JP2016191306A - Starting device for vehicular engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a starting device for a vehicular engine that enables both of securing prompt startability and reduction of battery load.SOLUTION: A starting device for a vehicular engine includes: an engine 1 serving as an internal combustion engine having a crank shaft 9; an ACG starter 27 that functions as a power generator rotating synchronously with the crank shaft 9 during an operation of the engine 1 and functions as a motor to enable cranking of the crank shaft 9 at start of the engine 1; and a start control section 60 for driving the ACG starter 27 by using electric power of a battery 70 to execute start control of the engine 1. The engine start control section 60 executes the start control without swinging back for performing only normal rotation operation of the crank shaft 9 when the engine 1 is started while warming-up of the engine 1 is completed, and executes the start control with the swinging back for performing reverse rotation operation of the crank shaft 9 only by a predetermined angle and then performing the normal rotation operation when the engine 1 is started while the warming-up of the engine 1 is not completed.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a starter for a vehicle engine, and more particularly to a starter for a vehicle engine that can obtain good startability under various conditions.

  Conventionally, as a method for improving the startability of an engine as an internal combustion engine, swingback control is performed in which the crankshaft is reversely rotated to the point before compression top dead center and then forwardly rotated, or the exhaust valve is forcibly opened by a decompression device. A valve that suppresses the increase in the in-cylinder pressure and suppresses the deceleration of the crankshaft in the compression stroke to easily overcome the compression top dead center is known. Further, a combination of these methods and so-called idling stop control in which the engine is automatically stopped at the time of temporary stop such as waiting for a signal has been attempted.

  In Patent Document 1, swing back control by an ACG starter is possible, and a vehicle having a decompression device capable of controlling the operation mode is restarted from a pause state by idling stop control (hereinafter referred to as restart time). ), While swing back control is performed at the time of normal start without idling stop control (hereinafter referred to as normal start), such as the first start performed by switching the ignition switch from OFF to ON. There is disclosed a vehicle engine starter that ensures quick startability by operating only the decompression device without performing the above.

JP 2014-070616 A

  Here, in the technique described in Patent Document 1, in the above-described normal start, the exhaust valve is opened in the first compression stroke after the cranking starts so that the in-cylinder pressure does not sufficiently increase. The decompression device is controlled so that the in-cylinder pressure necessary for the explosion is generated in the compression stroke. For this reason, it is necessary to rotate the crankshaft for at least two cycles before the engine is started, which may increase the burden on the battery that rotationally drives the ACG starter. That is, even in the technique described in Patent Document 1, there is still room for contrivance with regard to both ensuring quick startability and reducing battery load.

  An object of the present invention is to solve the above-described problems of the prior art and to provide a vehicle engine starter that can achieve both rapid startability and reduction in battery load.

  In order to achieve the above object, the present invention provides a crankshaft (9) that rotates at a pressure generated by a piston (8) that slides in a cylinder part (3) due to an explosion and expansion of a working gas sucked and exhausted by a valve gear. ) And an internal combustion engine (1) functioning as a generator that rotates synchronously with the crankshaft (9) during operation of the engine (1) and functions as a motor when the engine (1) is started Then, the ACG starter (27) enabling cranking of the crankshaft (9) and the ACG starter (27) are driven by the electric power of the battery (70) to execute start control of the engine (1). In the vehicle engine starter having a start control unit (60), the start control unit (60) includes the engine (1) in a warm-up completed state. When starting (1), start control without swingback is performed in which only forward rotation of the crankshaft (9) is performed, while the engine (1) is not warmed up. When starting the engine (1), there is a first feature in that start control with swingback is performed in which the crankshaft (9) is reversely driven by a predetermined angle and then forwardly driven.

  An engine (1) as an internal combustion engine having a crankshaft (9) that rotates with a pressure generated by a piston (8) that slides in the cylinder part (3) by the explosion and expansion of the working gas sucked and exhausted by the valve gear. ) And a generator that rotates synchronously with the crankshaft (9) during operation of the engine (1), and functions as a motor when the engine (1) is started, and the crankshaft (9) A vehicle having an ACG starter (27) capable of ranking and a start control unit (60) for driving the ACG starter (27) with electric power of a battery (70) to execute start control of the engine (1) In the engine starter, a transmission (4) that changes the rotational speed of the engine (1) in a stepped manner, and the transmission stage of the transmission (4) is in a neutral state A neutral sensor (39) for detecting whether or not there is, and when the transmission (4) starts the engine (1) in an in-gear state where the transmission (4) is not in the neutral state, When the transmission (4) starts the engine (1) in the neutral state, the crankshaft (9) is controlled so as to perform only the forward rotation drive of the crankshaft (9). The second feature is that the start control with swing back is executed in which the shaft (9) is driven in reverse by a predetermined angle and then forward.

  An engine (1) as an internal combustion engine having a crankshaft (9) that rotates with a pressure generated by a piston (8) that slides in the cylinder part (3) by the explosion and expansion of the working gas sucked and exhausted by the valve gear. ) And a generator that rotates synchronously with the crankshaft (9) during operation of the engine (1), and functions as a motor when the engine (1) is started, and the crankshaft (9) A vehicle having an ACG starter (27) capable of ranking and a start control unit (60) for driving the ACG starter (27) with electric power of a battery (70) to execute start control of the engine (1) In the engine starter, the engine (1) automatically stops the engine (1) and idles when a predetermined automatic stop permission condition is satisfied. When the engine (1) is restarted from the idling stop state, the start control unit (60) is configured to be able to execute idle stop control to be in a top state. When the engine (1) is started without performing the idling stop control, the crankshaft (9) is reversely driven by a predetermined angle. There is a third feature in that starting control with swing back that is normally driven from the start is executed.

  Further, the temperature sensor (33) for detecting the temperature of the engine (1) and the engine temperature detected by the temperature sensor (33) is equal to or higher than a predetermined value, the warm-up of the engine (1) is completed. An engine warm-up state detection unit (68) for determining that the engine (1) is started in a state where it is determined that the engine (1) has been warmed up. In this case, there is a fourth feature in that the start control without swingback is executed even when other execution conditions for start control with swingback are satisfied.

  A centrifugal clutch (21) as a starting clutch is provided on the crankshaft (9), and the centrifugal clutch (21) is a clutch inner (21b) fixed to the crankshaft (9). And a clutch outer (21a) for transmitting a driving force transmitted from the clutch inner (21b) to the transmission (4) when a centrifugal force is generated in the clutch inner (21b). 21b) and the clutch outer (21a) are connected via a one-way clutch (40), and the one-way clutch (40) is in a free state when driven forward from the crankshaft (9) side. On the other hand, the clutch outer (21a) is driven to rotate forward and the crankshaft (9) is driven to rotate in the forward rotation direction. The case has a fifth feature in that it is configured to be locked.

  Further, the engine (1) has a kick starter (16) for cranking the crankshaft (9) by a pedaling force of an occupant, and the start control device (60) includes the transmission (4). A sixth feature is that when the kick starter (16) is operated in an in-gear state that is not in the neutral state, the start of the engine (1) is prohibited.

  The engine (1) opens the exhaust valve (86) near the compression top dead center to reduce the compression torque by the decompression cam (87) operated by the centrifugal force accompanying the rotation of the camshaft (11). A seventh feature is that an automatic centrifugal decompression device (80) is provided.

  Further, when the decompression cam (87) is operated, the curved operation surface (87a) formed on the decompression cam (87) comes into contact with the slipper (85) provided on the rocker arm (81). The eighth feature is that the slipper surface (85a) of the slipper (85) is formed into a curved surface.

  According to the first feature, when the engine (1) starts the engine (1) when the engine (1) is warmed up, the start control unit (60) drives the crankshaft (9) to rotate forward. When the engine (1) is started in a state where the warm-up of the engine (1) is not completed, the crankshaft (9) is set at a predetermined angle. When the engine 1 is in a warm-up completed state in which the engine 1 is easy to start because the engine has low sliding resistance and is easy to atomize fuel. By determining that the swingback control is unnecessary and not executing it, it is possible to achieve both quick startability and a reduction in battery load. On the other hand, when the engine temperature is lower than the predetermined value and the engine 1 is in a cold state, it is possible to perform a reliable engine start by executing the swing back control.

  According to the second feature, the transmission (4) that changes the rotational speed of the engine (1) stepwise, and the neutral that detects whether or not the transmission stage of the transmission (4) is in a neutral state. A sensor (39), and the start control unit (60) is configured to start the engine (1) when the transmission (4) starts the engine (1) in an in-gear state other than the neutral state. When start control without swingback that performs only forward drive is performed, and when the transmission (4) starts the engine (1) in the neutral state, the crankshaft (9) is moved by a predetermined angle. Since the start control with swing back that performs the forward rotation drive after the reverse rotation drive is executed, when the transmission is in the in-gear state, the reverse torque is applied to the transmission by driving the crankshaft in the reverse direction. It avoids Jill, and it is possible to achieve both reduction of rapid start-up of the secure and battery load. On the other hand, when the transmission is in a neutral state, it is possible to perform a reliable engine start by executing swingback control.

  According to a third feature, the engine (1) is configured to be able to execute idle stop control that automatically stops the engine (1) to enter an idle stop state when a predetermined automatic stop permission condition is satisfied. When the engine (1) is restarted from the idling stop state, the start control unit (60) performs start control without swingback that performs only forward rotation of the crankshaft (9). When the engine (1) is started without the idling stop control, the crankshaft (9) is driven by reverse rotation by a predetermined angle and then the normal rotation is performed. Normally, the idling stop control is executed as an automatic stop permission condition that the engine has been warmed up. In restarting from flop state in the engine is likely to start, it is possible to achieve both reduction in swing ensure quick startability without running back control and battery load. On the other hand, when the engine is not started without the idling stop control, the swingback control can be executed to surely start the engine.

  According to a fourth feature, the temperature sensor (33) for detecting the temperature of the engine (1), and the engine (1) when the engine temperature detected by the temperature sensor (33) is equal to or higher than a predetermined value. An engine warm-up state detection unit (68) for determining that the warm-up of the engine has been completed, and the start control unit (60) is configured to determine that the engine (1) has been warmed-up When starting (1), even if other execution conditions for start control with swingback are satisfied, start control without swingback is executed. For example, restart from an idle stop state Even when the transmission is in the neutral state, the swingback control is not executed when the engine has been warmed up. Refine La, it is possible to achieve both reduction of rapid start-up of the secure and battery load.

  According to the fifth feature, a centrifugal clutch (21) as a starting clutch is provided on the crankshaft (9), and the centrifugal clutch (21) is fixed to the crankshaft (9). A clutch inner (21b), and a clutch outer (21a) for transmitting a driving force transmitted from the clutch inner (21b) to the transmission (4) when a centrifugal force is generated in the clutch inner (21b). The clutch inner (21b) and the clutch outer (21a) are connected via a one-way clutch (40), and the one-way clutch (40) is driven to rotate forward from the crankshaft (9) side. In this case, the clutch outer (21a) is driven forward and the crankshaft (9) is rotated in the forward direction. Since it is configured so that it is locked when driven, the engine brake and kick pedal torque are input to the crankshaft via the transmission even in a vehicle with a centrifugal clutch. In a vehicle that enables the use of a kick starter, when the transmission is in an in-gear state, when the crankshaft is driven in reverse, the one-way clutch is locked and a back torque is generated in the rear wheels. In order to prevent the occurrence of the back torque, the swing back control is not executed in the in-gear state to avoid giving the passenger a sense of incongruity, and it is possible to achieve both quick startability and reduction of the battery load. . On the other hand, when the transmission is in a neutral state, it is possible to perform a reliable engine start by executing swingback control.

  According to a sixth feature, the engine (1) has a kick starter (16) for cranking the crankshaft (9) by a pedaling force of an occupant, and the start control device (60) When the kick starter (16) is operated when the transmission (4) is in the in-gear state that is not in the neutral state, the start of the engine (1) is prohibited, so even if the kick starter is operated in the in-gear state. The engine does not start, and the reliability of the start operation by the kick starter can be improved.

  According to the seventh feature, the engine (1) opens the exhaust valve (86) in the vicinity of the compression top dead center by the decompression cam (87) operated by the centrifugal force accompanying the rotation of the camshaft (11). Since the automatic centrifugal decompression device (80) for reducing the compression torque is provided, the startability of the engine can be improved even when the swingback control is not performed by the automatic centrifugal decompression device that does not require any operation by the occupant. Can do.

  According to the eighth feature, when the decompression cam (87) is in operation, the slipper (85) is provided with a curved working surface (87a) formed on the decompression cam (87) on the rocker arm (81). ), And the slipper surface (85a) of the slipper (85) is formed in a curved shape. Therefore, in the decompression device in which the slipper surface is formed in a straight shape, the slipper surface is in contact with the decompression cam. Due to the long length, when the engine is slightly reverse driven just before stopping, the rotation angle of the decompression cam that is driven by this reverse rotation increases, and the non-operating surface faces the slipper surface. There was a possibility that the engine stopped in the state. On the other hand, since the slipper surface is formed as a curved surface and the contact length with the decompression cam is shortened, the rotation angle of the decompression cam can be small even when the accompanying rotation occurs, and the operation surface is opposed to the slipper surface. The engine can be stopped.

1 is a left side view of a motorcycle to which a vehicle engine starter is applied. 1 is a cross-sectional view of an engine of a motorcycle. It is an expanded sectional view of the centrifugal clutch base part of an engine. It is a block diagram which shows the whole structure of the starting apparatus of the engine for vehicles. 3 is a flowchart showing a procedure of engine start control 1; It is a flowchart which shows the procedure of the engine starting control 2. FIG. 3 is a flowchart showing a procedure of engine start control 3. 3 is a flowchart showing a procedure of engine start control 4. 3 is a flowchart showing a procedure of engine start control 5. It is a front view of a decompression device. It is a partially expanded view of decompression cam. It is explanatory drawing which showed the operation state of the decompression apparatus.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a left side view of a motorcycle 101 to which a vehicle engine starter according to an embodiment of the present invention is applied. 2 is a cross-sectional view of the engine 1 of the motorcycle 101, and FIG. 3 is an enlarged cross-sectional view of the centrifugal clutch base of the engine 1. A body frame 102 formed by integrally joining a plurality of steel materials by welding or the like extends a single main tube 108 downward and rearward from a head pipe 103 that supports the front wheel suspension system so as to be steerable. It is a so-called backbone type in which the space between the seat 109 for seating the passenger is kept low. Below the main tube 108, the engine 1 as an internal combustion engine is supported.

  The bottom bridge 106 fixed to the lower end of the steering stem that is swingably supported by the head pipe 103 supports a pair of left and right front forks 105 that rotatably support the front wheel 104. A steering handle 107 for steering the front wheels 104 is attached to the upper portion of the steering stem. A pivot bracket 110 is connected below the rear end of the main tube 108. On the pivot bracket 110, a front end portion of a swing arm 112 that rotatably supports the rear wheel 111 is rotatably supported.

  A seat frame 113 extends above and behind the rear end of the main tube 108, and a seat 109 is disposed on the seat frame 113. The rear portion of the swing arm 112 is suspended from the seat frame 113 via the rear cushion 114.

  Referring also to FIG. 2, the engine 1 is an air-cooled single-cylinder four-cycle engine in which the rotation axis C1 of the crankshaft 9 is aligned in the vehicle width direction. The left and right center line CL of the engine 1 coincides with the vehicle body center line. The cylinder portion 3 projects substantially horizontally from the front end portion of the crankcase 2 toward the front of the vehicle body. The crankcase 2 is divided into left and right case halves 2a and 2b with a dividing surface orthogonal to the left and right direction as a boundary, and covers 24 and 25 are attached to the outer surfaces of the left and right case halves 2a and 2b, respectively. The crankcase 2 also serves as a case for housing the transmission 4, and engine oil is circulated and agitated inside the engine 1 including the crankcase 2.

  The cylinder part 3 is constituted by a cylinder body 3a, a cylinder head 3b, and a head cover 3c in order from the crankcase 2 side. A piston 8 is fitted in the cylinder bore 3d of the cylinder body 3a so as to be able to reciprocate. The piston 8 is connected to the crankpin 9a of the crankshaft 9 via a connecting rod 8a.

  The crankshaft 9 includes a crank web 9b that supports the crankpin 9a, a journal portion 9c that protrudes left and right from the crank web 9b, and an extension shaft 9d that extends further outward from the journal portion 9c.

  A cam drive sprocket 12 is fixed to the base end portion of the left extension shaft 9d. The camshaft 11 in the cylinder head 3b is driven to rotate by the driving force of the crankshaft 9 transmitted through a cam chain transmission mechanism including a cam drive sprocket 12. A cam chain chamber 15 in which a cam chain is accommodated is provided on the left side of the cylinder 3. The spark plug 17 is attached to the cylinder head 3b so that the tip thereof faces the combustion chamber. As shown in FIG. 1, a throttle body 18 is connected to the upper side of the vehicle body of the cylinder head 3b, and an exhaust pipe 19 is connected to the lower side of the vehicle body.

  The rotational power of the crankshaft 9 is transmitted to the rear part of the crankcase 2 via two clutches 21 and 22 housed on the right side in the crankcase 2 and the transmission 4 housed on the rear side in the crankcase 2. It is output to the engine output unit 23 on the left side. The engine output unit 23 and the rear wheel 111 are linked by a chain transmission mechanism 23a. On the extension shaft 9d on the right side of the crankshaft 9, a centrifugal clutch 21 as a starting clutch is coaxially supported.

  The centrifugal clutch 21 has a bottomed cylindrical shape that opens to the right, and is supported on the right end of the crankshaft 9 so as to be relatively rotatable. The centrifugal clutch 21 is disposed at the right end of the crankshaft 9 on the inner peripheral side of the clutch outer 21a. The clutch inner 21b is supported so as to be integrally rotatable, and a plurality of centrifugal weights 21c are supported on the inner side of the clutch outer 21a so that the clutch inner 21b can be expanded. A centrifugal oil filter 26 is provided on the right side of the clutch inner 21b.

  The centrifugal weight 21c is separated from the inner peripheral surface of the clutch outer 21a when the crankshaft 9 is stopped and rotated at a low speed, and the centrifugal clutch 21 is in a disconnected state where power cannot be transmitted. The centrifugal weight 21c is expanded as the rotational speed of the crankshaft 9 is increased, and is frictionally engaged with the inner peripheral surface of the clutch outer 21a at a predetermined rotational speed or higher so that the centrifugal clutch 21 can transmit power. Switch to state.

  Referring also to FIG. 3, a cylindrical inner peripheral collar portion 21d is provided on the right side at the center of the clutch outer 21a. A one-way clutch 40 is fitted on the outer periphery of the inner peripheral side collar portion 21d. On the outer periphery of the one-way clutch 40, a cylindrical outer collar portion 21e protruding from the left side of the clutch inner 21b is fitted.

  In the one-way clutch 40, even if the clutch inner 21b and the crankshaft 9 try to rotate forward (equivalent to rotation at the time of engine start) prior to the clutch outer 21a, the clutch inner 21b and the crankshaft 9 do not transmit torque. The crankshaft 9 is idled. As a result, the engine can be started by the ACG starter 27. Then, when the rotational speed of the clutch inner 21b and the crankshaft 9 reaches a predetermined rotation after the engine is started, the centrifugal clutch 21 is switched to the connected state, and the driving force is transmitted to the transmission 4.

  On the other hand, when the clutch outer 21a attempts to rotate forward prior to the clutch inner 21b and the crankshaft 9, the one-way clutch 40 is locked and transmits power to the clutch inner 21b and the crankshaft 9. As a result, it is possible to obtain an engine brake by a back torque from the rear wheel side, and it is possible to start the engine with the kick starter 16 described later.

  A cylindrical transmission cylinder 21f extending leftward is provided on the left side of the central portion of the clutch outer 21a. A primary drive gear 20a is provided on the left end side of the transmission cylinder 21f so as to be integrally rotatable. The primary drive gear 20a meshes with a primary driven gear 20b supported on the right side of the main shaft 5 located behind the crankshaft 9 so as to be relatively rotatable. Primary driven gear 20 a and primary driven gear 20 b constitute primary reduction mechanism 20 of engine 1.

  As shown in FIG. 2, the main shaft 5 and the counter shaft 6 of the transmission 4 are arranged in order from the front side behind the crankshaft 9. The main shaft 5 and the counter shaft 6 are arranged with their rotation center lines C3 and C4 parallel to the crank axis C1. A kick pedal 16b and a kick spindle 16a constituting the kick starter 16 are disposed below the counter shaft 6 below.

  The right end portion of the main shaft 5 terminates to the left of the right end of the centrifugal clutch 21, and the multi-plate clutch 22 is coaxially supported on the right end portion. The multi-plate clutch 22 is a speed change clutch, and has a bottomed cylindrical shape that opens to the right and is supported on the right end of the main shaft 5 so as to be relatively rotatable, and on the inner peripheral side of the clutch outer 22a. It has a clutch inner 22b that is arranged and supported on the right end of the main shaft 5 so as to be integrally rotatable, and a plurality of clutch plates 22c that are stacked in the axial direction between the clutch outer 22a and the clutch inner 22b. A primary driven gear 20b is supported on the left side of the bottom wall of the clutch outer 22a so as to be integrally rotatable.

  The multi-plate clutch 22 is frictionally engaged by pressing the clutch plate 22c by the urging force of the diaphragm spring 22d. The multi-plate clutch 22 is configured to temporarily release the pressure contact of the clutch plate 22c in conjunction with a shift operation of a shift pedal (not shown), thereby smoothing the transmission 4 only by operating the shift pedal. The speed can be changed.

  The transmission 4 includes a main shaft 5 and a counter shaft 6, and a transmission gear group 7 supported across the shafts 5 and 6. The rotational power of the crankshaft 9 is transmitted from the main shaft 5 to the counter shaft via an arbitrary gear of the transmission gear group 7. The left end portion of the counter shaft 6 protrudes to the left side of the rear portion of the crankcase 2 and becomes an engine output portion 23.

  The transmission gear group 7 is composed of gears corresponding to the number of shift stages respectively supported by the shafts 5 and 6. The transmission 4 is a constantly meshing type in which the corresponding gears of the transmission gear group 7 are always meshed between the shafts 5 and 6. Each of the gears supported by the shafts 5 and 6 includes a free gear that can rotate relative to the shaft that supports itself, a fixed gear that can rotate integrally with the shaft that supports itself, and a shaft that supports itself. It is classified as a slide gear that fits into a spline. The transmission 4 moves the slide gear by the operation of a change mechanism (not shown), and selects a gear train corresponding to the gear position. In FIG. 2, a second gear train 7b, a fourth gear train 7d, a third gear train 7c, and a first gear train 7a are arranged in order from the left side of the transmission gear group 7.

  An ACG starter 27 is coaxially supported on the left end portion of the left extension shaft 9 d of the crankshaft 9. The ACG starter 27 is a three-phase AC generator motor that functions as a starter motor that starts the engine 1 and also functions as an AC generator that generates power as the engine 1 is operated. The operation of the ACG starter 27 is controlled by an ECU (Electronic Control Unit) 60 as a start control unit shown in FIG.

  The ACG starter 27 is a so-called outer rotor type, and is disposed on the inner peripheral side of the outer rotor 27a and an outer rotor 27a that is formed in a bottomed cylindrical shape that opens to the left and is rotatably supported by the left end portion of the crankshaft 9. And a stator 27b fixedly supported on the outer peripheral wall of the left case half 2a. A plurality of magnets 27c arranged in the circumferential direction are fixed to the inner peripheral side of the outer rotor 27a. A plurality of coils 27d arranged in the circumferential direction are formed on the outer peripheral side of the stator 27b.

  A kick spindle 16 a along the left-right direction of the kick starter 16 of the engine 1 is disposed below the rear portion of the crankcase 2. The right end portion of the kick spindle 16a protrudes to the rear right side of the crankcase 2, and the base end portion of the kick arm 16b is attached to the protruding portion. A kick drive gear 16c and a meshing mechanism 16d are coaxially supported on the left side of the kick spindle 16a facing the crankcase 2. The kick drive gear 16c rotates integrally with the kick spindle 16a via the meshing mechanism 16d only when the kick spindle 16a rotates in one direction by stepping on the kick arm 16b.

  The kick drive gear 16c meshes with the driven gear of the first gear train 7a. The rotational movement of the kick drive gear 16c is input as normal rotation to the clutch outer 21a of the centrifugal clutch 21 via the first speed gear 7a, the main shaft 5, the multi-plate clutch 22, the primary driven gear 20b, and the primary drive gear 20a. The one-way clutch 40 is locked against the forward rotation torque from the downstream side, and the crank starter 16 can be cranked by the kick starter 16.

  FIG. 4 is a block diagram showing the overall configuration of the vehicle engine starter according to the present embodiment. The ACG starter 27 includes, for example, a rotor angle sensor unit 28b that holds a plurality of rotor angle sensors 28 that are attached to the stator 27b with fastening members 28a such as screws. The rotor angle sensor 28 is used for energization control of the coil 27d of the stator 27b, and one rotor angle sensor 28 is provided corresponding to each of the U phase, V phase, and W phase of the ACG starter 27. The rotor angle sensor 28 also functions as an ignition pulser (pulser sensor) that detects the circumferential position of the outer rotor 27a as the ignition timing. The rotor angle sensor 28 is composed of a Hall IC or a magnetoresistive (MR) element.

  The ACG starter 27 functions as a starter motor when the engine is started. The ACG starter 27 is supplied with electric power from the in-vehicle battery 70 via the motor drive circuit 61 of the ECU 60, and rotates the crankshaft 9 (forward rotation drive) to crank the engine 1. As described above, since the rotational speed at the time of starting by the ACG starter 27 is lower than the connection rotational speed of the centrifugal clutch 22, the cranking rotational power is not transmitted downstream from the centrifugal clutch 22.

  The ACG starter 27 functions as an AC generator that is driven by the rotation of the crankshaft 9 to generate electric power when the start of the engine 1 is confirmed, for example, when the rotation speed of the crankshaft 9 becomes equal to or higher than idling. This power generation charges the battery 70 and supplies power to various electrical components.

  The ECU 60 as a start control device includes a motor drive circuit 61 that controls the driving and power generation of the ACG starter 27, an idle stop control unit 62 that automatically stops the engine 1 (idle stop), and an ACG starter 27 that is immediately after the idle stop. A swing back control unit 63 that performs reverse rotation of the crankshaft 9 by reverse rotation driving, an in-gear state detection unit 69 that detects that the transmission 4 is in an in-gear state that is not in a neutral state, and an engine temperature that is detected by the temperature sensor 33 are predetermined. An engine warm-up state detection unit 68 that detects that the warm-up of the engine 1 has been completed by being equal to or greater than the value is included.

  In addition to the rotor angle sensor 28, the ECU 60 includes a throttle sensor 31 that detects the opening of a throttle valve (not shown) of the throttle body 18, a vehicle speed sensor 32 that detects the vehicle speed from the rotational speed of the wheels, and a representative temperature of the engine 1. The temperature sensor 33 for detecting the oil temperature or the coolant temperature of the battery and the battery sensor 34 for detecting the battery current and voltage as the state of charge of the battery 70 are connected. The rotor angle sensor 28 also serves as a crank angle sensor that detects a crank rotation speed and a rotation angle.

  Further, an ignition device 35 including a spark plug 17 and a fuel injection device 36 including an injector 18a of the throttle body 18 are connected to the ECU 60, and an occupant arbitrarily selects whether or not to perform idle stop control. Switch 37, indicator 38 that lights when idle stop control is selected or idle stop, and whether or not the transmission 4 is in a neutral state, in other words, whether it is in an in-gear state (1st to 4th gears) other than neutral. A neutral sensor 39 is connected.

  The motor drive circuit 61 includes, for example, a power FET, and full-wave rectifies the three-phase alternating current generated by the ACG starter 27, and regulates and supplies the power of the battery 70 when driving the ACG starter 27.

  The idle stop control unit 62 automatically stops the engine 1 by stopping the ignition of the spark plug 17 and the fuel injection of the injector 18a when the automatic stop permission condition of the engine 1 is satisfied when the idle stop control is selected. stop). Thereafter, the idle stop control unit 62 drives the ACG starter 27 to perform cranking of the engine 1 when the restart permission condition of the engine 1 is satisfied, and also performs ignition of the spark plug 17 and fuel injection of the injector 18a. The engine 1 is restarted and the engine 1 is automatically restarted. The ECU 60 performs idle stop control only when it is recognized that the state of charge of the battery 70 is sufficient to restart the engine 1.

  The swingback control unit 63 drives the ACG starter 27 in reverse to improve the startability of the engine 1 when a predetermined condition is satisfied, and the crankshaft 9 is immediately after the compression top dead center immediately before the idle stop. Reverse until the rotation angle becomes. That is, the swingback control is executed to extend the running distance of the crankshaft 9 at the start of the engine 1 and reverse the crankshaft 9 to a position where the forward rotation torque for overcoming the compression top dead center can be reduced. Thereafter, the idle stop control unit 62 drives the ACG starter 27 to rotate in the forward direction, causes the crankshaft 9 to rotate in the forward direction again, and operates the ignition device 35 and the fuel injection device 36 again to restart the engine 1.

  The swingback control unit 63 includes a stage determination unit 64, a stage passage time detection unit 65, a reverse rotation control unit 66, and a duty ratio setting unit 67.

  The stage determination unit 64 divides one rotation of the crankshaft 9 into 36 stages of stages # 0 to # 35 based on the output signal of the rotor angle sensor 28, and detects a pulse signal generated by the rotor angle sensor 28 as an ignition pulser. The current stage is determined using the timing as the reference stage (# 0). The stage passage time detection unit 65 detects the passage time Δtn of the stage based on the time from when the stage determination unit 64 determines a new stage until the next stage is determined.

  The reverse rotation control unit 66 generates a reverse rotation drive command for the ACG starter 27 based on the determination result by the stage determination unit 64 and the passage time Δtn detected by the stage time detection unit 65. The duty ratio setting unit 67 dynamically controls the duty ratio of the gate voltage supplied to each power FET of the motor drive circuit 61 based on the determination result by the stage determination unit 64.

  The vehicle engine starter according to the present embodiment is characterized in that it is possible to ensure both quick startability and reduce battery load by devising the setting of execution conditions for swingback control. Hereinafter, the procedure of engine start control will be described with reference to the flowcharts of FIGS.

  Here, the “engine start operation” shown in FIGS. 5 to 9 is the first to be performed at the time of restart from the paused state by the idling stop control (hereinafter referred to as restart) and by switching the ignition switch from OFF to ON. The normal start time without idling stop control (hereinafter referred to as the normal start time) is included. Thus, the engine start operation described above includes not only the operation of the starter switch provided on the steering handle 107 and the like, but also the opening operation of the throttle grip and the release operation of the brake lever included in the restart condition from the idle stop state. Will be included.

  FIG. 5 is a flowchart showing the procedure of the engine start control 1. When a start operation of the engine 1 is detected in step S1, it is determined in step S2 whether or not the engine temperature is equal to or higher than a predetermined value.

  When an affirmative determination is made in step S2, that is, when it is determined that the engine temperature is equal to or higher than the predetermined value and the engine 1 is in the warm-up completion state, the process proceeds to step S3 and the swing shaft control is not performed and the ACG starter 27 performs the crankshaft. Swingback-free start control for driving 9 forward is executed. On the other hand, if a negative determination is made in step S2, the process proceeds to step S4, where start control with swingback is performed in which the ACG starter 27 reversely drives the crankshaft 9 to a predetermined angle and then forwards it.

  According to this engine start control 1, when the engine 1 is in a warm-up completion state where the engine 1 is easy to start because the sliding resistance inside the engine is small and the fuel is easily atomized, the swing back control is determined to be unnecessary and executed. By not doing so, it is possible to achieve both quick startability and reduction in battery load. On the other hand, when the engine temperature is lower than the predetermined value and the engine 1 is in a cold state, it is possible to perform a reliable engine start by executing the swing back control.

  The predetermined temperature used for the determination in step S2 is set to 45 ° C. for the oil temperature of the air-cooled engine and 60 ° C. for the cooling water temperature of the water-cooled engine, for example. It can be changed according to the ground.

  FIG. 6 is a flowchart showing the procedure of the engine start control 2. When a start operation of the engine 1 is detected in step S11, it is determined in step S12 whether or not the transmission 4 is in an in-gear state that is not in a neutral state.

  If an affirmative determination is made in step S12, that is, if it is determined that the transmission 4 is in the in-gear state, the process proceeds to step S13, and swingback is performed in which the crankshaft 9 is driven to rotate forward by the ACG starter 27 without performing swingback control. None Start control is executed. On the other hand, if a negative determination is made in step S12, the process proceeds to step S14, where start control with swingback is performed in which the ACG starter 27 reversely drives the crankshaft 9 to a predetermined angle and then forwards it.

  According to this engine start control 2, when the transmission 4 is in the in-gear state, when the crankshaft 9 is driven in reverse, the one-way clutch 40 is locked and a back torque is generated in the rear wheel 11. By not performing the control, it is possible to avoid giving the passenger a sense of incongruity, and to ensure both quick startability and a reduction in battery load. On the other hand, when the transmission 4 is in the neutral state, the engine can be reliably started by executing the swing back control.

  FIG. 7 is a flowchart showing the procedure of the engine start control 3. When a start operation of the engine 1 is detected in step S21, it is determined in step S22 whether or not the engine is restarted from the idle stop state.

  When an affirmative determination is made in step S22, that is, when it is determined that the engine is restarting, the process proceeds to step S23, and the swing back start control without the swing back control is executed and the ACG starter 27 drives the crankshaft 9 to rotate forward. Is executed. On the other hand, if a negative determination is made in step S22, the process proceeds to step S24, where the ACG starter 27 performs reverse rotation driving of the crankshaft 9 to a predetermined angle and then forward rotation driving, and start control with swing back is executed. Exit.

  According to the engine start control 3, since the idling stop control is normally executed on the condition that the warm-up of the engine 1 is completed, it is assumed that the engine 1 is likely to start when restarting from the idling stop state. Thus, it is possible to achieve both quick startability and battery load reduction without executing swingback control. On the other hand, when the engine 1 is not normally started without the idling stop control, it is possible to perform the swing back control and perform a reliable engine start.

  FIG. 8 is a flowchart showing the procedure of the engine start control 4. The engine start control 4 is characterized in that the execution conditions of the swing back control shown in the engine start controls 1, 2, and 3 are repeatedly imposed.

  First, when a start operation of the engine 1 is detected in step S31, it is determined in step S32 whether or not the engine is restarted from an idle stop state.

  If an affirmative determination is made in step S32, that is, if it is determined that the engine is restarting, the process proceeds to step S33, and the swing back start control without the swing back control is executed and the ACG starter 27 drives the crankshaft 9 to rotate forward. Is executed.

  On the other hand, if a negative determination is made in step S32, the process proceeds to step S34 to determine whether or not the transmission 4 is in an in-gear state that is not in a neutral state. Further, if a negative determination is made in step S34, the process proceeds to step S35 to determine whether or not the engine temperature is equal to or higher than a predetermined value.

  If an affirmative determination is made in step S34 or step S35, the process proceeds to step S33, and the swingback-free start control is executed in which the crankshaft 9 is driven to rotate forward by the ACG starter 27 without executing the swingback control. If a negative determination is made in step S35, the routine proceeds to step S36, where the ACG starter 27 performs reverse rotation driving of the crankshaft 9 to a predetermined angle and then forward rotation, and start control with swingback is executed, and a series of control operations are performed. Exit.

  According to the engine start control 4, the start control with swingback is executed only when all the determinations in steps S32, S33, and S34 are denied. That is, even when restarting from the idle stop state, if the transmission 4 is in the in-gear state, the swingback control is not executed, and restarting from the idle stop state and the transmission 4 is in the neutral state. Even so, the swingback control is not executed when the warm-up of the engine 1 is completed. Thereby, it is possible to further narrow down the execution conditions of the start control with swingback, and to ensure both quick startability and reduction of the battery load.

  FIG. 9 is a flowchart showing the procedure of the engine start control 5. In the engine start control 5, if the transmission 4 is in an in-gear state and the engine 1 has not been warmed up, the driving of the ACG starter 27 is performed in order to urge the transmission 4 to be switched to the neutral state. There is a feature in prohibiting.

  When a start operation of the engine 1 is detected in step S51, it is determined in step S52 whether or not the transmission 4 is in an in-gear state other than the neutral state. If a negative determination is made in step S52, that is, it is determined that the vehicle is in the neutral state, the routine proceeds to step S57, where start control with swingback is executed.

  On the other hand, if an affirmative determination is made in step S51, the process proceeds to step S53 to determine whether or not the engine temperature is equal to or higher than a predetermined value. If a negative determination is made in step S53, the process proceeds to step S54 to prohibit the start of the engine 1, and the indicator 38 is operated in step S56 to end a series of controls.

  According to the control described above, when the transmission 4 is in the in-gear state and the engine 1 is in the cold state, the ACG starter 27 is driven even if the engine start operation (in this case, the starter switch operation) is performed. Instead, the indicator 28 can be activated instead to prompt the occupant to switch the transmission 4 to the neutral state. As a result, the ACG starter 27 is driven in the in-gear state and in the cold state to avoid a burden on the battery, and the engine 1 is restarted after the occupant switches to the neutral state. Is more likely to be started quickly.

  The vehicle engine starter according to the present invention executes a control for prohibiting the start of the engine 1 so as not to drive the ignition device and the fuel injection device when the kick starter 16 is operated in the in-gear state. You can also. In this case as well, the occupant can be urged to switch the transmission 4 to the neutral state by the indicator 28, and the reliability of the starting operation by the kick starter 16 can be improved.

  FIG. 10 is a front view of the decompression device 80. FIG. 11 is a partially enlarged view of the decompression cam 87 shown in FIG. The engine 1 including the vehicle engine starter according to the present embodiment can further include a decompression device 80. The decompression device 80 automatically drives the decompression cam 87 that reduces the compression torque by forcibly opening the exhaust valve when the engine is started by the centrifugal force accompanying the rotational drive of the camshaft 11, and is in an activated state / non-activated state. Are configured to be switched. According to the decompression device 80, the startability of the engine 1 can be improved even when the swingback control is not executed.

  A rocker arm 81 that opens the exhaust valve 86 is attached to the cylinder portion 3 so as to be swingable about a rocker arm shaft 82 as a swing axis. A roller 84 rotatably supported at one end of the rocker arm 81 by a rotation shaft 83 is in contact with a cam crest 11 a formed on the camshaft 11, and the rocker arm 81 is at a rotation angle of the camshaft 11. The exhaust valve 86 is opened and closed by swinging according to the height of the cam crest 11a which changes accordingly.

  The decompression cam 87 is rotatably supported by a rotating shaft 91 at a portion corresponding to the compression top dead center of the camshaft 11. The decompression cam 87 is provided with an arcuate operation surface 87a and a linear non-operation surface 87b. On the other hand, a protruding slipper 85 for contacting the decompression cam 87 is formed on the rocker arm 81 side.

  A weight 88 for rotating the decompression cam 87 by centrifugal force is attached to the camshaft 11 so as to be swingable by a swing shaft 89. The weight 88 is urged by a spring so as to come into contact with the camshaft 11 side. However, when the rotational speed of the camshaft 11 is increased and centrifugal force is generated, the weight 88 is counterclockwise against the urging force of the spring. It is configured to swing.

  The decompression cam 87 is connected to the weight 88 by a pin 90, and the operating surface 87 a is in contact with the slipper surface 85 a of the slipper 85 when no centrifugal force is generated on the camshaft 11. At this time, the operating surface 87a is at a position higher than the cam crest 11a, whereby the rocker arm 81 is pushed up, and the exhaust valve 86 is opened even near the compression top dead center. When a predetermined centrifugal force is generated on the camshaft 11, the weight 88 swings and the decompression cam 87 rotates clockwise. As a result, when the non-operating surface 87b faces the slipper surface 85, the decompression cam 87 becomes slipper surface. No longer comes into contact with 85.

  With the above-described configuration, the decompression device 80 functions as an automatic centrifugal decompression device that reduces the compression torque by the decompression cam 87 when the engine is started and is automatically deactivated after the engine is started.

  By the way, when the engine 1 is stopped from the operating state, there is a case where the crankshaft 9 is slightly reversed without overcoming the compression top dead center immediately before the crankshaft 9 is completely stopped. With respect to this phenomenon, in the decompression device 80 according to the present embodiment, the slipper surface 85a is formed as a curved surface, so that even if the decompression cam 87 rotates together with the reverse rotation of the crankshaft 9, there is an effect at the next engine start. The feature is that it is not given.

  FIG. 12 is an explanatory view showing an operating state of the decompression device 80 according to the present embodiment. As shown to (a), when the engine 1 approaches compression top dead center just before a stop, since the centrifugal force of the camshaft 11 has become small, the operating surface 87a of the decompression cam 87 contacts the slipper 85. At this time, if the compression top dead center cannot be overcome, the camshaft 11 is rotated in the counterclockwise direction in the figure, and accordingly, the decompression cam 87 in contact with the slipper 85 is rotated along with the clockwise direction in the figure. May rotate.

  In the conventional decompression device, since the slipper surface is formed in a straight line, the contact length with the decompression cam 87 is long. Therefore, the rotation angle of the decompression cam 87 accompanying the above rotation increases, and the non-operational surface 87b There is a possibility that the engine 1 stops in a state of facing the slipper surface.

  On the other hand, in the decompression device 80 according to the present embodiment, the slipper surface 85a is formed as a curved surface to shorten the contact length with the decompression cam 87, so that the rotation angle of the decompression cam 87 is small even if the accompanying rotation occurs. Thus, the engine 1 can be stopped in a state where the operation surface 87a faces the slipper surface 85a. Note that the structure that does not affect the next engine start even if the decompression cam 87 rotates together with the reverse rotation of the crankshaft 9 is not limited to the structure in which the slipper surface is curved as described above. The operation surface 87a of the decompression cam 87 is lengthened with the slipper surface being flat (relatively, the non-operation surface 87b is shortened and separated from the center of rotation), so that the non-operation surface even if the decompression cam 87 is reversed. It is good also as a structure which 87b becomes difficult to oppose a slipper surface. The decompression cam deformed in this way can be combined with a curved slipper surface.

  It should be noted that the types and structures of engines, ACG starters, transmissions, shift clutches, centrifugal clutches, etc., the configuration of the start control unit, specific condition settings for executing or not executing swingback control, presence / absence of a kick starter, decompression device The structure, the presence / absence of the decompression device, etc. are not limited to the above embodiment, and various changes can be made. The start control device for a vehicle engine according to the present invention is not limited to a motorcycle, and can be applied to various vehicles such as a straddle-type three / four-wheel vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Cylinder part, 4 ... Transmission, 8 ... Piston, 9 ... Crankshaft, 16 ... Kick starter, 20b ... Primary driven gear, 21 ... Centrifugal clutch, 21a ... Clutch inner, 21b ... Clutch outer, 27 ... ACG starter 33 ... temperature sensor 34 ... battery sensor 38 ... indicator 39 ... neutral sensor 40 ... one-way clutch 60 ... start control unit (ECU) 62 ... idle stop control unit 66 ... reverse rotation control unit 68 ... engine warm-up state detection unit, 69 ... in-gear state detection unit, 70 ... battery, 80 ... decompression device

Claims (8)

An engine (1) as an internal combustion engine having a crankshaft (9) that rotates at a pressure generated by a piston (8) that slides in the cylinder part (3) by the explosion and expansion of the working gas sucked and exhausted by the valve gear; ,
While the engine (1) is operating, it functions as a generator that rotates synchronously with the crankshaft (9), and functions as a motor when the engine (1) is started to crank the crankshaft (9). ACG starter (27)
A starter for a vehicle engine having a start control unit (60) for driving the ACG starter (27) with electric power of a battery (70) to execute start control of the engine (1);
The start control unit (60)
When starting the engine (1) when the engine (1) has been warmed up, start control without swingback is performed to perform only forward rotation of the crankshaft (9),
On the other hand, when starting the engine (1) in a state where the warm-up of the engine (1) has not been completed, the swingback is performed in which the crankshaft (9) is reversely driven by a predetermined angle and then rotated forward A starting device for a vehicle engine, characterized by executing start control. An engine (1) as an internal combustion engine having a crankshaft (9) that rotates at a pressure generated by a piston (8) that slides in the cylinder part (3) by the explosion and expansion of the working gas sucked and exhausted by the valve gear; ,
While the engine (1) is operating, it functions as a generator that rotates synchronously with the crankshaft (9), and functions as a motor when the engine (1) is started to crank the crankshaft (9). ACG starter (27)
A starter for a vehicle engine having a start control unit (60) for driving the ACG starter (27) with electric power of a battery (70) to execute start control of the engine (1);
A transmission (4) for changing the rotational speed of the engine (1) stepwise;
A neutral sensor (39) for detecting whether or not the gear position of the transmission (4) is in a neutral state,
The start control unit (60)
When the transmission (4) starts the engine (1) in an in-gear state that is not in the neutral state, it performs start control without swingback that only performs forward rotation of the crankshaft (9),
On the other hand, when the transmission (4) starts the engine (1) in the neutral state, start control with swingback is performed in which the crankshaft (9) is reversely driven by a predetermined angle and then forwardly driven. A starter for a vehicle engine characterized by being executed. An engine (1) as an internal combustion engine having a crankshaft (9) that rotates at a pressure generated by a piston (8) that slides in the cylinder part (3) by the explosion and expansion of the working gas sucked and exhausted by the valve gear; ,
While the engine (1) is operating, it functions as a generator that rotates synchronously with the crankshaft (9), and functions as a motor when the engine (1) is started to crank the crankshaft (9). ACG starter (27)
A starter for a vehicle engine having a start control unit (60) for driving the ACG starter (27) with electric power of a battery (70) to execute start control of the engine (1);
The engine (1) is configured to be able to execute idle stop control that automatically stops the engine (1) to enter an idle stop state when a predetermined automatic stop permission condition is satisfied,
The start control unit (60)
When restarting the engine (1) from the idling stop state, start control without swingback that performs only forward rotation of the crankshaft (9),
When the engine (1) is started without the idling stop control, start control with swingback is performed in which the crankshaft (9) is reversely driven by a predetermined angle and then forwardly driven. A starting device for a vehicle engine. A temperature sensor (33) for detecting the temperature of the engine (1);
An engine warm-up state detection unit (68) that determines that the warm-up of the engine (1) is completed when the engine temperature detected by the temperature sensor (33) is equal to or higher than a predetermined value;
The start control unit (60)
When starting the engine (1) in a state where it is determined that the warm-up of the engine (1) has been completed, even if other execution conditions for the start control with swingback are satisfied, 4. The start device for a vehicle engine according to claim 2, wherein start control without swingback is executed. A centrifugal clutch (21) as a starting clutch is provided on the crankshaft (9),
The centrifugal clutch (21) includes a clutch inner (21b) fixed to the crankshaft (9), and a driving force transmitted from the clutch inner (21b) when a centrifugal force is generated in the clutch inner (21b). A clutch outer (21a) for transmitting the transmission to the transmission (4),
The clutch inner (21b) and the clutch outer (21a) are connected via a one-way clutch (40),
When the one-way clutch (40) is normally driven from the crankshaft (9) side, the one-way clutch (40) is in a free state. On the other hand, the clutch outer (21a) is normally driven and the crankshaft (9) is normally rotated. The starter for a vehicle engine according to claim 2, wherein the starter is configured to be in a locked state when driven to rotate in a direction. The engine (1) has a kick starter (16) for cranking the crankshaft (9) by a pedaling force of an occupant,
The start control device (60) prohibits the start of the engine (1) when the kick starter (16) is operated when the transmission (4) is in an in-gear state that is not in the neutral state. The starting device for a vehicle engine according to claim 2,   An automatic centrifuge in which the engine (1) opens the exhaust valve (86) near the compression top dead center to reduce the compression torque by the decompression cam (87) that operates by the centrifugal force accompanying the rotation of the camshaft (11). The starter for a vehicle engine according to any one of claims 1 to 6, comprising a decompression device (80) of the type. The decompression cam (87) is configured such that, when the decompression cam (87) is actuated, the curved actuation surface (87a) formed on the decompression cam (87) contacts the slipper (85) provided on the rocker arm (81). And
The starter for a vehicular engine according to claim 7, wherein the slipper surface (85a) of the slipper (85) is formed in a curved surface shape.