JP2016075170A - Engine control device and saddle-riding type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device enabling use of electric power, that is generated through rotation of a crankshaft caused by operation of a user, for a desired application, and to provide a saddle-riding type vehicle equipped with the engine control device.SOLUTION: By a user kicking down a kick pedal 21 while an engine 10 stops, a crankshaft 11 is rotated. With an alternator 22 and a rectifier 23, a capacitor 50 is charged based on the rotation of the crankshaft 11. By the user operating a mode selection switch S2, either one of first and second modes is selected. When the first mode is selected, a fuel ignition part 110 is controlled so that a mixture is combusted in a combustion chamber, and the engine 10 is started using the electric power stored in the capacitor 50. On the other hand, when the second mode is selected, the fuel ignition part 110 is controlled so that a mixture is not combusted in the combustion chamber, and the capacitor 50 is charged based on the rotation of the crankshaft 11.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an engine control device and a saddle riding type vehicle.

  Conventionally, a batteryless straddle-type vehicle that starts an engine using electrical energy stored in a capacitor has been proposed. For example, a motorcycle described in Patent Document 1 includes an AC generator, a regulator, a capacitor, an electronic control unit, a fuel injection system, and a first switch.

  The regulator, the capacitor, the electronic control unit, and the first switch are electrically connected to one power supply line (hereinafter referred to as a first power supply line). The first switch and the fuel injection system are electrically connected to another power line (hereinafter referred to as a second power line). When the first switch is on, the first power line and the second power line are electrically connected. On the other hand, when the first switch is in the OFF state, the first power supply line and the second power supply line are electrically disconnected.

  The crankshaft of the engine rotates, for example, when an occupant (user) of the motorcycle operates a kick starter pedal (hereinafter referred to as a kick pedal). The AC generator outputs an AC current when the crankshaft is rotated. The output alternating current is converted into a direct current by a regulator. The capacitor is charged by the converted direct current.

  The electric power stored in the capacitor is supplied to the electronic control unit via the first power supply line. In an initial state before starting the engine, the electronic control unit sets the first switch to the off state and monitors the voltage of the first power supply line. The minimum voltage value required to start the fuel injection system is set as the reference voltage value. When the voltage of the first power supply line reaches the reference voltage value, the electronic control unit switches the first switch from the off state to the on state.

  According to the above control, when the first switch is in the OFF state, the electric power generated by the operation of the kick pedal is accumulated in the capacitor, and the voltage of the first power supply line increases. Thereby, even if the force for operating the kick pedal is weak, the operation of the kick pedal is repeated, so that electric power is stored in the capacitor. When the first switch is turned on, the fuel injection system is activated based on the electric power stored in the capacitor. Therefore, the engine is reliably started.

JP 2005-344645 A

  By the way, it is conceivable to use the electric power generated by the operation of the kick pedal for electric equipment other than the fuel injection system. For example, if the battery of the portable terminal can be charged using the electric power generated by the operation of the kick pedal, the convenience of the saddle riding type vehicle is improved.

  However, in the motorcycle described in Patent Document 1, when the voltage of the first power supply line exceeds the reference voltage value by operating the kick pedal, the fuel injection system is forcibly activated. In this case, the electric power stored in the capacitor is immediately discharged, and the terminal voltage of the capacitor decreases. Therefore, it is difficult to use the electric power generated by operating the kick pedal for purposes other than starting the engine.

  An object of the present invention is to provide an engine control device capable of using electric power generated by rotation of a crankshaft by a user's operation for a desired application, and a straddle-type vehicle including the same.

  (1) An engine control apparatus according to a first aspect of the present invention is an engine control apparatus that controls an engine including an air-fuel mixture igniter that generates an air-fuel mixture in a combustion chamber of a cylinder and ignites the air-fuel mixture in the combustion chamber. A crankshaft drive unit that rotates the crankshaft by a user's operation, an alternating current generator that outputs an alternating current by the rotation of the crankshaft, a rectifying unit that converts alternating current generated from the alternating current generator into direct current, A power storage unit configured to be chargeable by a direct current converted by the rectification unit, and a mode selection operation unit configured to allow the user to select either the first mode or the second mode related to engine control. Selected by the mode selection operation section when the rotational speed of the crankshaft rotated by the crankshaft drive section exceeds a predetermined reference rotational speed. A control unit that controls the engine in the mode, and the control unit uses the electric power stored in the power storage unit by controlling the mixture ignition unit so that the mixture is combusted in the combustion chamber in the first mode. The power storage unit is charged by starting the engine and controlling the mixture ignition unit so that the mixture does not burn in the combustion chamber in the second mode.

  In the engine control device, the crankshaft is rotated by a user operation. As the crankshaft rotates, an alternating current is output from the alternating current generator. The output alternating current is converted into a direct current by the rectifying unit, and the power storage unit is charged by the converted direct current.

  The mode selection operation unit selects either the first mode or the second mode by the user. When the first mode is selected, the engine is started using the electric power stored in the power storage unit by controlling the mixture ignition unit so that the mixture is combusted in the combustion chamber. On the other hand, when the second mode is selected, charging of the power storage unit is performed by controlling the mixture ignition unit so that the mixture does not burn in the combustion chamber. In this case, since the engine is not started, the electric power stored in the power storage unit by the rotation of the crankshaft by the user's operation can be used for a desired application other than the engine start.

  (2) The power storage unit may include a capacitor.

  In this case, the power storage unit can be reduced in size and cost. Further, the capacity of the capacitor is smaller than the capacity of the battery. Therefore, when charging the capacitor, the terminal voltage of the capacitor can be increased easily and in a short time. When the second mode is selected, the engine is not started, so that the electric power stored in the capacitor can be used for a desired application other than the engine start.

  (3) The crankshaft drive unit may include a kick starter.

  In this case, when the user operates the kick starter, the stopped crankshaft rotates. Thereby, in the first mode, it is possible to start the engine. On the other hand, in the second mode, the user can charge the power storage unit without operating the engine by operating the kick starter.

  (4) The engine control device further includes a starter motor provided to be able to rotate the crankshaft in a stopped state using electric power stored in the power storage unit, and a starter switch for instructing driving of the starter motor. The controller may be configured to be operable by the user, and the control unit may drive the starter motor in response to a command from the starter switch.

  In this case, the user can rotate the stopped crankshaft by operating the starter switch. Therefore, the user can select engine start by operating the crankshaft drive unit and engine start by the starter motor.

  (5) The engine control device further includes a voltage detection unit that detects a terminal voltage of the power storage unit, and presents a charging state of the power storage unit to the user based on the terminal voltage of the power storage unit detected by the voltage detection unit. The presenting unit may be further provided.

  In this case, the terminal voltage of the power storage unit is detected by the voltage detection unit. The charging state of the power storage unit based on the detected terminal voltage is presented to the first presentation unit. Thereby, the user can easily recognize the charged state of the power storage unit.

  (6) The control unit responds to a command from the starter switch by enabling a user to operate the starter switch when the terminal voltage detected by the voltage detection unit exceeds a predetermined reference voltage value. When the starter motor is driven and the terminal voltage detected by the voltage detector does not exceed the reference voltage value, the starter motor operation is disabled by disabling the starter switch operation by the user. May be set to be equal to or higher than the voltage to be supplied to the air-fuel mixture ignition unit in order to start the engine.

  According to said structure, a starter motor is driven in response to operation of a starter switch, when the terminal voltage detected by the voltage detection part exceeds the predetermined reference voltage. Thereby, the crankshaft rotates. In addition, the engine is started using the electric power stored in the power storage unit by controlling the air-fuel mixture ignition unit.

  On the other hand, the starter motor is not driven when the terminal voltage detected by the voltage detector does not exceed a predetermined reference voltage. Thereby, useless consumption of the electric power stored in the power storage unit is prevented.

  (7) The engine control device further includes a second presentation unit that presents to the user power storage unit information based on the terminal voltage of the power storage unit detected by the voltage detection unit, and the power storage unit information uses a starter motor. Information indicating whether or not the engine can be started may be included.

  In this case, whether or not the engine can be started is presented by the second presentation unit. Thus, the user can easily recognize whether or not the engine using the starter motor can be started.

  (8) A straddle-type vehicle according to a second aspect of the invention includes an engine, driving wheels driven by the engine, and the engine control device.

  In this case, a straddle-type vehicle capable of using the electric power generated by the rotation of the crankshaft for a user's desired application is realized.

  (9) The saddle riding type vehicle further includes a brake lever operated by the user, and the mode selection operation unit selects the first mode when the user operates the brake lever, and the user selects The second mode may be selected when the brake lever is not operated.

  In this case, since the engine is started with the brake lever operated, it is possible to prevent the straddle-type vehicle from suddenly starting when the engine is started.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to use the electric power generated by rotation of the crankshaft by a user's operation for a desired use.

1 is a side view showing a schematic configuration of a motorcycle according to an embodiment of the present invention. FIG. 2 is an external view of a handle provided on the motorcycle of FIG. 1 and its peripheral members as viewed from the rear and obliquely above the vehicle. It is a block diagram which shows the structure of the engine control apparatus which concerns on one embodiment of this invention. It is a flowchart which shows a starting charge selection process. It is a flowchart which shows a valid / invalid determination process.

  Hereinafter, an engine control device according to an embodiment of the present invention and a straddle-type vehicle including the same will be described with reference to the drawings. In the following description, a motorcycle including an engine control device will be described as an example of a saddle riding type vehicle.

(1) Configuration of Motorcycle FIG. 1 is a side view showing a schematic configuration of a motorcycle according to an embodiment of the present invention. FIG. 2 shows a handle and its peripheral members provided in the motorcycle of FIG. It is the external view seen from the back and diagonally upper position.

  In the motorcycle 100 of FIG. 1, a front fork 2 is provided at the front portion of the vehicle body 1 so as to be swingable in the left-right direction. As shown in FIG. 1, a handle holding portion HH is provided at the upper end of the front fork 2.

  As shown in FIG. 2, a left handle 4L is provided so as to extend leftward from the handle holding portion HH. The left handle 4L is provided with a switch unit 9L and a brake lever BL. The left switch unit 9L includes a brake switch SBL. The brake switch SBL is turned on when the brake lever BL is operated, and is turned off when the brake lever BL is not operated.

  A right handle 4R is provided so as to extend rightward from the handle holding portion HH. The right handle 4R is provided with a switch unit 9R and a brake lever BR. The right switch unit 9R includes a starter switch S3 and a brake switch SBR. The starter switch S3 is configured to be operable by a user in order to instruct driving of a starter motor 32 (FIG. 3) described later. The brake switch SBR is turned on when the brake lever BR is operated, and is turned off when the brake lever BR is not operated.

  A meter unit 70 is provided in front of the handle holding portion HH. The meter unit 70 has a screen that faces rearward and obliquely upward of the vehicle. The screen of the meter unit 70 is constituted by, for example, a liquid crystal display panel or an organic EL (electroluminescence) panel.

  The screen of the meter unit 70 includes a first display unit 71, a second display unit 72, and a third display unit 73. The third display unit 73 mainly displays the speed of the motorcycle 100 (vehicle speed) and the rotational speed of the crankshaft 11 (engine rotational speed) described later. The contents displayed on the first display unit 71 and the second display unit 72 will be described later.

  A main switch S1, a mode selection switch S2, and an output terminal unit 80 are provided below the handle holding unit HH. The main switch S1 includes, for example, a key cylinder. The main switch S1 can be operated by inserting a key into the key cylinder. The main switch S1 is switched to an on state or an off state by a user operation. The mode selection switch S2 is configured to allow the user to select either the first mode or the second mode related to the control of the engine 10. Details of the first mode and the second mode will be described later.

  The mode selection switch S2 of this example is a slide switch including a knob that can move between two positions. The user can select the first mode by moving the knob to one position. In addition, the user can select the second mode by moving the knob to the other position.

  The output terminal unit 80 is configured to be able to connect an external device such as a portable terminal, and is configured to be able to output electric power stored in a capacitor 50 (FIG. 3) described later. The output terminal unit 80 includes an adjustment circuit that adjusts the output voltage to a predetermined voltage.

  As shown in FIG. 1, the front wheel 3 is rotatably attached to the lower end of the front fork 2. A seat 5 is provided at a substantially upper center portion of the vehicle body 1. An ECU (Electronic Control Unit) 6 and a swing arm unit 7 are provided below the seat 5.

  The vehicle body 1 includes a body frame (not shown). The swing arm unit 7 is supported by the body frame so as to be swingable in the vertical direction. The swing arm unit 7 includes an engine 10, a kick starter 20, an AC generator 22, a rectifier 23, a self starter 30, and a crank sensor CS. A rear wheel 8 is rotatably supported at the rear end of the swing arm unit 7. The rear wheel 8 is rotated by power generated from the engine 10.

  The kick starter 20 includes a kick pedal 21. The user can rotate the crankshaft 11 of the stopped engine 10 by kicking the kick pedal 21. The crank sensor CS is configured to be able to detect the rotational speed of the crankshaft 11. In the present embodiment, the state where the engine 10 is stopped means a state where the air-fuel mixture is not burned in the combustion chamber of the engine 10. The AC generator 22, the rectifier 23, and the self starter 30 will be described later.

  The engine 10 includes a fuel ignition unit 110. The fuel ignition unit 110 includes a fuel injection device and an ignition device. The fuel injection device is provided so that fuel can be injected into the intake port of the engine 10. During the operation of the engine 10, an air-fuel mixture is generated by injecting fuel from the fuel injection device into the intake port. The generated air-fuel mixture is introduced into the cylinder. The ignition device includes a spark plug. The ignition device is configured to be able to burn the air-fuel mixture in the combustion chamber by the ignition plug. The fuel ignition unit 110 may include a carburetor instead of the fuel injection device.

  The vehicle body 1 is further provided with a capacitor 50 and a voltage detection unit 51. The capacitor 50 stores electric power generated by the rotation of the crankshaft 11 of the engine 10. The charging of the capacitor 50 will be described later. The voltage detection unit 51 is configured to be able to detect the terminal voltage of the capacitor 50.

(2) Engine control device An engine control device provided in the motorcycle 100 will be described. FIG. 3 is a block diagram showing the configuration of the engine control apparatus according to the embodiment of the present invention.

  As shown in FIG. 3, the engine control device 200 includes an ECU 6, a kick starter 20, an AC generator 22, a rectifier 23, a self starter 30, a capacitor 50, and a voltage detection unit 51. The engine control device 200 further includes a meter unit 70, an output terminal unit 80, a main switch S1, brake switches SBL and SBR, a crank sensor CS, a mode selection switch S2, and a starter switch S3.

  Self-starter 30 includes a starter relay 31 and a starter motor 32. Further, the ECU 6 includes a CPU (Central Processing Unit) 61, a ROM (Read Only Memory) 62 and a RAM (Random Access Memory) 63. The ROM 62 stores a control program for the CPU 61 and the like. The RAM 63 stores various data and functions as a work area for the CPU 61. The CPU 61 executes a control program stored in the ROM 62.

  In engine control device 200, AC generator 22, rectifier 23, main switch S1, capacitor 50, and starter relay 31 are connected to first power supply line L1. Further, the main switch S1, the ECU 6, the brake switches SBL, SBR, the meter unit 70, the output terminal unit 80, and the fuel ignition unit 110 are connected to the second power supply line L2.

  When the main switch S1 is in the on state, the first power supply line L1 and the second power supply line L2 are electrically connected. On the other hand, when the main switch S1 is in the off state, the first power supply line L1 and the second power supply line L2 are electrically disconnected.

  In the self-starter 30, a starter relay 31 and a starter motor 32 are connected by a third power supply line L3. When the starter relay 31 is on, the first power supply line L1 and the third power supply line L3 are electrically connected. On the other hand, when the starter relay 31 is in the off state, the first power supply line L1 and the third power supply line L3 are electrically disconnected.

  When the crankshaft 11 rotates, an alternating current is output from the alternating current generator 22. The output alternating current is converted into direct current by the rectifier 23. The converted direct current is supplied to the capacitor 50 through the first power supply line L1. Thereby, the capacitor 50 is charged.

  When the main switch S1 is switched from the off state to the on state, the first power line L1 and the second power line L2 are electrically connected. Thereby, the electric power accumulated in the capacitor 50 is supplied to the ECU 6 through the first power supply line L1 and the second power supply line L2.

  In this state, a terminal voltage signal is given from the voltage detection unit 51 to the ECU 6. The terminal voltage signal is a signal indicating the terminal voltage of the capacitor 50 detected by the voltage detection unit 51. The CPU 61 of the ECU 6 calculates the charge amount of the capacitor 50 based on the supplied terminal voltage signal, and controls the meter unit 70 based on the calculated charge amount.

  Further, a crank signal is given to the ECU 6 from the crank sensor CS. The crank signal is a signal indicating the rotational speed of the crankshaft 11 detected by the crank sensor CS. The CPU 61 of the ECU 6 displays the rotational speed of the crankshaft 11 on the third display unit 73 in FIG. 2 by controlling the meter unit 70 based on the given crank signal.

  When the brake switch SBL is in the ON state, the first brake signal is given from the brake switch SBL to the ECU 6. Further, when the brake switch SBR is in the ON state, a second brake signal is given from the brake switch SBR to the ECU 6.

  When the user operates the mode selection switch S2 to select either the first mode or the second mode, a mode signal indicating the selected mode is given from the mode selection switch S2 to the ECU 6. . In the ECU 6, mode information indicating the selected mode is stored in the RAM 63 based on the mode signal. The mode information stored in the RAM 63 is updated every time a mode signal is given.

  When the starter switch S3 is operated by the user while the engine 10 is stopped, a command signal for instructing driving of the starter motor 32 is given to the ECU 6. The CPU 61 of the ECU 6 turns on the starter relay 31 when a certain condition is satisfied by a later-described valid / invalid determination process. Thereby, the starter motor 32 is driven by the electric power stored in the capacitor 50, and the crankshaft 11 rotates.

(3) Start Charging Selection Processing The CPU 61 of the ECU 6 performs the following starting charging selection processing when the main switch S1 is on and the engine 10 is stopped.

  FIG. 4 is a flowchart showing the start charge selection process. First, the CPU 61 determines whether or not the rotational speed of the crankshaft 11 of the engine 10 exceeds a predetermined reference rotational speed based on the crank signal given from the crank sensor CS (step S11). The reference rotational speed is set to be higher than a speed necessary for burning the air-fuel mixture in the combustion chamber of the engine 10.

  The user can rotate the crankshaft 11 by kicking the kick pedal 21 in FIG. 1 or operating the starter switch S3 in FIG. When the rotation speed of the crankshaft 11 exceeds the reference rotation speed, the CPU 61 determines whether or not the first mode is selected based on the mode information stored in the RAM 63 (step S12).

  When the first mode is selected, the CPU 61 determines whether or not at least one of the brake switches SBL and SBR is in an on state (step S13). Specifically, the CPU 61 determines that the brake switch SBL is in the on state when the first brake signal is given. Further, the CPU 61 determines that the brake switch SBR is in the ON state when the second brake signal is given. On the other hand, the CPU 61 determines that the brake switches SBL and SBR are in the OFF state when the first and second brake signals are not provided.

  When at least one of the brake switches SBL and SBR is on, the CPU 61 controls the fuel ignition unit 110 so that the engine 10 is started (step S14). Specifically, the CPU 61 operates the fuel injection device and the ignition device using the electric power stored in the capacitor 50. Thereby, the air-fuel mixture burns in the combustion chamber of the engine 10.

  When the second mode is selected in step S12, or when the brake switches SBL and SBR are in the OFF state in step S13, the CPU 61 controls the fuel ignition unit 110 so that the stopped state of the engine 10 is maintained. (Step S15). In this case, the capacitor 50 is charged by the rotation of the crankshaft 11 without starting the engine 10. Thereby, the electric power stored in capacitor 50 can be used for a desired application other than starting engine 10.

  For example, the user can charge the battery of the external device with the electric power stored in the capacitor 50 by connecting an external device such as a portable terminal to the output terminal portion 80 of the engine control apparatus 200. Thus, the convenience of the motorcycle 100 is improved.

  The start charging selection process is repeatedly executed at a constant cycle when the main switch S1 is on and the engine 10 is stopped, and ends when the engine 10 is started.

(4) Validity / Invalidity Determination Process As described above, the fuel ignition unit 110 of this example includes an ignition plug. When the voltage supplied to the spark plug is low, no discharge occurs between the center electrode and the outer electrode (ground electrode) or the discharge is weak. In that case, the air-fuel mixture in the combustion chamber cannot be combusted.

  The terminal voltage of the capacitor 50 in FIG. 3 increases as the charge amount of the capacitor 50 increases, and decreases as the charge amount of the capacitor 50 decreases. Therefore, depending on the state of charge of capacitor 50, engine 10 may not be able to be started using the electric power stored in capacitor 50. In this case, the power accumulated in the capacitor 50 is wasted.

  Therefore, the CPU 61 of the ECU 6 performs the validity / invalidity determination process described below in parallel with the start-up charge selection process when the main switch S1 is on and the engine 10 is stopped.

  In the validity / invalidity determination process, a reference voltage value is used. The reference voltage value is stored in advance in the ROM 62 of FIG. The reference voltage value is set to be equal to or higher than the voltage to be supplied to the fuel ignition unit 110 to start the engine 10. Specifically, the reference voltage value is determined according to the specification of the engine 10 and the like, and is set to a value that allows the air-fuel mixture in the combustion chamber to be combusted by an ignition plug of the fuel ignition unit 110, for example.

  FIG. 5 is a flowchart showing the validity / invalidity determination process. First, the CPU 61 calculates the charge amount of the capacitor 50 based on the terminal voltage signal given from the voltage detection unit 51, and displays the calculated charge amount on the first display unit 71 of FIG. 2 (step S21). .

  In the example of FIG. 2, the first display unit 71 includes a plurality (seven in this example) of light emitting units E arranged to be aligned in one direction. The CPU 61 causes the number of light emitting units E to emit light according to the amount of charge of the capacitor 50. In FIG. 2, the five light emitting portions E in the light emitting state are indicated by hatching. Thereby, the user can easily recognize the charge amount of the capacitor 50 by visually recognizing the first display unit 71. Note that the first display unit 71 may be configured to be able to display a numerical value representing the amount of charge of the capacitor 50 instead of or in addition to the plurality of light emitting units E.

  Subsequently, as shown in FIG. 5, the CPU 61 determines whether or not the terminal voltage of the capacitor 50 exceeds the reference voltage value stored in the ROM 62 (step S22). When the terminal voltage of the capacitor 50 exceeds the reference voltage value, the CPU 61 displays on the second display unit 72 in FIG. 2 that the engine 10 can be started by the self-starter 30 in FIG. 3 (step S23). ).

  The second display unit 72 of FIG. 2 includes a light emitting unit E1 with a circle and a light emitting unit E2 with a x mark. When the engine 10 can be started by the self-starter 30, the CPU 61 causes the light emitting portion E1 indicated by “○” to emit light and does not cause the light emitting portion E2 indicated by “×” to emit light. In FIG. 2, the light-emitting portion E <b> 1 marked with ○ in the light-emitting state is indicated by hatching. Thereby, the user easily recognizes that the engine 10 can be started by the self-starter 30 by visually recognizing that the light emitting part E1 marked with ○ is emitting light on the second display part 72. be able to.

  Thereafter, as shown in FIG. 5, the CPU 61 determines whether or not at least one of the brake switches SBL and SBR is in an on state (step S24). When the brake switches SBL and SBR are in the off state, the CPU 61 proceeds to the process of step S32 described later.

  On the other hand, when at least one of the brake switches SBL and SBR is in the on state, the CPU 61 validates the operation of the starter switch S3 by the user (step S25). That is, the CPU 61 stands by in a state where it can respond to the command signal given from the starter switch S3. When the starter switch S3 is operated in this state, the CPU 61 turns on the starter relay 31 of FIG. Thereby, the starter motor 32 is driven by the electric power stored in the capacitor 50, and the crankshaft 11 rotates.

  When the terminal voltage of the capacitor 50 does not exceed the reference voltage value in step S22, the CPU 61 displays on the second display unit 72 in FIG. 2 that the engine 10 cannot be started by the self-starter 30 in FIG. (Step S31).

  Specifically, when the engine 10 cannot be started by the self-starter 30, the CPU 61 does not emit the light emitting part E1 indicated by a circle in the second display part 72 of FIG. To emit light. As a result, the user can easily recognize that the engine 10 cannot be started by the self-starter 30 by visually confirming that the light emitting portion E2 marked with “X” is emitting light on the second display portion 72. can do.

  Note that the second display unit 72 may be configured by a single light emitting unit instead of the light emitting unit E1 with a circle and the light emitting unit E2 with a x mark. In this case, for example, when the engine 10 can be started by the self-starter 30, the CPU 61 turns on one light-emitting unit, and when the engine 10 cannot be started by the self-starter 30, one light-emitting unit Set to blinking (or off). Accordingly, the user can easily recognize whether or not the engine 10 can be started by the self-starter 30 by visually recognizing the light emission state of one light emitting unit.

  Thereafter, the CPU 61 invalidates the operation of the starter switch S3 by the user (step S32). That is, the CPU 61 stands by in a state where it cannot respond to the command signal given from the starter switch S3. Even if the starter switch S3 is operated in this state, the CPU 61 does not turn on the starter relay 31 of FIG. Thereby, the crankshaft 11 does not rotate.

  The above-described validity / invalidity determination process is repeatedly executed at a constant cycle when the main switch S1 is on and the engine 10 is stopped, and is terminated when the engine 10 is started.

(5) Effect In the engine control apparatus 200, the crankshaft 11 rotates when the user kicks the kick pedal 21 while the engine 10 is stopped. As the crankshaft 11 rotates, an alternating current is output from the alternating current generator 22. The output alternating current is converted into a direct current by the rectifier 23, and the capacitor 50 is charged by the converted direct current.

  When the user operates the mode selection switch S2, either the first mode or the second mode is selected. When the first mode is selected, the engine 10 is started using the electric power stored in the capacitor 50 by controlling the fuel ignition unit 110 so that the air-fuel mixture burns in the combustion chamber.

  On the other hand, when the second mode is selected, the fuel ignition unit 110 is controlled so that the air-fuel mixture does not burn in the combustion chamber. In this case, the capacitor 50 is charged by the rotation of the crankshaft 11 without starting the engine 10. Thereby, the electric power stored in the capacitor 50 when the user kicks the kick pedal 21 while the engine 10 is stopped can be used for a desired application other than the start of the engine 10.

  Further, in the above-described start charge selection process, even when the first mode is selected, the engine 10 is not started unless at least one of the brake switches SBL and SBR is turned on. As a result, the engine 10 is started in a state where at least one of the brake levers BL and BR is operated, so that the motorcycle 100 is prevented from suddenly starting when the engine 10 is started.

(6) Other Embodiments (6-1) In the above embodiment, the mode selection switch S2 for selecting the first mode or the second mode and the brake switches SBL, SBR are provided separately. However, the configuration for selecting the first mode or the second mode is not limited to the above example.

  The brake switches SBL, SBR and ECU 6 may be configured to be able to select the first mode or the second mode. For example, the CPU 61 of the ECU 6 may determine that the first mode is selected when the first brake signal is given from the brake switch SBL. Further, the CPU 61 may determine that the first mode is selected when the second brake signal is given from the brake switch SBR. Further, the CPU 61 may determine that the second mode is selected when the first and second brake signals are not applied from the brake switches SBL and SBR. In this case, the process in step S13 in the start charge selection process and the process in step S24 in the validity / invalidity determination process are not necessary, and the process in the CPU 61 is simplified. Further, the mode selection switch S2 becomes unnecessary.

  (6-2) In the above embodiment, the electric power generated by the AC generator 22 as the crankshaft 11 rotates is stored in the capacitor 50 via the rectifier 23. Is not limited to the above example. The motorcycle 100 may include a chargeable / dischargeable battery instead of the capacitor 50, for example. In this case, the battery can be charged by the rotation of the crankshaft 11. Further, the electric power stored in the battery can be used for a desired application other than starting the engine 10 and starting the engine 10.

  (6-3) In the above embodiment, the user can rotate the crankshaft 11 by kicking the kick pedal 21 of the kick starter 20, but the crankshaft 11 is rotated by the user's operation. The configuration is not limited to the above example. The motorcycle 100 may include a recoil starter instead of the kick starter 20, for example. In this case, the user can rotate the crankshaft 11 of the stopped engine 10 by operating the recoil starter.

  Further, the user may transmit the rotational force of the rear wheel 8 to the crankshaft 11 by pushing the motorcycle 100 forward with the clutch connected, for example. In this case, the drive system that transmits power between the crankshaft 11 and the rear wheel 8 corresponds to the crankshaft drive section of the present invention.

  (6-4) In the above embodiment, the charge amount of the capacitor 50 is displayed on the first display unit 71 of the meter unit 70. However, the configuration for presenting the charge amount of the capacitor 50 to the user is described above. It is not limited to the example. For example, the motorcycle 100 may include an audio output unit that outputs the charge amount of the capacitor 50 by audio instead of the first display unit 71 of the meter unit 70. In this case, the user can easily recognize the charge amount of the capacitor 50 based on the sound output from the sound output unit.

  (6-5) In the above embodiment, whether or not the engine 10 can be started by the self-starter 30 is displayed on the second display portion 72 of the meter unit 70. The configuration for presenting to the user whether or not the starting of the system can be started is not limited to the above example. The motorcycle 100 may include a voice output unit that outputs, by voice, whether or not the engine 10 can be started by the self-starter 30 instead of the second display unit 72 of the meter unit 70, for example. In this case, the user can easily recognize whether or not the engine 10 can be started by the self-starter 30 based on the sound output from the sound output unit.

  (6-6) The above embodiment is an example in which the present invention is applied to a motorcycle. However, the present invention may be applied to other vehicles such as an automatic tricycle or an automatic four-wheel vehicle.

(7) Correspondence between each constituent element of claims and each element of the embodiment Hereinafter, an example of correspondence between each constituent element of the claims and each element of the embodiment will be described. It is not limited to.

  In the above embodiment, the fuel ignition unit 110 is an example of an air-fuel mixture ignition unit, the engine 10 is an example of an engine, the engine control device 200 is an example of an engine control device, and the crankshaft 11 is a crankshaft. It is an example and the kick starter 20 is an example of a crankshaft drive part and a kick starter.

  Further, the AC generator 22 is an example of an AC generator, the rectifier 23 is an example of a rectifier, the capacitor 50 is an example of a power storage unit and a capacitor, and the mode selection switch S2 is an example of a mode selection operation unit. Yes, the CPU 61 of the ECU 6 is an example of a control unit, the starter motor 32 is an example of a starter motor, and the starter switch S3 is an example of a starter switch.

  The voltage detection unit 51 is an example of a voltage detection unit, the first display unit 71 of the meter unit 70 is an example of a first presentation unit, and the second display unit 72 of the meter unit 70 is a second display unit. It is an example of a presentation part, the rear wheel 8 is an example of a driving wheel, the motorcycle 100 is an example of a saddle-ride type vehicle, and the brake levers BL and BR are examples of a brake lever.

  As each constituent element in the claims, various other elements having configurations or functions described in the claims can be used.

  The present invention can be effectively used for various vehicles.

DESCRIPTION OF SYMBOLS 1 Vehicle main body 2 Front fork 3 Front wheel 4L, 4R Handle 5 Seat 6 ECU
7 Swing arm unit 8 Rear wheel 9L, 9R Switch unit 10 Engine 11 Crankshaft 20 Kick starter 21 Kick pedal 22 Alternator 23 Rectifier 30 Self starter 31 Starter relay 32 Starter motor 50 Capacitor 51 Voltage detector 61 CPU
62 ROM
63 RAM
70 Meter unit 71 First display unit 72 Second display unit 73 Third display unit 80 Output terminal unit 100 Motorcycle 110 Fuel ignition unit 200 Engine control device BL, BR Brake lever CS Crank sensor E, E1, E2 Light emission HH Handle holding portion L1 First power line L2 Second power line L3 Third power line S1 Main switch S2 Mode selection switch S3 Starter switch SBL, SBR Brake switch

Claims (9)

An engine control device that controls an engine including an air-fuel mixture igniter that generates an air-fuel mixture in a combustion chamber of a cylinder and ignites the air-fuel mixture in the combustion chamber,
A crankshaft drive for rotating the crankshaft by a user's operation;
An alternator that outputs an alternating current by rotating the crankshaft;
A rectifier that converts alternating current generated from the alternating current generator into direct current;
A power storage unit configured to be rechargeable by a direct current converted by the rectifying unit,
A mode selection operation unit configured to allow the user to select either the first mode or the second mode relating to the control of the engine;
A control unit that controls the engine in a mode selected by the mode selection operation unit when a rotation speed of a crankshaft rotated by the crankshaft drive unit exceeds a predetermined reference rotation speed. ,
The control unit starts the engine using electric power stored in the power storage unit by controlling the mixture ignition unit so that the mixture is combusted in the combustion chamber in the first mode, An engine control device that charges the power storage unit by controlling the mixture ignition unit so that the mixture does not burn in the combustion chamber in the second mode. The engine control apparatus according to claim 1, wherein the power storage unit includes a capacitor. The engine control apparatus according to claim 1, wherein the crankshaft drive unit includes a kick starter. A starter motor provided to be able to rotate the crankshaft in a stopped state using the electric power stored in the power storage unit;
A starter switch that commands driving of the starter motor;
The starter switch is configured to be operable by a user,
The engine control device according to any one of claims 1 to 3, wherein the control unit drives the starter motor in response to a command from the starter switch. A voltage detection unit for detecting a terminal voltage of the power storage unit;
The engine control device according to claim 4, further comprising a first presentation unit that presents a user with a charge state of the power storage unit based on a terminal voltage of the power storage unit detected by the voltage detection unit. The control unit is responsive to a command from the starter switch by enabling a user to operate the starter switch when the terminal voltage detected by the voltage detection unit exceeds a predetermined reference voltage value. In response, the starter motor is driven, and the starter motor is driven by invalidating the operation of the starter switch by the user when the terminal voltage detected by the voltage detector does not exceed the reference voltage value. Without
The engine control device according to claim 5, wherein the reference voltage value is set to be equal to or higher than a voltage to be supplied to the mixture ignition part in order to start the engine. A second presenting unit that presents to the user power storage unit information based on the terminal voltage of the power storage unit detected by the voltage detection unit;
The engine control device according to claim 6, wherein the power storage unit information includes information indicating whether or not the engine using the starter motor can be started. The engine;
Drive wheels driven by the engine;
A straddle-type vehicle comprising the engine control device according to any one of claims 1 to 7. Further provided with a brake lever operated by the user,
The mode selection operation unit selects the first mode when the user is operating the brake lever, and selects the second mode when the user is not operating the brake lever. The straddle-type vehicle according to claim 8, configured as described above.

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