) larger than the first predetermined value set in the first timer 201, and the second predetermined value is set regardless of the value of the counter 203. By reaching the value, the permission condition for idle stop control is satisfied. Thereby, even before the shifting operation of the transmission 12C reaches the predetermined number of times, it is determined that the battery is sufficiently charged by running for a long time with a single gear, and the idle stop is performed. Can be allowed. As a result, it is possible to execute an appropriate idle stop control corresponding to various traveling conditions.

  FIG. 4 is a time chart showing the flow of idle stop control. In this time chart, in order from the top, the IS permission flag (0 or 1), the on / off state of the light switch (off: 0, on: 1), the multiple running determination counter (counter 203 in FIG. 3) (0, 1, 2) 3), start determination timer (first timer 201 in FIG. 3), start determination timer 2 (second timer 202 in FIG. 3), engine speed, on / off state of the neutral switch (in-gear: 0, neutral: 1), The state of the shift history flag (no shift history: 0, with shift history: 1), which is one of the permission conditions for idle stop control, is shown.

  In the stop state at time t = 0, the transmission 12C is in the neutral state, and the engine speed Ne is at the idle speed NeL. Further, the IS permission flag is 0 (OFF), the state of the light switch 88B is 0 (off state), the first timer 201 and the second timer 202 are inactive, and the counter 203 is zero.

  At time t1, the transmission 12C is switched from the neutral state (“N” in the figure) to the in-gear state (“in” in the figure) by the operation of the passenger. At the subsequent time t2, the engine speed Ne increases to exceed the running determination engine speed Ne1, and the first timer 201 and the second timer 202 start operating with this as a trigger.

  From time t2 to time t3, the engine speed Ne changes as the vehicle travels, but does not fall below the start determination engine speed Ne1, and at time t3, the first timer 201 is set to a first predetermined value (for example, , 30 seconds) as a trigger, the counter 203 is incremented from 0 → 1. Using this increment as a trigger, the first timer 201 is reset to an initial value. At this time, if the start timer engine speed Ne1 falls below the first predetermined value before the first timer 201 reaches the first predetermined value or the transmission 12C is switched to the neutral state, the counter 203 is not incremented and the first timer 201 is reset.

  At time t4, as the vehicle decelerates, the engine speed Ne starts to run below the determination engine speed Ne1, and the second timer 202 is reset to the initial value. Further, at time t5, the transmission 12C is switched from the in-gear state to the neutral state as the vehicle stops.

  At times t6 to t18 shown below, the same control as that executed at times t1 to t5 is repeated twice.

  At time t6, the transmission 12C is switched from the neutral state to the in-gear state by the second passenger operation. At subsequent time t7, the engine speed Ne rises and exceeds the determination engine speed Ne1, and the first timer 201 and the second timer 202 start operating with this as a trigger.

  At time t8, the counter 203 is incremented from 1 to 2 with the first timer 201 reaching the first predetermined value as a trigger. Using this increment as a trigger, the first timer 201 is reset to an initial value.

  At time t9, as the vehicle decelerates, the engine speed Ne starts to run below the determination engine speed Ne1, and the second timer 202 is reset to the initial value. Further, at time t10, transmission 12C is switched from the in-gear state to the neutral state as the vehicle stops.

  At time t11, the transmission 12C is switched from the neutral state to the in-gear state by the third passenger operation. The engine speed Ne slightly increases between times t10 and t11. However, the operation start condition for each timer is not satisfied because the engine speed is in the neutral state. At the subsequent time t12, the engine speed Ne rises and exceeds the determination engine speed Ne1, and the first timer 201 and the second timer 202 start operating with this as a trigger.

  At time t13, the counter 203 is incremented from 2 to 3 with the first timer 201 reaching the first predetermined value as a trigger. Then, using this increment as a trigger, the IS permission flag is switched from 0 to 1 and is turned on. The first timer 201 is reset to an initial value using this increment as a trigger.

  In the present embodiment, since the counter predetermined value of the counter 203 is set to 3 times, at time t13, the IS permission flag is switched from 0 to 1 and turned on, and the idling stop control permission condition 1 is set. The shift history flag is 0 → 1. When the shift history flag is 1, when the engine speed Ne is in a predetermined low speed range, the light switch (88B) is off, and the idle stop switch 80 is operated, the control unit 101 performs idle stop. The engine is stopped by the control. Note that the predetermined low speed region of the engine speed Ne is set, for example, to an area of the idle speed NeL (for example, 1000 to 1200 rpm) or an area up to a speed slightly higher than the idle speed NeL (for example, 1500 rpm). it can.

  Returning to the time chart, at time t14, as the vehicle decelerates, the engine speed Ne starts to run below the determination engine speed Ne1, and the second timer 202 is reset to the initial value. Further, at time t15, the transmission 12C is switched from the in-gear state to the neutral state as the vehicle stops.

  The state where the shift history flag is 1 is continued until the light switch 88B is turned on at time t17. That is, even when the shift history flag is 1 and idling stop is permitted, when the light switch 88B is turned on, the idling stop control is switched to the non-permitted state. In the example of this flowchart, if the idle stop switch 80 is operated between times t15 and t17, an idle stop in accordance with the occupant's will is executed. This figure shows a state in which the idle stop switch 80 is operated immediately after time t15 to perform idle stop control and then restarted.

  Note that the first timer 201, the second timer 202, and the counter 203 are also reset when the light switch 88B is switched from OFF to ON during the operation.

  At time t18, the transmission 12C is switched from the neutral state to the in-gear state by the fourth passenger operation. At the subsequent time t19, the engine speed Ne rises and exceeds the running determination engine speed Ne1, and the first timer 201 and the second timer 202 start operating with this as a trigger.

  At time t20, the counter 203 is incremented from 0 to 1 with the first timer 201 reaching the first predetermined value as a trigger. Using this increment as a trigger, the first timer 201 is reset to an initial value.

  While the first timer 201 is reset, between the times t20 and t21, the engine speed Ne does not run below the determination engine speed Ne1, and the second timer 202 continues to operate without being reset. This is because the second predetermined value of the second timer 202 is set to a larger value (for example, 150 seconds) than the first predetermined value (for example, 30 seconds) of the first timer 201.

  At time t21, with the second timer 202 reaching the second predetermined value as a trigger, the IS permission flag is switched from 0 to 1, and the shift history flag is switched from 0 to 1. .

  According to the above determination, not only the IS permission flag is set using the first timer 201 and the counter 203 but also the second timer 202 is set to set the state of the second timer 202. Based on this, it is possible to detect that the battery has been sufficiently charged by running for a long time with a single gear, and allow idling stop. As a result, it is possible to execute an appropriate idle stop control corresponding to various traveling conditions.

  At time t22, as the vehicle decelerates, the engine speed Ne starts to run below the determination engine speed Ne1. At time t23, as the vehicle stops, the transmission 12C is switched from the in-gear state to the neutral state, and the engine can be stopped due to the operation of the idle stop switch 80.

  The operation histories of the first timer 201, the second timer 202, and the counter 203 are deleted from the storage unit when the main switch of the vehicle is turned off, and are reset to initial values when the light switch 88B is turned on.

  FIG. 5 is a flowchart showing a procedure of idle stop (IS) permission start determination processing used for idle stop control. FIG. 6 is a flowchart showing the procedure of idle stop processing. The flowcharts of FIGS. 5 and 6 correspond to the flow of idle stop control shown in the time chart of FIG.

  In step S1 of FIG. 5, it is determined whether or not the H / L switch (light switch 88B) is off. If the determination is affirmative, that is, if it is determined to be off, the process proceeds to step S2. In step S2, it is determined whether or not the running confirmation flag (IS permission flag shown in FIG. 3) is 1, and if a positive determination is made, that is, if the running confirmation flag is determined to be 0 (zero), step S3 is performed. Proceed to

  In step S3, it is determined whether or not the engine speed Ne is equal to or greater than a predetermined value. If an affirmative determination is made, the process proceeds to step S4. In step S4, it is determined whether or not the clutch 12C is in an engaged state and the transmission is in an in-gear state. If an affirmative determination is made, the process proceeds to step S5.

  In step S5, it is determined whether or not the second timer 202 has expired, in other words, whether or not the second timer 202 has reached the second predetermined value. If an affirmative determination is made, the process proceeds to step S6. In step S6, the start determination flag is set to 1, and a series of control is terminated.

  On the other hand, if a negative determination is made in step S5, that is, if it is determined that the second timer 202 has not expired, the process proceeds to step S9 to determine whether or not the first timer 201 has expired. If an affirmative determination is made in step S9, the process proceeds to step S10, where the first timer 201 is reset, and in step S11, the counter 203 is incremented.

  In step S12, it is determined whether or not the counter 203 is equal to or greater than the specified number of times, that is, whether or not the counter has reached a predetermined value (three times in the present embodiment). The confirmation flag is set to 1, and a series of control is finished.

  If a negative determination is made in step S3 or S4, the first timer 201 is reset in step S7, and the second timer 202 is reset in step S8, thus ending the series of controls.

  If a negative determination is made in step S1, that is, if the headlight switch is on, the first timer 201 is reset in step S14, the second timer 202 is reset in step S15, and in step S16. The counter 203 is reset, and a series of control is finished.

  In step S20 in FIG. 6, it is determined whether or not the start determination flag is 1, and if an affirmative determination is made, the process proceeds to step S21. In step S21, it is determined whether or not other IS permission conditions are satisfied. When an affirmative determination is made in step S21, that is, in the present embodiment, when it is determined that the engine speed Ne is in a predetermined low rotation region and the light switch 88B is off, the idle stop switch 80 is operated. Proceeding to step S22, the idling stop is performed, and a series of control is completed.

  It should be noted that the structure and configuration of the motorcycle and the fuel injection device, the shape and structure of the engine speed sensor and idle stop display, the configuration and location of various switches, the configuration of the idle stop control device and control unit, the first timer, The predetermined values set in the second timer and the counter, respectively, are not limited to the above embodiment, and various changes can be made. For example, the operation start conditions of the first timer and the second timer may be set so that the transmission 12B is in an in-gear state other than the neutral state and the engine speed exceeds a predetermined value, and the engaged state of the clutch 12C is not considered. Good. Further, the operation start conditions of the first timer and the second timer can be replaced with the vehicle speed becoming a predetermined value or more. The idle stop control device according to the present invention is not limited to a motorcycle, and can be applied to various vehicles such as a straddle-type tricycle.

  DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 12 ... Power unit, 12A ... Engine, 12B ... Transmission, 12C ... Clutch, 29A ... Headlight, 80 ... Idle stop switch, 88B ... Light switch (headlight switch), 101 ... Control part, 123 ... Engine speed sensor (engine speed detection means), 125 ... Neutral switch (shift state detection means), 201 ... First timer, 202 ... Second timer, 203 ... Counter

Claims (5)

A light switch (88B) for switching on and off of the vehicle headlight (29A), an engine speed detecting means (123) for detecting the engine speed (Ne) of the engine (12A), and automatic stop and start of the engine The engine (12A) based on information of at least the light switch (88B), the idle stop switch (80) and the engine speed detecting means (123). In an idle stop control device (100) having a control unit (101) for executing an idle stop to be stopped,
A shift state detecting means (125) for detecting a shift state of the transmission (12B) of the engine (12A);
The control unit (101) has a history that the engine (12A) is in a predetermined low rotation region, the light switch (88B) is off, and the speed change operation of the transmission (12B) is performed a plurality of times. An idle stop control device characterized in that when the idle stop permission condition is satisfied and the idle stop switch (80) is turned on when the permission condition is satisfied, the idle stop is executed.   2. The idle stop in the motorcycle according to claim 1, wherein the history of a plurality of shift operations of the transmission (12 </ b> B) is a history of a plurality of times of switching between an in-gear state and a neutral state. Control device. The shift state detecting means (125) is a neutral switch for detecting a neutral state of the transmission (12B),
A clutch detection sensor (122) for detecting the engagement state of the clutch (12C) of the engine (12A);
Operates when the transmission (12B) is in an in-gear state other than a neutral state, the clutch (12C) is in an engaged state, and the engine speed (Ne) exceeds a predetermined start determination speed (Ne1). A first timer (201) for starting
A counter (203) that is incremented when the first timer (201) reaches a first predetermined value;
The first timer (201) is configured to be reset to an initial value when the counter (203) is incremented,
The control unit (101) determines that there is a history that the speed change operation of the transmission (12B) has been performed a plurality of times when the counter (203) reaches a predetermined value. The idle stop control device according to claim 1 or 2. When the clutch (12C) is in an engaged state and the transmission (12B) is in an in-gear state other than the neutral state, the operation is started, and a first value greater than a first predetermined value of the first timer (201) is obtained. 2 includes a second timer (202) in which a predetermined value is set,
The control unit (101) permits the idle stop based on the second timer (202) reaching a second predetermined value even when the counter (203) has not reached the predetermined counter value. The idle stop control device according to claim 3.   The control unit (101) cancels the permission of the idle stop when the light switch (88B) is switched from off to on when the idle stop is permitted. The idle stop control apparatus in any one of.