JP2019152147A - Engine unit for saddle riding-type vehicle and saddle riding-type vehicle - Google Patents

Abstract

To provide an engine unit for a saddle riding-type vehicle capable of reducing inconvenience in starting, caused by a swing-back motion.SOLUTION: A rotary electric machine 20 used as a starter motor and a generator is connected to a crank shaft of an engine main body 10. A control device 60 controls the rotary electric machine 20 by using a detection signal generated by an electromagnetic pickup 50. When a starter switch 70 is operated for a prescribed time or more, the control device 60 drives the rotary electric machine 20 to start cranking. The control device 60 continues the cranking until a cranking limit time determined in advance to make the engine main body 10 start combustion, has passed even when the operation of the starter switch 70 is released.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a straddle-type vehicle engine unit and a straddle-type vehicle.

  Patent Document 1 discloses a scooter type motorcycle equipped with an engine starter that reverses the crankshaft to a predetermined position after the engine is stopped to prepare for the next engine start. This vehicle includes a starter / generator (ACG starter) in which a starter motor and an AC generator are combined. This vehicle automatically stops the engine when the vehicle is stopped, and then automatically starts the ACG starter in the normal direction and restarts the engine when a start operation is performed (so-called idle stop function). have. After the engine is started, the ACG starter functions as a generator. When the engine is stopped, the ACG starter is driven in reverse, and a swingback operation is performed to reverse the crankshaft to a position before the compression top dead center in the reverse direction. When the engine is restarted, when the ACG starter starts to rotate forward, the rotation of the crankshaft is sufficiently accelerated during the run-up period to the compression top dead center, whereby the inertia of the rotating system including the crankshaft is increased. Torque increases. Therefore, in addition to the driving torque of the ACG starter, the inertia torque of the rotating system can be used. Thereby, even if the drive torque of the ACG starter is small, it is possible to obtain a torque necessary for overcoming the compression top dead center and rotating the crankshaft. Therefore, it is possible to reduce the size of the ACG starter.

JP 2002-332938 A

  In the vehicle of Patent Document 1, when the starter switch is pressed, the ACG starter is driven, and when the press is released, the ACG starter is turned off. Therefore, when the operation time of the starter switch is short, the ACG starter may be turned off before the engine is started. In such a case, a swing back operation is necessary to prepare for the next start.

However, because of this swingback operation, it takes time until the next start can be started after the engine start fails. Therefore, depending on how the starter switch is operated, it may take a long time to start the engine and start the vehicle.
Therefore, an embodiment of the present invention provides a straddle-type vehicle engine unit that solves the above-described problems and can reduce inconvenience at the start caused by a swingback operation. Moreover, one Embodiment of this invention provides the saddle-riding type vehicle provided with such an engine unit.

  One embodiment of the present invention provides an engine unit provided in a saddle riding type vehicle. The engine unit has a single cylinder engine body having a cylinder and a crankshaft. The engine unit includes a starter motor that is coupled to the crankshaft so as to be able to transmit power and rotates the crankshaft, and a rotating electrical machine that is also used as a generator that generates electric power by the rotational force of the crankshaft. The engine unit includes a control device that controls the engine body and the rotating electrical machine. The control device energizes the rotating electrical machine to start the engine body in response to a start trigger operation of an operator provided in the saddle riding type vehicle when the engine body is in a stopped state. Start cranking control for driving the crankshaft in the forward rotation direction is executed. The control device drives the crankshaft in the reverse rotation direction by the rotating electrical machine before starting to drive the crankshaft in the forward rotation direction after the engine main body is stopped, Swing back control is executed to reverse the swing back position. In the start cranking control, the control device supplies the rotary electric machine to the rotating electrical machine until a predetermined cranking limit time determined so that the engine body starts to burn even if the start trigger operation of the operation element is lost. Continue energization.

  Due to the limited mounting space of the saddle riding type vehicle, the rotating electrical machine that is also used as the starter motor and the generator is required to be configured as small as possible. Because of this requirement, the driving torque when the rotating electrical machine is used as a starter motor cannot be increased too much. Therefore, a swing back operation is performed between the engine main body being stopped and the next start. Therefore, when starting the engine body, the rotation of the crankshaft can be sufficiently accelerated from the swingback position to the compression top dead center position. As a result, both the inertial torque of the rotating system including the crankshaft and the driving torque generated by the rotating electrical machine can be used to overcome the compression top dead center. Can start.

  That is, when the user performs a start trigger operation on the operator while the engine main body is in a stopped state, the rotating electrical machine is energized and the crankshaft is driven in the forward rotation direction to start the engine main body. (Cranking). At this time, since the crankshaft starts rotating from the swingback position, good startability can be ensured even with a small rotating electric machine. When the engine body stops, swing back control is performed until the crankshaft starts to be driven in the forward rotation direction thereafter. That is, the crankshaft is rotated in the reverse rotation direction by the rotating electric machine, and the crankshaft is reversely rotated to the swing back position.

  When cranking starts in response to the start trigger operation, energization of the rotating electrical machine is continued until a predetermined cranking limit time determined so that the engine body starts to burn even if the start trigger operation is subsequently stopped. Will continue. Thus, when the start trigger operation is performed, the engine main body can be reliably started to burn. That is, even if the start trigger operation is completed in a short time, the cranking is not stopped, so that the combustion of the engine body can be reliably started.

  If the start trigger operation is completed in a short time and the energization of the rotating electrical machine is stopped without starting the combustion of the engine body, the swingback operation is performed until the engine body is started next time. It will be. This increases the waiting time until the next start. Therefore, the user is forced to perform a plurality of start trigger operations, and a waiting time for the swingback operation occurs between the plurality of start trigger operations. Even if combustion of the engine body starts, if energization to the rotating electrical machine is stopped immediately after the start of combustion, combustion may become unstable and a so-called low idle phenomenon may occur.

  On the other hand, in this embodiment, even if the start trigger operation is completed in a short time, the rotating electrical machine continues to drive the crankshaft in the forward rotation direction until the cranking limit time elapses. As a result, combustion of the engine body can be reliably started with a single start trigger operation, so that it is not necessary to perform a plurality of start trigger operations, and there is no waiting time between them. In addition, since cranking is continued until the cranking limit time elapses, it is possible to avoid the combustion of the engine body from becoming unstable, and to avoid the so-called low idle phenomenon.

In this way, inconvenience at the start due to the swingback operation can be reduced.
The control device may perform the swing back control when the engine main body is stopped. The control device may perform the swingback control before the rotating electrical machine starts driving the crankshaft in the forward rotation direction when a start trigger operation is detected.

  In one embodiment of the present invention, in the start cranking control, the control device is configured to start the engine body in response to a start trigger operation of the operation element when the engine body is in a stopped state. Energizing the rotating electrical machine to drive the crankshaft in the forward rotation direction and continue energizing the rotating electrical machine until the predetermined cranking limit time has elapsed even if the start trigger operation of the operating element is lost. When the predetermined cranking time limit elapses without the engine body starting to burn, energization of the rotating electrical machine is stopped.

  In this configuration, energization to the rotating electrical machine is continued even when the start trigger operation is lost, and energization to the rotating electrical machine is terminated when a predetermined cranking limit time elapses without starting combustion of the engine body. . Thereby, the energization time to the rotating electrical machine when the start operation trigger disappears can be limited to the cranking limit time. Thereby, energy consumption can be limited.

In one embodiment of the present invention, in the start cranking control, the control device continues the start trigger operation of the operating element until the predetermined cranking limit time has elapsed without the engine body starting combustion. When the motor is running, energization of the rotating electrical machine is continued until the start trigger operation is eliminated.
According to this configuration, as long as the start trigger operation is continued, energization to the rotating electrical machine is continued even after a predetermined cranking limit time has elapsed. Thereby, long-time cranking can be performed according to a user's intention. For example, when the temperature is low, cranking for a long time may be required before the combustion of the engine body starts. In such a case, long-time cranking can be allowed according to the intention of the user.

In one embodiment of the present invention, the operation element includes a starter switch operated by an operator to start the engine body. The start trigger operation is, for example, a continuous operation that reaches a predetermined time of the starter switch or exceeds the predetermined time.
According to this configuration, when the starter switch reaches or exceeds the predetermined time, energization to the rotating electrical machine is started and the crankshaft is driven in the forward direction to start the engine body. Is done. When the continuous operation time of the starter switch is less than the predetermined time, this operation is not regarded as a start trigger operation. Therefore, even if the user carelessly operates the starter switch, cranking does not start. That is, when the continuous operation time of the starter switch reaches or exceeds the predetermined time, it is determined that the user has an intention to start the engine body, and cranking starts. Thereby, cranking can be performed reflecting a user's intention.

  In this embodiment, cranking is performed until the cranking limit time determined so that the combustion of the engine body starts. Therefore, if the cranking is performed when the user carelessly operates the starter switch, there is a risk that cranking and engine start that are not desired by the user may be performed. Therefore, undesired cranking and engine start can be avoided by starting the cranking on condition that the starter switch reaches or exceeds the predetermined time. Thereby, useless energy consumption can be avoided.

  In one embodiment of the present invention, when the idling stop condition is satisfied, the control device executes idling stop control in which the combustion of the engine body is stopped to enter an idling stop state. The operating element may include a throttle operating element operated by an operator to operate the throttle of the engine body. The start trigger operation may include a predetermined restart trigger operation by a user with respect to the throttle operator. The start cranking control may include restart cranking control that responds to the restart trigger operation on the throttle operator in the idle stop state.

  When the engine main body is stopped by the idle stop control, the swing back control is performed until the crankshaft is driven in the forward rotation direction next by the rotating electrical machine. When the user performs a restart trigger operation on the throttle operator in the idle stop state, cranking is performed. Even if the user interrupts the restart trigger operation before the start of combustion of the engine body, the cranking is continued until the cranking limit time elapses. Thus, the engine can be reliably restarted from the idle stop.

  If the cranking is stopped when the restart trigger operation is interrupted before the combustion of the engine body starts, the swingback operation is performed until the engine body is restarted next time. This increases the waiting time until the next restart. Therefore, the user is forced to perform a plurality of restart trigger operations, and a waiting time for swingback occurs between the plurality of restart trigger operations.

  On the other hand, in this embodiment, even if the restart trigger operation is completed in a short time, the cranking is continued until the cranking limit time determined so that the engine body starts to burn. Thereby, the engine body can be reliably restarted by a single restart trigger operation. Therefore, a plurality of restart trigger operations are not necessary, and no waiting time occurs between them.

Thus, a restart delay due to the swingback operation can be avoided.
In one embodiment of the present invention, the control device executes the swing back control when the engine main body fails to start due to the start cranking control.
With this configuration, even when the engine body fails to start, the crankshaft can be started to rotate from the swingback position at the next start. Thereby, the engine body can be started using the inertia torque of the rotating system including the crankshaft.

  In one embodiment of the present invention, a rotor that rotates with the rotation of the crankshaft, a plurality of detected portions that are disposed in the rotor at intervals in the rotation direction, and a region through which the plurality of detected portions pass. And an electromagnetic pickup that has a detection region and generates a detection signal as the detected portion passes through the detection region. The control device uses the detection signal generated by the electromagnetic pickup to control the operation of the engine body using a position specifying process for specifying the position of the crankshaft and a position specified by the position specifying process. And execute engine control.

  In this configuration, since the rotation information of the rotor of the rotating electrical machine, that is, the position information of the crankshaft is acquired using an electromagnetic pickup, the configuration is less expensive than when a position sensor such as a Hall IC is used. On the other hand, it takes time to specify the position based on the detection signal of the electromagnetic pickup. In particular, the time from when the engine body is stopped until the crankshaft position can be specified is longer than when a position sensor such as a Hall IC is used. Accordingly, it takes a long time from the start of rotation of the crankshaft until the operation of the engine body can be controlled.

  If the start trigger operation is completed in a short time and the energization of the rotating electrical machine is stopped without starting the combustion of the engine body, the swingback operation is performed until the engine body is started next time. It will be. In addition, there is a waiting time until the start of combustion control of the engine body through position specification based on the detection signal of the electromagnetic pickup. Therefore, the user is forced to perform a plurality of start trigger operations, and a waiting time for the swingback operation and the position specification occurs between the plurality of start trigger operations.

  On the other hand, in this embodiment, even if the start trigger operation is completed in a short time, the rotating electrical machine rotates the crankshaft in the normal rotation direction until the cranking limit time determined so that the engine main body starts to combust. Continue to drive. As a result, combustion of the engine body can be reliably started with a single start trigger operation, so that it is not necessary to perform a plurality of start trigger operations, and the above-described long waiting time does not occur. Therefore, the inconvenience at the start due to the swingback operation can be reduced while being an inexpensive configuration using an electromagnetic pickup.

In one embodiment of the present invention, the engine body is a single cylinder four-stroke engine body. In the engine control, the control device controls the operation of the engine body based on stroke determination using the position specifying process.
The single-cylinder four-stroke engine main body has a large variation in load torque during cranking, and the load torque becomes maximum near the compression top dead center position. Therefore, by performing the swing back operation, even a powerless rotating electrical machine can be cranked over the compression top dead center.

On the other hand, the 4-stroke engine has an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke in one combustion cycle. By discriminating these strokes, the operation of the engine body can be appropriately controlled. On the other hand, since it takes time to specify the position using the detection signal of the electromagnetic pickup, it takes a long time to determine the stroke. Accordingly, it takes time to start the engine body.
In this embodiment, when the cranking starts in response to the start trigger operation, the cranking is continued until the elapse of the cranking limit time determined so that the engine body starts to burn even if the start trigger operation is lost. Therefore, the engine body can be reliably started by a single start trigger operation. Accordingly, repeated cranking can be avoided as much as possible, so that inconvenience at the start due to use of the electromagnetic pickup can be reduced.

  In one embodiment of the present invention, the plurality of detected parts are configured such that the electromagnetic pickup generates a reference detection signal at a predetermined reference crank position. In the position specifying process, the control device specifies the position of the crankshaft based on the reference detection signal generated by the electromagnetic pickup after the crankshaft starts to rotate in the forward rotation direction.

  According to this configuration, the position of the crankshaft can be specified after the electromagnetic pickup generates the reference detection signal. Therefore, it takes time until the stroke can be determined. According to this embodiment, when cranking is started, cranking is continued until the elapse of the cranking limit time determined so that the engine body starts combustion even if the start trigger operation is lost. Can be avoided. Therefore, the waiting time due to the re-starting operation can be avoided. As a result, even if it takes time until the stroke can be discriminated, the user only has to wait for the time once, so there is no substantial inconvenience.

In one embodiment of the present invention, the control device reverses the crankshaft to the predetermined swingback position based on the position specified by the position specifying process in the swingback control.
According to this configuration, the swing back operation can be accurately performed using the position specifying process using the electromagnetic pickup. Thus, when starting the engine body, the crankshaft can be reliably started to rotate from the swingback position and accelerated, so that the engine body can be started reliably. Thereby, re-starting can be avoided.

One embodiment of the present invention provides a straddle-type vehicle including an engine unit for a straddle-type vehicle having the above-described characteristics. The saddle riding type vehicle includes a wheel to which rotation of the crankshaft is transmitted. The saddle riding type vehicle includes a saddle riding type seat.
With this configuration, it is possible to realize a straddle-type vehicle that can reduce inconvenience at the start due to the swingback operation.

  According to the present invention, it is possible to provide a straddle-type vehicle engine unit that can reduce inconvenience at the start due to a swingback operation. Moreover, a straddle-type vehicle equipped with such an engine unit can be provided.

FIG. 1 is a side view showing an overview of a saddle riding type vehicle. FIG. 2 is a partial cross-sectional view schematically showing a schematic configuration of an engine unit provided in the saddle riding type vehicle. FIG. 3 is a cross-sectional view of a rotating electrical machine provided in the engine unit. FIG. 4 is a block diagram showing an electrical configuration of the saddle riding type vehicle including the engine unit. FIG. 5 is a flowchart for explaining an example of a control process from engine start to engine stop. FIG. 6 is a flowchart for explaining an example of the start cranking control. FIG. 7 is a flowchart for explaining an example of swingback control. FIG. 8 is a flowchart for explaining an example of a control process accompanying restart from the idle stop state. FIG. 9 is a flowchart for explaining an example of restart cranking control. FIG. 10A is a diagram for explaining an operation example during normal startup. FIG. 10B is a diagram for explaining an operation example at the normal start time, and represents an operation following the operation of FIG. 10A. FIG. 11 is a diagram for explaining an operation example at the time of restart from the idle stop state. 12A to 12E show examples of the cranking operation by the start cranking control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a side view showing an overview of a saddle riding type vehicle. The straddle-type vehicle 1 includes an engine unit EU, a vehicle body 2, wheels 3a and 3b, a battery 4, and a straddle-type seat 5. The engine unit EU, the battery 4 and the seat 5 are supported by the vehicle body 2. The wheels 3a and 3b are rotatably supported by the front part and the rear part of the vehicle body 2, respectively. The engine unit EU drives the straddle-type vehicle 1 by driving wheels 3b (rear wheels in this embodiment), which are driving wheels, and rotating the wheels 3b. The wheel 3a (front wheel) is a driven wheel in this embodiment. A handle bar 6 that is pivotable to the left and right is supported at the front portion of the vehicle body 2. The wheel 3a rotates left and right according to the rotation of the handle bar 6. An accelerator operation element 8 (accelerator grip) is disposed at one end of the handle bar 6, in this embodiment, the right end. The accelerator operation element 8 is attached to the end of the handle bar 6 so as to be rotatable. The accelerator operator 8 is an example of a throttle operator that is operated by a user to operate the throttle of the engine unit EU.

FIG. 2 is a partial cross-sectional view schematically showing a schematic configuration of the engine unit EU. The engine unit EU is a vehicle four-stroke engine unit, and more specifically, an engine unit that can be mounted on the saddle riding type vehicle 1.
The engine unit EU includes a four-stroke single cylinder engine main body 10 and a rotating electrical machine 20. A four-stroke single-cylinder engine body 10 (hereinafter referred to as “engine body 10”) is a single-cylinder four-stroke engine having one cylinder.

The engine body 10 includes a crankcase 11, a cylinder 12, a piston 13, a connecting rod 14, and a crankshaft 15.
The piston 13 is provided in the cylinder 12 so as to be reciprocally movable. The crankshaft 15 is rotatably provided in the crankcase 11. The connecting rod 14 connects the piston 13 and the crankshaft 15 and transmits the reciprocating motion of the piston 13 to the crankshaft 15. The crankshaft 15 is rotatably supported by the crankcase 11 via a pair of bearings 17.

A rotating electrical machine 20 is attached to one end 15 a of the crankshaft 15. Thus, the rotating electrical machine 20 is coupled to the crankshaft 15 so that power can be transmitted. A transmission CVT is attached to the other end 15 b of the crankshaft 15. The transmission CVT changes a gear ratio that is a ratio of an output rotational speed to an input rotational speed.
A cylinder head 16 is attached to the upper portion of the cylinder 12. A combustion chamber 21 is defined by the cylinder 12, the cylinder head 16, and the piston 13. The cylinder head 16 is provided with an intake valve IV, a fuel injection device 18, a spark plug 19, and an exhaust valve EV. An intake passage 22 and an exhaust passage 23 communicating with the combustion chamber 21 are formed in the cylinder head 16. The intake valve IV opens and closes the intake passage 22, and the exhaust valve EV opens and closes the exhaust passage 23.

  The fuel injection device 18 supplies fuel to the combustion chamber 21 by injecting fuel. The intake valve IV controls the inflow of air into the combustion chamber 21. The intake valve IV and the exhaust valve EV open and close according to the position of the crankshaft 15. The intake valve IV is opened to supply air containing fuel to the combustion chamber 21. The spark plug 19 is arranged so as to face the combustion chamber 21, and ignites the air-fuel mixture introduced into the combustion chamber 21 by generating a spark discharge in the combustion chamber 21. When the exhaust valve EV is in an open state, the exhaust gas after combustion is discharged from the cylinder 12 to the exhaust pipe 25.

A throttle valve TV is disposed in the intake pipe 24 connected to the intake passage 22. The throttle valve TV adjusts the amount of air supplied to the combustion chamber 21. The opening degree of the throttle valve TV is adjusted according to the operation of the accelerator operator 8 (see FIG. 1).
One combustion cycle of the engine body 10 includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke once. In the intake stroke, the intake valve IV is opened, and the piston 13 moves toward the bottom dead center. Meanwhile, the fuel injection device 18 injects fuel. Thereby, an air-fuel mixture is sucked into the combustion chamber 21. In the compression stroke, the piston 13 moves toward the top dead center (compression top dead center) with the intake valve IV closed, whereby the air-fuel mixture in the combustion chamber 21 is compressed. When the piston 13 is near the compression top dead center position, the spark plug 19 is sparked. As a result, the air-fuel mixture is ignited and expanded, and an expansion stroke is generated in which the piston 13 is moved toward the bottom dead center. In the exhaust stroke, the exhaust valve EV is opened, and the piston 13 moves toward the top dead center (exhaust top dead center), whereby exhaust gas is discharged to the exhaust pipe 25.

The engine body 10 outputs a rotational force via the crankshaft 15. The rotational force of the crankshaft 15 is transmitted to the wheels 3b (see FIG. 1) via the transmission CVT. The saddle riding type vehicle 1 (see FIG. 1) is driven by a wheel 3b that receives a rotational force output from the engine body 10 via a crankshaft 15.
3 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the rotating electrical machine 20 shown in FIG. The rotary electric machine 20 is a permanent magnet type rotary electric machine, and more specifically, is a permanent magnet type three-phase brushless generator. The rotating electrical machine 20 further functions as a permanent magnet type three-phase brushless motor.

The rotating electrical machine 20 includes a rotor 30 and a stator 40. In this embodiment, the rotary electric machine 20 is a radial gap type. In this embodiment, the rotating electrical machine 20 is an outer rotor type. That is, the rotor 30 is an outer rotor, and the stator 40 is an inner stator.
As shown in FIGS. 2 and 3, the rotor 30 has a rotor body 31. The rotor main body 31 is made of, for example, a ferromagnetic material. The rotor main body 31 is configured as a bottomed cylinder. The rotor main body 31 includes a cylindrical boss portion 32, a disk-shaped bottom wall portion 33, and a cylindrical back yoke portion 34. The bottom wall portion 33 and the back yoke portion 34 are integrally formed. The bottom wall portion 33 and the back yoke portion 34 are fixed to the crankshaft 15 via the cylindrical boss portion 32. Therefore, the rotor 30 rotates together with the crankshaft 15. The rotor 30 is not provided with a winding to which current is supplied. A cooling fan F is provided on the bottom wall portion 33.

  The rotor 30 has a permanent magnet part 37. The rotor 30 has a plurality of magnetic pole portions 37a. In this embodiment, the plurality of magnetic pole portions 37a are formed by the permanent magnet portion 37. The plurality of magnetic pole portions 37 a are provided on the inner periphery of the back yoke portion 34. The permanent magnet part 37 has a plurality of permanent magnets in this embodiment. The plurality of magnetic pole portions 37a are provided in each of the plurality of permanent magnets. However, the permanent magnet part 37 can also be formed by one annular permanent magnet. In this case, one permanent magnet is magnetized such that a plurality of magnetic pole portions 37a are arranged on the inner peripheral surface.

  The plurality of magnetic pole portions 37a are provided such that N poles and S poles are alternately arranged on the inner peripheral surface in the circumferential direction of the rotor 30 (more specifically, the back yoke portion 34). The magnetic pole portions 37a adjacent in the circumferential direction form a magnetic pole portion pair 37p. In this embodiment, the number of magnetic poles of the rotor 30 facing the stator 40 is 24. Therefore, twelve magnetic pole part pairs 37p are provided. The number of magnetic poles of the rotor 30 refers to the number of magnetic poles facing the stator 40. The permanent magnet of the rotor 30 and the stator 40 are opposed to each other through an air gap. The magnetic pole part 37 a is provided outside the stator 40 in the radial direction of the rotating electrical machine 20. The back yoke portion 34 is provided outside the magnetic pole portion 37a in the radial direction. The rotating electrical machine 20 has more magnetic pole portions 37 a than the number of teeth 43 of the stator 40.

  The stator 40 has a stator core ST and a plurality of stator windings W. Stator core ST includes a plurality of teeth 43 (teeth) 43 that are provided radially at intervals in the circumferential direction (equal intervals in this embodiment). The plurality of tooth portions 43 integrally extend from the stator core ST toward the radially outer side. In this embodiment, a total of 18 tooth portions 43 are provided at intervals in the circumferential direction. A slot SL is formed between adjacent stator cores ST. Therefore, the stator core ST has a total of 18 slots SL formed at intervals in the circumferential direction. As described above, the rotor 30 has more magnetic pole portions 37 a than the number of the tooth portions 43. The number of magnetic pole portions 37a is 4/3 of the number of slots.

  A stator winding W is wound around each tooth portion 43. That is, the multiple-phase stator winding W is provided so as to pass through the slot SL. FIG. 3 shows a state in which the stator winding W is in the slot SL. Each of the multi-phase stator windings W is one of the U-phase, V-phase, and W-phase windings. Stator winding W is arranged, for example, in the order of the U phase, the V phase, and the W phase in the circumferential direction.

A plurality (11 in this embodiment) of detected portions 38 for detecting the rotational position of the rotor 30 are provided on the outer surface of the rotor 30. The plurality of detected parts 38 are detected by a magnetic action. The plurality of detected portions 38 are provided on the outer surface of the rotor 30 at intervals in the circumferential direction. The detected portion 38 is made of a ferromagnetic material.
FIG. 3 shows numbers “0” to “23” assigned to the positions of the eleven detected portions 38 and the missing positions where the detected portions 38 are not provided. These numbers are assigned over one combustion cycle of the engine body 10, that is, over two rotations of the rotor 30, and represent the position of the crankshaft 15 in one combustion cycle. Specifically, the numbers “0” to “11” represent the position of the crankshaft 15 for the first rotation, and the numbers “12” to “23” represent the position of the crankshaft 15 for the second rotation.

  The electromagnetic pickup 50 is used as a rotor position detection device that detects the rotational position of the rotor 30. The electromagnetic pickup 50 is provided at a position facing the plurality of detected portions 38. The electromagnetic pickup 50 includes a pickup coil 51 that magnetically detects the detected portion 38. The electromagnetic pickup 50 further includes a detection magnet 52 and a core 53. When the detected part 38 with the number “0” passes the position opposite to the electromagnetic pickup 50, the crankshaft 15 is at or near the compression top dead center. When the detected portion 38 with the number “12” passes through the position facing the electromagnetic pickup 50, the crankshaft 15 is at or near the exhaust top dead center.

The rotating electrical machine 20 is coupled to the crankshaft 15 of the engine body 10. Specifically, the rotor 30 is coupled to the crankshaft 15 so as to rotate at a fixed speed ratio with respect to the crankshaft 15.
In this embodiment, the rotor 30 is attached to the crankshaft 15 without a power transmission mechanism (for example, a belt, a chain, a gear, a speed reducer, a speed increaser, etc.). The rotor 30 rotates with respect to the crankshaft 15 at a speed ratio of 1: 1. The rotating electrical machine 20 is configured such that the rotor 30 rotates in the forward rotation direction during the combustion operation of the engine body 10.

  The rotating electrical machine 20 functions as a starter motor that starts the engine body 10 by rotating the crankshaft 15 in the forward rotation direction when starting the engine. Further, the rotating electrical machine 20 functions as a generator that is driven by the engine body 10 to generate electric power when the engine body 10 performs a combustion operation. That is, the rotating electrical machine 20 has both a function of starting the engine body 10 by rotating the crankshaft 15 in the forward rotation direction and a function of generating power by being driven by the engine body 10 when the engine body 10 performs a combustion operation. Have both.

  The rotating electrical machine 20 is driven by a battery 4 (see FIG. 1) included in the saddle riding type vehicle 1 to apply a force to the crankshaft 15 to the rotation. More specifically, the rotating electrical machine 20 can drive the crankshaft 15 to rotate in the forward direction and can rotate in the reverse direction. Further, the rotating electrical machine 20 can be driven by the battery 4 to apply a force in the direction opposite to the rotation direction of the crankshaft 15, that is, a braking force.

  The plurality of detected portions 38 are arranged on the outer surface of the rotor 30 at intervals along the rotation direction of the rotor 30. The electromagnetic pickup 50 has a detection region at a position that sequentially faces the plurality of detected portions 38 as the rotor 30 rotates. In other words, the electromagnetic pickup 50 is arranged facing a detection region into which the plurality of detected portions 38 sequentially enter while the rotor 30 is rotating.

More specifically, the detected portions 38 are provided on the outer surface of the rotor 30 at an angular interval of 30 degrees. A one-dot chain line in FIG. 3 indicates an angular interval at which the detected portion 38 is provided. Adjacent to-be-detected parts 38 are arranged at an angular interval forming a measurement angle θ. In this embodiment, the measurement angle θ is 30 degrees.
The electromagnetic pickup 50 detects each of the plurality of detected parts 38 every time the rotor 30 rotates by the measurement angle θ. The electromagnetic pickup 50 outputs a detection signal every time it detects each of the detected parts 38. More precisely, when the detected portion 38 moves through the detection region, an electromotive force is generated in the pickup coil 51 by electromagnetic induction, thereby generating a detection signal. That is, the electromagnetic pickup 50 detects the movement of the detected portion 38 through the detection area and outputs a detection signal.

In this embodiment, each detected portion 38 corresponds to one magnetic pole portion pair 37p. The plurality of detected portions 38 have the same relative positional relationship with the corresponding magnetic pole portion pair 37p.
In this embodiment, eleven detected parts 38 are provided in the rotor 30. The eleven detected parts 38 are respectively provided at eleven of the twelve positions arranged on the rotor 30 at intervals of the measurement angle θ. Specifically, the detected portions 38 are arranged at 11 locations of numbers “0” to “4”, “6” to “11” (or “12” to “16”, “18” to “23”). ing. The number “5” (or “17”) represents a missing position where the detected portion 38 is not arranged.

  The plurality of detected portions 38 are located at equal intervals or substantially equal intervals in the circumferential direction of the crankshaft 15. Two positions adjacent in the circumferential direction across the missing position (number “5” or “17”) (two positions number “4” and “6”, or two positions “16” and “18”) The angle interval 2θ between the two detected parts 38 arranged at the position is twice the measurement angle θ. In this way, one of the plurality of intervals formed by the plurality of detected portions 38 is different from the other intervals, so that it is possible to detect the reference position (reference crank position) in one rotation of the crankshaft 15. is there. The detection signal generated by the electromagnetic pickup 50 corresponding to the reference position, that is, the missing position to which the numbers “5” and “17” are assigned, is the reference detection signal.

In the following description, the rotational position (crank position) of the crankshaft 15 may be expressed using the number of the detected part 38. For example, the position “9” means the rotational position of the crankshaft 15 in a state where the detected portion 38 with the number “9” is detected by the electromagnetic pickup 50 (see FIG. 3).
FIG. 4 is a block diagram showing an electrical schematic configuration of the saddle riding type vehicle 1 including the engine unit EU. The engine unit EU is provided with a control device 60 and an inverter 61. The control device 60 controls each part of the saddle riding type vehicle 1 including the inverter 61.

  The rotating electrical machine 20 and the battery 4 are connected to the inverter 61. When the rotating electrical machine 20 functions as a generator, the electric power generated by the rotating electrical machine 20 is supplied to the battery 4 through the inverter 61 and the power line 71. Thereby, the battery 4 is charged with the electric power generated by the rotating electrical machine 20. When the rotating electrical machine 20 is used as a starter motor, the battery 4 supplies power to the rotating electrical machine 20 from the power supply line 71 via the inverter 61. A main relay 9 is interposed in the power line 71. Therefore, the battery 4 is connected to the inverter 61 via the main relay 9. The main relay 9 is opened and closed by the control device 60.

  The inverter 61 includes a plurality of (for example, six) switching elements 611 to 616. Switching elements 611 to 616 constitute a three-phase bridge inverter. Stator winding W is connected to switching elements 611-616. The plurality of switching elements 611 to 616 are connected to each phase of the multi-phase stator winding W. More specifically, of the plurality of switching elements 611 to 616, two switching elements connected in series constitute a half bridge. The half bridge of each phase is connected in parallel to the battery 4. Switching elements 611 to 616 constituting the half-bridge of each phase are connected to each phase of a plurality of phases of stator winding W, respectively. Each of the switching elements 611 to 616 is, for example, a transistor, and more specifically, an FET (field effect transistor), an IGBT (insulated gate bipolar transistor), or the like.

Switching elements 611 to 616 control the passage / interruption of current between the plurality of phases of stator winding W and battery 4.
When the rotating electrical machine 20 functions as a motor, energization and deenergization of each of the plurality of stator windings W are switched by turning on / off the switching elements 611 to 616.

  Further, when the rotating electrical machine 20 functions as a generator, on / off operation of the switching elements 611 to 616 switches between current passing / breaking between each of the stator windings W and the battery 4. By sequentially switching on and off the switching elements 611 to 616, rectification of three-phase alternating current output from the rotating electrical machine 20 and voltage control are performed. As described above, the switching elements 611 to 616 control the current output from the rotating electrical machine 20 to the battery 4 and the electrical components.

In such a power generation operation, the capacitor 67 connected to the power supply line 71 smoothes the voltage derived to the power supply line 71 when the rotating electrical machine 20 performs a power generation operation.
The control device 60 is connected to the fuel injection device 18 and the spark plug 19 which are electrical components provided in the engine body 10 and controls them. The control device 60 is connected to the fuel pump 80 and controls its operation. The fuel pump 80 supplies fuel from a fuel tank (not shown) to the fuel injection device 18.

  Further, an electromagnetic pickup 50 is connected to the control device 60, and a detection signal generated by the electromagnetic pickup 50 is input. Further, a throttle position sensor 82 and an engine temperature sensor 83 are connected to the control device 60, and these detection signals are input. The throttle position sensor 82 detects the valve position of the throttle valve TV, that is, the throttle opening. Since the throttle valve TV is operated by the accelerator operator 8, the throttle position sensor 82 can detect the operation of the accelerator operator 8. The engine temperature sensor 83 detects the temperature of the engine body 10 as the engine temperature. The engine temperature sensor 83 is disposed in the vicinity of the engine body 10. When the engine body 10 is a water-cooled engine, the engine temperature sensor 83 may detect the temperature of the cooling water as an alternative index of the engine temperature.

Furthermore, a starter switch 70 that is operated by a user when starting the engine body 10 is connected to the control device 60. When the control device 60 detects the operation of the starter switch 70, the control device 60 executes start cranking control including driving of the rotating electrical machine 20.
The electric power of the battery 4 is supplied to the control device 60 through the power supply line 72, and further supplied to electrical components such as the fuel pump 80, the fuel injection device 18, and the spark plug 19. A main switch 7 is interposed in the power line 72. The main switch 7 is a switch that the user conducts when the saddle riding type vehicle 1 starts to be used, and that the user shuts off when the saddle riding type vehicle 1 is used.

  When the main switch 7 is turned on, the control device 60, the fuel pump 80, the fuel injection device 18, the spark plug 19 and the like are connected to the battery 4 and become operable. Further, when the main switch 7 is turned on and the main relay 9 is further turned on, the power generated by the rotating electrical machine 20 is supplied to the control device 60, the fuel pump 80, The fuel can be supplied to the fuel injection device 18 and the spark plug 19.

The control device 60 is further connected to the power supply line 71 between the main relay 9 and the inverter 61. Therefore, the control device 60 can receive the electric power generated by the rotating electrical machine 20 even when the main relay 9 is cut off. The control device 60 controls the opening and closing of the main relay 9 when electric power is supplied and is operable.
The control device 60 includes a rotating electrical machine control unit 62 and a combustion control unit 63.

The combustion control unit 63 of the control device 60 controls the engine body 10. The rotating electrical machine control unit 62 controls the rotating electrical machine 20. Specifically, the rotating electrical machine control unit 62 controls the inverter 61. Thereby, the rotating electrical machine control unit 62 controls the driving operation and the power generating operation of the rotating electrical machine 20.
The combustion control unit 63 controls the combustion operation of the engine body 10. The combustion control unit 63 controls the output of the engine body 10 by controlling the combustion operation of the engine body 10. More specifically, the combustion control unit 63 controls the spark plug 19 and the fuel injection device 18.

The rotating electrical machine control unit 62 controls a plurality of switching elements 611 to 616 provided in the inverter 61, thereby controlling a current flowing between the battery 4 and the rotating electrical machine 20 through the power supply line 71. The rotating electrical machine control unit 62 controls the operation of the rotating electrical machine 20 by controlling each on / off operation of the switching elements 611 to 616.
The control device 60 is composed of a computer having a processor (CPU) 64 and a memory 65 (storage device). The memory 65 stores data related to programs and operations. The CPU 64 performs arithmetic processing based on the control program and data stored in the memory 65. The functions of the rotating electrical machine control unit 62 and the combustion control unit 63 are realized by the CPU 64 executing a control program. Therefore, the operation by each of the rotating electrical machine control unit 62 and the combustion control unit 63 is specifically the operation of the control device 60 having the form of a computer.

  FIG. 5 is a flowchart for explaining an example of processing by the control device 60 from engine start to engine stop. When starting the use of the saddle riding type vehicle 1, the user turns on the main switch 7. Thereby, electric power is supplied from the battery 4 to the control device 60, and the control device 60 starts processing. The control device 60 makes the main relay 9 conductive and connects the battery 4 and the inverter 61.

  The user further operates the starter switch 70 to start the operation of the engine body 10 (step S1: YES). In response to this, the control device 60 starts the start cranking control (see FIG. 6) for driving the rotating electrical machine 20 in the forward rotation direction (step S2). That is, the control device 60 controls the switching elements 611 to 616 of the inverter 61 to supply electric power from the battery 4 to the rotating electrical machine 20. Thereby, the rotation of the crankshaft 15 starts.

When the rotation of the crankshaft 15 starts, a detection signal is generated from the electromagnetic pickup 50. The control device 60 shapes the detection signal to obtain a crank pulse. The control device 60 performs on / off control of the switching elements 611 to 616 at a timing defined based on the crank pulse, and thereby performs brushless drive control of the rotating electrical machine 20.
When a predetermined number (for example, 2 to 3) of crank pulses is generated (step S3: YES), the control device 60 starts driving the fuel pump 80 (step S4) to prepare for starting the engine body 10.

  On the other hand, the control device 60 monitors the crank pulse and determines whether or not a missing position (number “5” or “17”) has arrived (step S5). When the missing position arrives (step S5: YES), the control device 60 starts counting the crank pulses (step S6). Then, using the missing position as a reference, a position specifying process for specifying the rotational position of the crankshaft 15 is performed based on the count value of the crank pulse (step S7). Thereafter, the control device 60 always performs the counting of the crank pulse and the position specifying process based on the counted value.

  Further, the control device 60 executes engine control for controlling the operation of the engine body 10 based on the position of the crankshaft 15 specified by the position specifying process. Specifically, the control device 60 monitors the engine rotation speed based on the crank pulse interval, and detects the intake stroke based on the fluctuation (step S8. Temporary stroke determination based on the intake stroke detection). When the intake stroke is detected, the stroke can be discriminated based on the rotational position of the crankshaft 15 thereafter. That is, the positions “0” to “11” and the positions “12” to “23” can be distinguished. The control device 60 waits for the rotational position of the crankshaft 15 to reach the injection position (for example, position “8”), and when it reaches the injection position (step S9: YES), causes the fuel injection device 18 to inject fuel (step S9). S10). Further, the control device 60 waits for the rotational position of the crankshaft 15 to reach the ignition position, and when it reaches the ignition position (step S11: YES), the spark plug 19 is sparked to form an air-fuel mixture in the combustion chamber 21. Ignite (step S12). The ignition position is set to a position near the top dead center position (for example, positions “0” and “12”). The ignition position (for example, positions “0” and “12”) may coincide with the top dead center position, or may be a position slightly deviated from the top dead center position.

  Thereafter, the control device 60 monitors the engine rotation speed based on the crank pulse interval, and when the engine rotation speed reaches the complete explosion rotation speed (step S13: YES), performs a stroke determination for ignition (step S14). . The stroke determination for ignition includes, for example, stroke determination based on fluctuations in engine speed during one combustion cycle. Before this stroke determination for ignition, spark discharge of the spark plug 19 is performed once per rotation, and ignition is performed twice in one combustion cycle. Specifically, two positions (for example, positions “0” and “12”) near the compression top dead center position and the exhaust top dead center position are set as ignition positions, and at these two ignition positions, the spark plug 19 is Spark discharge. After the ignition stroke determination, the spark plug 19 sparks once in one combustion cycle, that is, at an ignition position near the compression top dead center position (for example, position “0”).

After completion of the ignition stroke determination, 24 rotation positions “0” to “23” obtained by dividing the two rotations of the crankshaft 15 by 30 degrees are accurately determined by counting the crank pulses, and are determined at the injection position. Fuel injection (step S15, synchronous injection control) and ignition at the ignition position (step S16) are repeated, and combustion of the engine body 10 continues.
When the engine body 10 is started, the control device 60 executes idle stop control. That is, when the saddle riding type vehicle 1 stops due to a signal waiting or the like and the idle stop condition is satisfied (step S17: YES), the control device 60 interrupts the fuel injection control and the ignition control, and the engine body 10 burns. Is stopped (step S18). This state is an idle stop state.

The idle stop condition may be that all of the following conditions A1 to A4 continue for a predetermined duration (for example, 3 seconds).
A1: Throttle opening is fully closed A2: Vehicle speed is a predetermined value (for example, 3 km / h) or less A3: Engine rotation speed is in an idle rotation speed range (for example, 2500 rpm or less)
A4: The engine temperature is equal to or higher than a predetermined value (for example, 60 ° C.) When the rotation of the crankshaft 15 is stopped, the control device 60 executes swingback control (step S19).

  Even when the user turns off the main switch 7 instead of the idling stop (step S20: YES), the control device 60 interrupts the fuel injection control and the ignition control and stops the combustion of the engine body 10 (step S21). . At this time, after the main switch 7 is turned off, the control device 60 holds the main relay 9 in the on state, maintains the connection with the battery 4, and performs control for stopping the engine body 10 (step S21). ). Furthermore, when the rotation of the crankshaft 15 is stopped, the control device 60 performs swingback control (step S22). After the swingback control (step S22), the control device 60 turns off the main relay 9 (step S23) and disconnects the connection with the battery 4.

  When the engine body 10 is stopped, the control device 60 may perform brake control in order to stop the rotation of the crankshaft 15 quickly. The brake control is control that causes the rotating electrical machine 20 to generate a torque opposite to the rotation direction of the crankshaft 15 by controlling the switching elements 611 to 616 of the inverter 61. In addition, after the rotation of the crankshaft 15 is stopped, the control device 60 may perform stop position control by energizing the stator winding W for a predetermined time prior to swingback control (steps S19 and S21). The stop position control is a control for accurately guiding the position of the crankshaft 15 to any one of the twelve rotational positions “0” to “11” (or “12” to “23”).

  FIG. 6 is a flowchart for explaining an example of the start cranking control. When the starter switch 70 is operated, the control device 60 measures the operation duration time. Then, when the operation duration time is operated beyond the start intention determination time (step S61: YES), the control device 60 energizes the rotating electrical machine 20 to drive the crankshaft 15 in the forward rotation direction. Rolling drive is performed (step S62). That is, the control device 60 performs on / off control of the switching elements 611 to 616 of the inverter 61 with a normal rotation pattern. When the operation continuation time does not exceed the start intention determination time (step S61: NO), the control device 60 ends the start cranking control. That is, in this embodiment, the continuous operation exceeding the start intention determination time of the starter switch 70 is an example of the start trigger operation. The starter switch 70 is an example of an operation element that is operated by a user to start cranking.

  The start intention determination time is set to a time length sufficient to determine that the user has an intention to start the engine. That is, the start intention determination time is set longer than the duration of unintended operation, such as when the user touches the starter switch 70 carelessly. The start intention determination time is set to a time shorter than or shorter than the continuous operation time when the user intentionally operates the starter switch 70 with the start intention. The start intention determination time is set to a time longer than or longer than the continuous operation time when the user performs an unintended operation on the starter switch 70. The start intention determination time may be set to about 0.2 seconds, for example.

  After starting the forward rotation drive (step S62), the control device 60 measures the duration (cranking duration) after the forward rotation drive is started, and this cranking duration is a predetermined cranking limit time. Is judged (step S63). While the cranking continuation time does not exceed the cranking limit time (step S63: NO), the control device 60 continues the start cranking control and drives the rotating electrical machine 20 in the forward rotation direction (step S62).

  When the cranking continuation time exceeds the cranking limit time (step S63: YES), the control device 60 determines whether or not the engine body 10 has started combustion (step S64). This determination may be a determination as to whether the engine speed has reached the complete explosion speed. If engine body 10 has started combustion (step S64: YES), control device 60 ends the start cranking control. In this case, the control device 60 may stop energizing the rotating electrical machine 20 and finish the forward rotation driving. Further, the control device 60 may further perform start assist control for stabilizing the operation state of the engine body 10 by continuing forward rotation of the rotating electrical machine 20.

  When the combustion of the engine body 10 has not started even though the cranking has been continued until the cranking limit time (step S64: NO), the control device 60 determines whether or not the operation of the starter switch 70 is continued. Judgment is made (step S65). If the operation of the starter switch 70 is released (step S65: NO), the control device 60 stops energizing the rotating electrical machine 20 even if the combustion of the engine body 10 has not started (step S66). Thereafter, the control device 60 performs swingback control (step S67).

  On the other hand, when the operation of the starter switch 70 is continued (step S65: YES), the control device 60 continues the start cranking control and drives the rotating electrical machine 20 in the forward rotation direction (step S62). If the start of combustion of the engine body 10 is confirmed during that time (step S64: YES), the control device 60 finishes the start cranking control. When the engine main body 10 does not start combustion before the start of the starter switch 70 is released (step S64: NO), the operation of the starter switch 70 is released (step S65: NO). Is stopped (step S66). Thereafter, the control device 60 performs swingback control (step S67).

FIG. 7 is a flowchart for explaining an example of the swing back control (steps S19, S22, S67). The control device 60 drives the rotating electrical machine 20 in the reverse rotation direction by driving the switching elements 611 to 616 of the inverter 61 in the reverse rotation pattern (step S31). Thereby, the crankshaft 15 starts to rotate in the reverse direction.
The control device 60 executes reverse rotation determination for determining rotation of the crankshaft 15 in the reverse rotation direction. If the voltage of the battery 4 is low, even if a phase current is applied to the stator winding W through the inverter 61, the rotation of the crankshaft 15 may not follow and may step out. Therefore, the control device 60 executes reverse rotation determination. More specifically, the control device 60 determines whether or not step-out has occurred (step S32). For example, the control device 60 may determine that a step-out has occurred when the electromagnetic pickup 50 does not generate a detection signal for a predetermined time or more, that is, when the crank pulse does not occur for a predetermined time or more. When step-out occurs (step S32: YES), the control device 60 stops the drive control of the rotating electrical machine 20 (step S33), and stops the swingback.

  If it is determined that step-out has not occurred (step S32: NO), that is, if it is determined that the crankshaft 15 is rotating, the control device 60 determines that the position of the crankshaft 15 is a predetermined swingback. It is determined whether or not it is a position (for example, position “7”) (step S34). The position of the crankshaft 15 is obtained by a position specifying process that counts crank pulses (a count that decreases the count value when rotating in the reverse direction). The rotating electrical machine 20 is driven in reverse until the position of the crankshaft 15 reaches the swingback position, and when it reaches the swingback position (step S34: YES), the driving of the rotating electrical machine 20 is stopped (step S35).

  The swingback position is preferably set to a position before the immediately preceding compression top dead center position (before the reverse rotation direction). It is preferable that the stop position control described above is performed after the crankshaft is reversed to the swingback position. By this stop position control, the crankshaft 15 can be accurately guided to any one of the twelve rotational positions “0” to “11” (or “12” to “23”). The swing back position can be controlled.

  Since the electromagnetic pickup 50 uses electromagnetic induction accompanying the movement of the detected portion 38, there is a possibility that a detection signal is not generated immediately before the rotation of the crankshaft 15 is stopped, and there is a possibility that accurate position information is lost. is there. Therefore, there is an error in the position of the crankshaft 15 recognized by the control device 60 when the engine is stopped (steps S18 and S21) and the position of the crankshaft 15 recognized by the control device 60 when the swingback operation is stopped (step S35). May be included. However, since the swing back operation does not require so much accuracy, there is no problem even if the position of the crankshaft 15 after the swing back is slightly deviated from the swing back position (target position).

  FIG. 8 is a flowchart for explaining an example of processing of the control device 60 accompanying restart from the idle stop state. In the idle stop state, the control device 60 executes restart control. That is, when the restart condition is satisfied in the idle stop state (step S41: YES), the control device 60 performs restart cranking control (see FIG. 9) for driving the rotating electrical machine 20 in the forward rotation direction. Start (step S42). That is, the control device 60 controls the switching elements 611 to 616 of the inverter 61 with a normal rotation pattern to supply electric power from the battery 4 to the rotating electrical machine 20. Thereby, rotation of the crankshaft 15 in the forward rotation direction starts.

  When the rotation of the crankshaft 15 starts, a detection signal is generated from the electromagnetic pickup 50. The control device 60 shapes the detection signal to obtain a crank pulse. The control device 60 performs on / off control of the switching elements 611 to 616 in a normal rotation pattern at a timing defined based on the crank pulse, thereby driving the rotating electrical machine 20 in the normal rotation direction.

When the restart condition is satisfied (step S41: YES), the control device 60 starts driving the fuel pump 80 without waiting for the generation of the crank pulse (step S43), and prepares for early fuel injection. . That is, when the restart condition is satisfied, the control device 60 starts driving the fuel pump 80 without waiting for the rotation of the crankshaft 15 to start.
The restart condition includes, for example, that the throttle opening detected by the throttle position sensor 82 is equal to or greater than a predetermined opening. In this case, the restart condition is that the user rotates the accelerator operation element 8 by a predetermined angle or more.

  Even if a phase current is applied to the stator winding W through the inverter 61, the rotation of the crankshaft 15 does not follow, and there is a possibility that the crankshaft 15 cannot be rotated accurately due to step-out. Therefore, the control device 60 executes forward rotation determination for determining the start of rotation of the crankshaft 15 in the forward rotation direction. Specifically, control device 60 executes forward rotation synchronous rotation determination for determining whether crankshaft 15 is rotating in synchronization with the phase current (step S44). For example, if the timing of the detection signal of the electromagnetic pickup 50 deviates from the appropriate timing with respect to the on / off timing of the switching elements 611 to 616 of the inverter 61, the control device 60 does not rotate synchronously in the normal rotation direction. You may judge. When the synchronous rotation in the normal rotation direction is not detected, the control device 60 stops the drive control of the rotary electric machine 20 and tries the normal rotation drive (step S42) of the rotary electric machine 20 again. Thus, the forward rotation drive (step S42) is repeated until the crankshaft 15 rotates synchronously in the forward direction.

  When the crankshaft 15 rotates synchronously in the forward direction (step S44: YES), the control device 60 executes start asynchronous injection control. Specifically, the control device 60 determines whether or not the start asynchronous injection execution condition is satisfied (step S45). Asynchronous injection means that the fuel injection device 18 injects fuel before the provisional stroke determination based on the detection of the missing position or the intake stroke detection.

The start asynchronous injection execution condition is, for example, one of a battery voltage condition regarding the voltage of the battery 4, an engine temperature condition that is a condition regarding the temperature of the engine body 10, and an asynchronous injection number limiting condition that is a condition regarding the number of times of asynchronous injection. Including one or more.
The battery voltage condition may be that the battery voltage is equal to or higher than a threshold value. When the battery voltage is low, there is a concern that swingback control is not properly performed when the engine is stopped immediately before, so it is preferable to avoid asynchronous injection. Specifically, if the battery voltage is low, the crankshaft 15 may not be properly reversed to the swingback position. In addition, the stop position control may be insufficient.

  The engine temperature condition includes that the engine temperature is equal to or higher than the lower limit temperature. If the engine temperature is excessively low, the fuel injected by asynchronous injection may not be properly vaporized, resulting in poor combustion. The engine temperature condition may include that the engine temperature is equal to or lower than the upper limit temperature. If the engine temperature is high, there is a risk of self-ignition before ignition in the compression stroke. The engine temperature is detected by an engine temperature sensor 83.

The condition for limiting the number of asynchronous injections is a condition for limiting the number of asynchronous injections to an upper limit number (for example, one time) or less. If it takes time to determine the stroke, asynchronous injection may be repeated. In that case, excessive fuel is supplied, and the spark plug 19 may be plugged. Therefore, it is appropriate to limit the number of asynchronous injections.
When the start asynchronous injection execution condition is satisfied (step S45: YES), the control device 60 responds to the input of the crank pulse immediately thereafter (step S46: YES) and causes the fuel injection device 18 to asynchronously inject fuel. (Step S47). The amount of fuel injected at this time is set according to a different rule from that for synchronous injection. For example, two types of maps with the throttle opening as a variable are prepared for synchronous injection and asynchronous injection. In the case of synchronous injection, the fuel injection amount is determined according to the synchronous injection map, and in the case of asynchronous injection, the fuel injection amount is determined according to the asynchronous injection map.

If the start asynchronous injection execution condition is not satisfied (step S45: NO), the asynchronous injection (step S47) is omitted.
The control device 60 monitors the crank pulse and determines whether or not a missing position has arrived (step S48). When the missing position arrives, the control device 60 starts counting the crank pulses (step S49). Then, using the missing position as a reference, a position specifying process for specifying the rotational position of the crankshaft 15 is performed based on the count value of the crank pulse (step S50). Thereafter, the control device 60 always performs the counting of the crank pulses and the position specifying process based thereon.

  Further, the control device 60 performs initial explosion ignition control. That is, when the arrival of the ignition position (initial explosion ignition position) is detected by the position specifying process (step S50) (step S51: YES), the control device 60 causes a spark discharge of the spark plug 19 (step S52). ). If the asynchronous injection (step S47) is performed, the fuel is introduced into the combustion chamber 21, and thus combustion occurs.

Since the swingback position is determined in advance, when the first missing position arrives, accurate stroke determination becomes possible. Therefore, at the time of restart from idle stop, it is possible to omit provisional stroke determination (see step S8 in FIG. 5) based on intake stroke detection.
Thereafter, the control device 60 monitors the engine rotation speed based on the crank pulse interval, and when the engine rotation speed reaches the complete explosion rotation speed (step S53: YES), performs a stroke determination for ignition (step S54). ). Before the stroke determination for ignition, spark discharge of the spark plug 19 is performed once per rotation, and ignition is performed twice in one combustion cycle.

After completion of the ignition stroke determination, 24 rotation positions “0” to “23” obtained by dividing the two rotations of the crankshaft 15 by 30 degrees are accurately determined by counting the crank pulses, and are determined at the injection position. Fuel injection (step S55; synchronous injection control) and ignition at the ignition position (step S56) are repeated, and combustion of the engine body 10 continues.
Subsequent idle stop control or normal stop in response to an off operation of the main switch 7 is the same as in FIG. 5 (steps S17 to S23).

FIG. 9 is a flowchart for explaining an example of restart cranking control. In FIG. 9, the same step numbers as in FIG. 6 are assigned to the same processes as those in FIG. 6 (starting cranking control) described above.
When the accelerator operator 8 is operated in the idle stop state, the control device 60 measures the operation angle and the operation duration time. Specifically, the control device 60 determines whether or not the accelerator operation element 8 has been operated beyond a predetermined angle based on the detection signal of the throttle position sensor 82. For example, when the throttle valve TV is a butterfly valve, the predetermined angle may be set equal to the operation angle of the accelerator operating element 8 corresponding to a predetermined angular displacement (for example, 1 degree) of the valve body. Actually, since the accelerator operation element 8 is provided with play, the throttle position does not change unless the accelerator operation element 8 is operated beyond the play range. Therefore, the play range of the accelerator operator 8 is included in the predetermined angle. Therefore, when the accelerator operator 8 is operated beyond the predetermined angle, it can be determined that the user has an intention to restart even if the operation duration time is relatively short.

  When the state in which the accelerator operator 8 is operated beyond the predetermined angle exceeds the restart intention determination time (step S71: YES), the controller 60 energizes the rotating electrical machine 20 to rotate the crankshaft 15 forward. Forward rotation driving for driving in the direction is performed (step S62). That is, the control device 60 performs on / off control of the switching elements 611 to 616 of the inverter 61 with a normal rotation pattern. When the state where the operation angle of the accelerator operator 8 exceeds the predetermined angle does not continue beyond the restart intention determination time (step S71: NO), the control device 60 ends the restart cranking control (step S71). : NO). That is, in this embodiment, the operation of the accelerator operator 8 exceeding the predetermined angle and the continuing operation exceeding the restart intention determination time is an example of the restart trigger operation.

  The restart intention determination time is set to a time length sufficient to determine that the user has an intention to restart the engine. That is, the restart intention determination time is set longer than the duration of unintended operation, such as when the user carelessly touches the accelerator operation element 8. In addition, the restart intention determination time is set to a time shorter than or shorter than the continuous operation time when the user intentionally operates the accelerator operator 8 with the intention to restart. The restart intention determination time may be set to about 10 milliseconds, for example.

The processing of the control device 60 after starting the forward rotation drive is the same as in the case of the start cranking control (steps S62 to S67).
FIG. 10A and FIG. 10B are diagrams for explaining an operation example at the normal start. 10A and 10B show a series of operation examples, and an operation following the operation of FIG. 10A is shown in FIG. 10B.

  The rotation position of the crankshaft 15 in the rotation section of one combustion cycle, that is, the rotation section of 720 degrees (two rotations) is a position “0” to “23” that divides the rotation section into 24 equal parts. Is detected. Positions “5” and “17” are missing positions (reference crank positions), and position “0” is an ignition position set in the vicinity of the compression top dead center position. The position “12” is a position set near the exhaust top dead center. Before completion of the stroke determination (see step S14 in FIG. 5), ignition is performed at the position “12” in addition to the position “0”.

  In this operation example, the exhaust valve EV is opened in the section of the positions “5” to “12”, and the intake valve IV is opened in the section of the positions “11” to “18”. For example, the position “8” is the injection position. The swingback position (target position) is a position that is in front of the ignition position “0” in the vicinity of the compression top dead center position when the crankshaft 15 is rotated in the reverse direction, for example, the position “7”. The swing back position is determined such that the top dead center next to the first missing position (reference crank position) becomes the compression top dead center when the crankshaft 15 is rotated in the forward direction from the swing back position. ing. More specifically, the swing back position is preferably determined between the injection position “8” and the compression top dead center (near position “0”) immediately before the injection position “8”, and may be a position closer to the injection position “8”. More preferred. More specifically, the swing back position is preferably a position “7” immediately before the injection position “8”.

  When the crankshaft 15 is at the position “7” (swing back position), when the rotary electric machine 20 is driven in the forward rotation direction, the missing position “17” arrives after the injection position “8” arrives. Pulse counting begins. Therefore, synchronous injection cannot be performed at the injection position “8” immediately after the swingback position “7”. Therefore, at the ignition position “0” in the vicinity of the first compression top dead center position, no fuel is present in the combustion chamber 21, so that no combustion occurs even when the ignition plug 19 is ignited.

When the provisional stroke determination based on the intake stroke detection ends after the first compression top dead center position, synchronous injection is performed at the next injection position “8”. Therefore, when the spark plug 19 is ignited at the ignition position “0” near the next compression top dead center position, combustion occurs and the operation of the engine body 10 starts.
Thus, the first explosion occurs in the second combustion cycle from the swingback position “7”.

  When the rotating electrical machine 20 is energized from the swing back position “7” and the crankshaft 15 is driven in the forward rotation direction, the time required for the first ignition position “0” (compression top dead center position) is, for example, 0.4. About seconds. The time required for rotation of the crankshaft 15 from the ignition position “0” to the next ignition position “0” (second compression top dead center position) where the first explosion occurs is, for example, about 0.2 seconds. is there.

  Therefore, it is preferable to set the cranking limit time (step S63 in FIG. 6) to 0.6 seconds or more. That is, the crankshaft time limit is preferably set to be equal to or greater than the sum of the time required from the swingback position to the first compression top dead center position and the time required for one combustion cycle immediately after that. In other words, it is preferable that the time is set to be longer than the required time from the swing back position to the second compression top dead center position. In order to ensure starting, the sum of the time required from the swingback position to the first compression top dead center and the time required for the next two combustion cycles (for example, about 0.8 seconds) or more It is advisable to set the cranking limit time at In other words, it is preferable to set the cranking limit time to the time required from the swing back position to the third compression top dead center (for example, about 0.8 seconds) or more. As a result, two ignition opportunities can be secured, so that the engine can be reliably started.

  FIG. 11 is a diagram for explaining an operation example when the engine is restarted from the idle stop state. Since the time from the idle stop to the engine restart is generally not long, the rotational position of the crankshaft 15 does not change greatly during the idle stop state. Therefore, at the time of restart, the crankshaft 15 is at or near the swing back position “7”.

  When the rotating electrical machine 20 is driven in the forward rotation direction from this state, the electromagnetic pickup 50 generates a detection signal before the missing position “17” at the latest, and therefore a crank pulse is generated. Asynchronous injection is performed in response to the crank pulse. Thereafter, the missing position “17” arrives, and the counting of crank pulses starts from here. Moreover, since the swingback position at the time of restart is at or near position “7”, it is assumed that the first missing position is not position “5” but position “17”. Therefore, the missing position detected first can be regarded as the position “17”, and thereafter, stroke determination (crank position specification) becomes possible.

The control device 60 ignites the spark plug 19 at the ignition position “0” (initial explosion ignition position) near the first compression top dead center position. At this time, since the fuel has already been introduced into the combustion chamber 21 by asynchronous injection, the first explosion can be caused and the operation of the engine body 10 starts.
Thus, combustion can be started from the first compression top dead center position, and the first explosion can be generated within one combustion cycle from the swingback position “7”. Thereby, restart from an idle stop state can be performed rapidly. Compared with a normal start, the engine can be started earlier by one combustion cycle.

When the rotary electric machine 20 is driven in the forward rotation direction from the swing back position “7”, in most cases, the first crank at the position “8” (the injection position for the synchronous injection) next to the swing back position “7”. A pulse is generated. Therefore, in this embodiment, asynchronous injection can be performed at the same or substantially the same timing as synchronous injection.
When the rotating electrical machine 20 is energized from the swing back position “7” and the crankshaft 15 is driven in the forward rotation direction, the time required for the first ignition position “0” (compression top dead center position) is, for example, 0.4. About seconds. Since the first explosion occurs here, the cranking limit time in the restart cranking control is preferably set to about 0.4 seconds or more as the cranking limit time (step S63 in FIG. 9). That is, the crankshaft time limit is preferably set to be equal to or longer than the required time from the swingback position to the first compression top dead center position. In other words, it is preferable to set the time more than the required time from the swing back position to the first compression top dead center position.

  In order to ensure start-up, the required time from the swingback position to the first compression top dead center and the required time for one combustion cycle (for example, about 0.2 seconds) immediately after that (for example, 0) It is advisable to set the cranking time limit to about 6 seconds) or longer. In other words, it is preferable to set the cranking limit time to the time required from the swing back position to the second compression top dead center (for example, about 0.6 seconds) or longer. As a result, two ignition opportunities can be secured, so that the engine can be reliably started.

  A different cranking time limit may be used for normal start cranking control (see FIG. 6) and restart cranking control (see FIG. 9), or the same length cranking time limit may be applied. May be. If the cranking limit time of the same length (for example, about 0.8 seconds) is applied, the ignition opportunity at the time of restart cranking from the idling stop state increases, so the reliability of engine start can be improved. .

12A to 12E show examples of the cranking operation by the start cranking control. In these cranking operation examples, the start intention determination time is set to 0.2 seconds, and the cranking limit time is set to 0.8 seconds.
As shown in FIG. 12A, when the operation continuation time of the starter switch 70 is less than 0.2 seconds, the forward rotation drive (cranking) of the rotating electrical machine 20 is not performed. Therefore, combustion of the engine body 10 does not start.

  As shown in FIG. 12B, when the operation duration time of the starter switch 70 exceeds 0.2 seconds, cranking is executed. Even if the operation of the starter switch 70 is canceled during cranking, cranking is continued until 0.8 seconds (cranking limit time) elapses. If combustion of the engine body 10 starts before the lapse of 0.8 seconds, the start cranking control ends after the cranking continues for 0.8 seconds. Thereafter, energization of the rotating electrical machine 20 may be stopped, or the forward rotation drive of the rotating electrical machine 20 may be continued until the combustion state of the engine body 10 is stabilized (start assist control).

When the engine main body 10 cannot be started due to fuel exhaustion or the like, as shown in FIG. 12C, the cranking is stopped when the cranking continuation time exceeds 0.8 seconds (cranking limit time). In this case, swingback control is performed, and the crankshaft 15 is reversely rotated to the swingback position.
For example, when the temperature is extremely low and it takes time to start the engine, the user may continue to operate the starter switch 70 for a long time. For example, as shown in FIGS. 12D and 12E, even if the cranking continuation time exceeds 0.8 seconds (cranking limit time), the starter switch 70 may still be operated. In such a case, cranking is continued while the starter switch 70 is being operated. If the engine body 10 starts combustion during that time, the start cranking control is ended as shown in FIG. 12D, and the start assist control is performed as necessary. If the engine body 10 does not start combustion, as shown in FIG. 12E, when the operation of the starter switch 70 is released, cranking is completed, and then swingback control is performed.

  The cranking operation example accompanying the restart cranking control is similar to the cranking operation examples of FIGS. 12A to 12E. In this embodiment, the restart trigger operation of the restart cranking control is a continuation of an operation exceeding a predetermined angle of the accelerator operation element 8 (for example, a continuation exceeding 10 milliseconds). Therefore, in the cranking operation examples of FIGS. 12A to 12E, the operation of the starter switch 70 is read as an operation exceeding a predetermined angle of the accelerator operator 8. Further, in the cranking operation examples of FIGS. 12A to 12E, the start intention determination time (for example, 0.2 seconds) is read as the restart intention determination time (for example, 10 milliseconds). Thereby, the cranking operation example accompanying the restart cranking control is obtained.

  As described above, according to this embodiment, the control device 60 performs the swing back control after stopping the operation of the engine body 10 to reverse the crankshaft 15 to the swing back position. Therefore, when the engine is subsequently started, a running section in which the crankshaft 15 is accelerated to the compression top dead center position can be secured. Therefore, in addition to the driving torque generated by the rotating electrical machine 20, the inertial torque of the rotating system including the crankshaft 15 can be used to overcome the compression top dead center. Therefore, the rotating electrical machine 20 does not need to generate a large driving torque and can be reduced in size accordingly. In other words, the engine can be started without any trouble while the rotary electric machine 20 having a power generation function is also used as a starter motor for starting the engine.

  In this embodiment, when the user operates the starter switch 70 to perform a start trigger operation, cranking starts in response thereto. Then, even if there is no start trigger operation thereafter, energization of the rotating electrical machine 20 is continued until the cranking limit time determined so that the engine body 10 starts to burn (see FIG. 12B). Thus, when the start trigger operation is performed, the engine body 10 can be reliably started to burn. That is, since cranking is continued even if the start trigger operation is completed in a short time, combustion of the engine body 10 can be started reliably.

  If the power supply to the rotating electrical machine 20 is stopped without starting the combustion of the engine body 10 when the start trigger operation is completed in a short time, the swingback operation is performed until the engine body 10 is started next. Will be done. This increases the waiting time until the next start. Therefore, the user is forced to perform a plurality of start trigger operations, and a waiting time for a swingback operation occurs between the plurality of start trigger operations. Even if the combustion of the engine body 10 is started, if energization to the rotating electrical machine 20 is stopped immediately after the start of the combustion, the combustion becomes unstable and a so-called low idle phenomenon may occur.

  On the other hand, in this embodiment, even if the start trigger operation is completed in a short time, the rotating electrical machine 20 continues to drive the crankshaft 15 in the forward rotation direction during the cranking limit time (see FIG. 12B). . As a result, the combustion of the engine body 10 can be reliably started by a single start trigger operation, so that it is not necessary to perform a plurality of start trigger operations and no waiting time is generated between them. In addition, since cranking is continued until the cranking limit time elapses, it is possible to avoid the combustion of the engine body from becoming unstable, and to avoid the so-called low idle phenomenon.

Thus, inconvenience at the start due to the swingback operation can be reduced, and an engine unit EU having a good startability can be provided.
Further, in this embodiment, energization to the rotating electrical machine 20 is continued even when the start trigger operation is lost, and when the cranking limit time elapses without the combustion of the engine body 10 being started, Energization is stopped (see FIG. 12C). Thereby, the energization time to the rotary electric machine 20 when the start operation trigger is lost can be limited to the cranking limit time. Thereby, energy consumption can be limited.

  In this embodiment, as long as the start trigger operation continues, energization of the rotating electrical machine 20 is continued even after the cranking limit time has elapsed (see FIGS. 12D and 12E). Thereby, long-time cranking can be performed according to a user's intention. For example, when the temperature is low, cranking for a long time may be required before the combustion of the engine body starts. In such a case, long-time cranking can be allowed according to the intention of the user.

  Further, in this embodiment, when the continuous operation time of the starter switch 70 exceeds the start intention determination time (for example, 0.2 seconds), cranking is performed. When the continuous operation time of the starter switch 70 is less than the start intention determination time, this operation is not regarded as a start trigger operation (see FIG. 12A). Therefore, even if the user operates the starter switch 70 carelessly, cranking does not start. Thereby, cranking can be performed by accurately reflecting the intention of the user.

  In this embodiment, the cranking continues until the cranking time limit determined so that the combustion of the engine body 10 starts, and therefore, when the user carelessly operates the starter switch 70, the cranking is continued. If ranking is performed, cranking and engine start that are not desired by the user may be performed. Therefore, undesired cranking and engine start can be avoided by starting the cranking on condition that the continuous operation time of the starter switch 70 exceeds the start intention determination time. Thereby, useless energy consumption can be avoided.

  In this embodiment, when the engine body 10 is stopped by the idle stop control, the swing back control is performed until the crankshaft 15 is driven in the normal rotation direction by the rotating electrical machine 20 next time. When the user performs a restart trigger operation on the accelerator operator 8 in the idle stop state, cranking is performed. Even if the user interrupts the restart trigger operation before the start of combustion of the engine body 10, the cranking is continued until the cranking time limit elapses. Thus, the engine can be reliably restarted from the idle stop.

  If the cranking is stopped when the restart trigger operation is interrupted before the combustion of the engine body 10 is started, the swingback operation is performed until the engine body 10 is restarted next time. This increases the waiting time until the next restart. Therefore, the user is forced to perform a plurality of restart trigger operations, and a waiting time for swingback occurs between the plurality of restart trigger operations.

  On the other hand, in this embodiment, even if the restart trigger operation is completed in a short time, the cranking is continued until the cranking limit time determined so that the engine body 10 starts to burn. Thereby, the engine body can be reliably restarted by a single restart trigger operation. Therefore, a plurality of restart trigger operations are not necessary, and no waiting time occurs between them. In this way, inconvenience and delay during restart due to the swingback operation can be avoided.

Further, in this embodiment, when the engine main body 10 fails to start, the swingback operation is performed, so that the crankshaft 15 can be started to rotate from the swingback position at the next start. Thereby, the engine body 10 can be started using the inertia torque of the rotating system including the crankshaft 15.
Further, in this embodiment, since the rotation information of the rotor 30 of the rotating electrical machine 20, that is, the position information of the crankshaft 15 is acquired using the electromagnetic pickup 50, compared with the case where a position sensor such as a Hall IC is used. The configuration is inexpensive. On the other hand, it takes time to specify the position based on the detection signal of the electromagnetic pickup 50. In particular, the time from when the engine body 10 is stopped to when the position of the crankshaft 15 can be specified is longer than when a position sensor such as a Hall IC is used. Accordingly, the time from when the rotation of the crankshaft 15 is started until the operation control of the engine body 10 becomes possible is long.

  If the power supply to the rotating electrical machine 20 is stopped without starting the combustion of the engine body 10 when the start trigger operation is completed in a short time, the swingback operation is performed until the engine body 10 is started next. Will be done. In addition, there is a waiting time until the start of combustion control of the engine body 10 through the position specification based on the detection signal of the electromagnetic pickup 50. Therefore, the user is forced to perform a plurality of start trigger operations, and a waiting time for the swingback operation and the position specification occurs between the plurality of start trigger operations.

  On the other hand, in this embodiment, even if the start trigger operation is completed in a short time, the cranking is continued until the cranking limit time elapses. As a result, the combustion of the engine body 10 can be reliably started by a single start trigger operation, so that it is not necessary to perform a plurality of start trigger operations, and the above-described long waiting time does not occur. Therefore, inconvenience at the start due to the swingback operation can be reduced while the structure is inexpensive using the electromagnetic pickup 50.

In this embodiment, the engine body 10 is a single cylinder four-stroke engine body. Therefore, the fluctuation of the load torque at the time of cranking is large, and the load torque becomes maximum near the compression top dead center position. Therefore, by performing the swing back operation, even the powerless rotating electrical machine 20 can overcome the compression top dead center and crank.
On the other hand, the four-stroke engine body 10 has an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke in one combustion cycle. By discriminating these strokes, the operation of the engine body 10 can be appropriately controlled. On the other hand, since it takes time to specify the position using the detection signal of the electromagnetic pickup 50, it takes a long time to determine the stroke. Accordingly, it takes time to start the engine body 10.

  In this embodiment, when cranking is started in response to the start trigger operation, the cranking is continued until the cranking limit time elapses even if the start trigger operation is lost. Therefore, the engine body 10 can be reliably started with a single start trigger operation. Accordingly, repeated cranking can be avoided as much as possible, so that inconvenience at the start due to use of the electromagnetic pickup 50 can be reduced.

  In this embodiment, the position of the crankshaft 15 can be specified after the missing position reaches the detection area of the electromagnetic pickup 50 and the reference detection signal is generated. Therefore, it takes time until the stroke can be determined. According to this embodiment, when cranking is started, cranking is continued until the cranking limit time elapses even if the start trigger operation is lost, so that re-starting operation can be avoided. Therefore, the waiting time due to the re-starting operation can be avoided. As a result, even if it takes time until the stroke can be discriminated, the user only has to wait for the time once, so there is no substantial inconvenience.

In this embodiment, the swing back operation can be accurately performed using the position specifying process using the electromagnetic pickup 50. Thereby, when the engine body 10 is started, the crankshaft 15 can be reliably started to rotate from the swingback position and accelerated, so that the engine body 10 can be started reliably. Thereby, re-starting can be avoided.
As mentioned above, although one Embodiment of this invention was described, this invention can be implemented with another form.

  For example, in the above-described embodiment, the swing back control is performed as the operation of the engine body 10 is stopped. However, the swingback control may be performed after the engine main body 10 is in the idling stop state and before the driving of the crankshaft 15 in the forward rotation direction is started for restart. For example, the swingback control may not be performed at the time of idling stop, and the swingback control may be performed when the restart condition is satisfied, and then the crankshaft 15 may be rotated in the normal rotation direction by the rotating electrical machine 20. .

  In addition, the restart trigger operation in the above-described embodiment is an operation that is not less than a predetermined angle of the accelerator operator 8 and continues beyond the restart intention determination time. However, the restart trigger operation may include that the starter switch 70 is operated beyond the restart intention determination time. In this case, when the starter switch 70 is operated for a restart intention determination time or longer in the idling stop state, control for restarting the engine body 10 is started. The restart intention determination time in this case may be the same as the start intention determination time applied to the operation of the starter switch 70 when not in the idling stop state, or may be shorter than that. When the starter switch 70 is operated when not in the idling stop state, start cranking control (see FIG. 6) is performed. When the starter switch 70 is operated in the idling stop state, restart cranking control (see FIG. 9) is performed.

  In the above-described embodiment, forward rotation determination is performed to determine that the crankshaft 15 has started to rotate in the forward rotation direction, but this may be omitted. That is, asynchronous injection may be performed on the condition that the normal rotation driving of the rotating electrical machine 20 is started. For example, after the forward rotation driving of the rotating electrical machine 20 is started and after waiting for a certain time, the asynchronous injection may be permitted and the asynchronous injection may be executed in synchronization with the crank pulse immediately thereafter.

Further, in the above-described embodiment, asynchronous injection is not performed at the normal start, but asynchronous injection similar to that at the restart may be performed at the normal start.
Furthermore, in the above-described embodiment, the reference detection signal is generated when the missing position on the rotor 30 passes through the electromagnetic pickup 50. However, the arrangement of the detected parts for generating the reference detection signal is not limited to this. For example, one reference detected portion having a circumferential length of the rotor 30 different from other detected portions may be provided.

Further, in order to obtain the rotation information of the rotor 30, a rotation angle sensor such as a Hall IC may be used instead of the electromagnetic pickup 50.
In the above-described embodiment, it is determined whether the operation time or the cranking continuation time exceeds each determination reference value (steps S61, S63, S71, etc.), but each time reaches the corresponding determination reference value. You may judge whether you did. There is no substantial difference in any judgment.

In the above-described embodiment, the single-cylinder four-stroke engine is taken as an example. However, the present invention may be applied to a four-stroke engine having a plurality of cylinders.
Furthermore, in the above-described embodiment, the saddle type vehicle having the two front and rear wheels 3a and 3b is taken as an example. The invention can be applied.

  In addition, various design changes can be made within the scope of matters described in the claims.

  EU engine unit, 1 straddle type vehicle, 2 body, 3a, 3b wheels, 4 battery, 5 seats, 7 main switch, 10 engine body, 15 crankshaft, 18 fuel injection device, 19 spark plug, 20 rotating electrical machine, 30 Rotor, 40 Stator, 38 Detected part, 50 Electromagnetic pickup, 60 Control device, 61 Inverter, 611 to 616 Switching element, 62 Rotating electrical machine control part, 63 Combustion control part, 70 Starter switch, 80 Fuel pump

Claims (11)

An engine unit provided in a saddle-ride type vehicle,
A single-cylinder engine body having a cylinder and a crankshaft;
A starter motor that is coupled to the crankshaft so as to be able to transmit power, and that rotates the crankshaft;
A control device for controlling the engine body and the rotating electrical machine,
The control device is
When the engine main body is in a stopped state, in response to a start trigger operation of an operation element provided in the saddle riding type vehicle, the crankshaft is correctly connected by energizing the rotating electrical machine to start the engine main body. Start cranking control to drive in the rolling direction;
After the engine body stops, before the crankshaft starts to be driven in the forward rotation direction, the crankshaft is driven in the reverse rotation direction by the rotating electric machine, and the crankshaft is reversely rotated to a predetermined swingback position. Let swing back control, and
In the start cranking control, the control device supplies the rotary electric machine to the rotating electrical machine until a predetermined cranking limit time determined so that the engine body starts to burn even if the start trigger operation of the operation element is lost. A straddle-type vehicle engine unit that continues energization.   In the start cranking control, the control device energizes the rotating electrical machine to start the engine body in response to a start trigger operation of the operation element when the engine body is in a stopped state. Even if the crankshaft is driven in the forward rotation direction and the start trigger operation of the operating element is lost, energization to the rotating electrical machine is continued until the predetermined cranking limit time elapses, and the engine body starts to burn. 2. The straddle-type vehicle engine unit according to claim 1, wherein energization of the rotating electrical machine is stopped when the predetermined cranking time limit has elapsed without any failure.   In the start cranking control, when the start trigger operation of the operator continues until the predetermined cranking limit time has elapsed without the engine body starting combustion, The straddle-type vehicle engine unit according to claim 2, wherein energization of the rotating electric machine is continued until no operation is performed.   The operation element includes a starter switch operated by an operator to start the engine body, and the start trigger operation is a continuous operation that reaches a predetermined time of the starter switch or exceeds the predetermined time. The straddle-type vehicle engine unit according to any one of claims 1 to 3. When the idling stop condition is satisfied, the control device executes idling stop control to stop the combustion of the engine body and to enter an idling stop state.
The operating element includes a throttle operating element operated by an operator to operate the throttle of the engine body, and the start trigger operation includes a predetermined restart trigger operation of a user with respect to the throttle operating element,
The straddle type according to any one of claims 1 to 4, wherein the start cranking control includes a restart cranking control that responds to the restart trigger operation on the throttle operator in the idle stop state. Engine unit for vehicles.   The straddle-type vehicle engine unit according to any one of claims 1 to 5, wherein the control device executes the swing back control when the engine main body fails to start due to the start cranking control. . A rotor that rotates with rotation of the crankshaft;
A plurality of detected parts arranged at intervals in the rotation direction on the rotor;
An electromagnetic pickup that has a detection region in a region through which the plurality of detected portions pass, and generates a detection signal along with the passage of the detection region of the detected portion;
The control device uses the detection signal generated by the electromagnetic pickup to control the operation of the engine body using the position specifying process for specifying the position of the crankshaft and the position specified by the position specifying process. The straddle-type vehicle engine unit according to any one of claims 1 to 6, wherein the engine control is executed. The engine body is a single cylinder four-stroke engine body,
The straddle-type vehicle engine unit according to claim 7, wherein the control device controls operation of the engine body based on stroke determination using the position specifying process in the engine control. The plurality of detected parts are configured such that the electromagnetic pickup generates a reference detection signal at a predetermined reference crank position,
9. The control device according to claim 8, wherein, in the position specifying process, the position of the crankshaft is specified based on the reference detection signal generated by the electromagnetic pickup after the crankshaft starts to rotate in the forward rotation direction. The engine unit for saddle riding type vehicles as described.   The control device according to any one of claims 7 to 9, wherein the control device reverses the crankshaft to the predetermined swingback position based on the position specified by the position specifying process in the swingback control. Engine unit for saddle-ride type vehicles. The straddle-type vehicle engine unit according to any one of claims 1 to 10,
Wheels to which rotation of the crankshaft is transmitted;
A straddle-type vehicle including a straddle-type seat.

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