JP3729328B2 - Engine starter for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine starter that uses a starter motor to start an engine, and in particular, automatically stops in response to a predetermined stopping condition while the engine is running, and responds to a predetermined start operation after stopping. The present invention relates to a vehicle engine starter suitable for a vehicle that employs an engine automatic stop / start system that restarts.
[0002]
[Prior art]
When starting the engine, the ignition device also starts igniting simultaneously with the start of the starter motor. Therefore, if the ignition starts when the engine begins to rotate and the engine speed is very low, the piston will be dead by the explosive force. It is pushed back before reaching the point, and noise is generated at the same time as a load is applied to the starter motor. Such a phenomenon is generally called “kettin”.
[0003]
In order to reduce the Kettin noise generated at the time of starting the engine, for example, in Japanese Patent Application Laid-Open No. 60-187766 or Japanese Patent Application Laid-Open No. 2-14730139, the ignition device is operated until the engine speed reaches a predetermined speed. Techniques for prohibiting operation have been proposed.
[0004]
[Problems to be solved by the invention]
In the above-described prior art, when the start operation is detected, the engine speed is first measured. If the engine speed is equal to or greater than a predetermined value, the operation of the ignition device is permitted. Here, since the prior art is based on the premise that the engine is always started from a stopped state, the engine speed is cranked by the starter motor and gradually increases. Therefore, if the measured engine rotational speed is equal to or higher than a predetermined value, the engine rotational speed at the subsequent actual ignition timing always exceeds the predetermined value, so that the occurrence of ketchin can be effectively prevented.
[0005]
On the other hand, if the starting operation is performed in the stopping process until the operating engine reaches the stop state, the ignition operation is permitted because the engine speed is equal to or higher than the predetermined value at the measurement timing of the engine speed. In subsequent ignition timings, the engine speed often falls below a predetermined value, and in such a case, kettin may occur.
[0006]
On the other hand, from the viewpoint of environmental problems and energy saving, the engine ignition device ignition operation is stopped in response to a predetermined stopping condition while the vehicle is traveling, and the engine is automatically stopped after the interruption is resumed in response to a predetermined starting operation. A vehicle equipped with a starter has been developed and distributed on the market. In a vehicle equipped with such an engine automatic stop / start device, the start operation may be performed in a stop process in which the operating engine reaches a stop state, so that the above-described kettin may be generated.
[0007]
An object of the present invention is to provide an engine starter that solves the above-described problems of the prior art and prevents a kicking at the time of engine start and suppresses the start-up sound to a low level.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the present invention includes a starter motor that cranks an engine in response to a predetermined start operation, and an ignition device that ignites the engine at a predetermined rotation angle in response to the start operation. In the vehicle engine starter provided,
It is characterized by the following measures.
[0009]
(1) The ignition device is provided with ignition prohibiting means for prohibiting an ignition operation of the ignition device in a stop process from an operating state to a stopped state.
[0010]
(2) The ignition operation of the ignition device is prohibited at the first engine speed or lower during the stop process from the operating state to the stopped state, and the second engine speed is started during the starting process when the engine is started from the stopped state. In the following, ignition prohibiting means for prohibiting is provided, and the first engine speed is set higher than the second engine speed.
[0011]
According to the feature (1) described above, since the operation of the ignition device is prohibited during the stop process from the operating state to the stop state, the start operation is performed during the stop process, and the engine is at a low speed before top dead center. Even when the ignition position is reached, the engine is not ignited, so no ketchin is generated.
[0012]
According to the above feature (2), the upper limit value of the engine speed for prohibiting the ignition operation of the ignition device is set higher in the stop process than in the start process, so that the number of prohibition of the ignition operation is minimized. Ketchin can be reliably prevented not only in the starting process but also in the stopping process.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 5 is an overall side view of a motorcycle equipped with the engine stop / start control device of the present invention. The vehicle body front portion 2 and the vehicle body rear portion 3 are connected via a low floor portion 4, and a vehicle body frame including a down tube 6 and a main pipe 7 constitutes a skeleton of the vehicle body. The fuel tank and the storage box (both not shown) are supported by the main pipe 7, and the seat 8 is disposed above the fuel tank and the storage box. The seat 8 can also serve as a lid of a luggage box provided in the lower part thereof, and the luggage box is configured to be opened and closed by a hinge mechanism provided in the front part FR.
[0014]
In the vehicle body front portion 2, a steering head 5 is provided on the down tube 6, and a front fork 12 </ b> A is pivotally supported by the steering head 5. A handle 11A is attached to the upper end of the front fork 12A extending upward, and a front wheel 13A is pivotally supported on the lower end. The upper part of the handle 11A is covered with a handle cover 33 that also serves as an instrument panel.
[0015]
A link member (hanger) 37 is pivotally supported in the middle of the main pipe 7, and the swing unit 17 is swingably connected to the main pipe 7 by the hanger 37. The swing unit 17 is mounted with a single-cylinder four-cycle engine 200 at the front thereof. A belt-type continuously variable transmission 35 is configured from the engine 200 to the rear, and a rear wheel 21 is pivotally supported by a speed reduction mechanism 38 provided via a centrifugal clutch at the rear part. A rear cushion 22 is interposed between the upper end of the speed reduction mechanism 38 and the upper bent portion of the main pipe 7.
[0016]
An intake pipe 23 extending from the cylinder head 32 of the engine 200 is connected to the front portion of the swing unit 17. Further, the intake pipe 23 is provided with a vaporizer 24 and an air cleaner 25 connected to the vaporizer 24. Has been. A main stand 26 is pivotally attached to the pivot 18 provided at the lower portion of the swing unit case 31. The main stand 26 is set up for parking (illustrated by a chain line).
[0017]
FIG. 1 is a cross-sectional view of the first embodiment of the swing unit 17 and shows a cross-sectional structure taken along plane AA of FIG. FIG. 2 is a cross-sectional view taken along a plane perpendicular to the crankshaft of the swing unit 17. The swing unit 17 includes an engine 200 located in front of the vehicle, a power generation unit G connected to one end of the crankshaft 12, and an automatic transmission drive unit AT1 and a driven unit AT2 connected to the other end of the crankshaft 12. Prepare.
[0018]
The swing unit case 31 is provided with a crankshaft 12 rotatably supported by main bearings 10 and 11, and a connecting rod 14 is connected to the crankshaft 12 via a crankpin 13. A generator 44 is provided at one end of the crankshaft 12 protruding from the crank chamber 9.
[0019]
One (crankshaft side) sleeve 57a of the one-way (one-way) clutch 50 is fixed to the outer rotor 42 of the generator 44 by a screw 43, and the other (sprocket side) sleeve 55a is integrated with the sprocket 58, A crankshaft 12 is rotatably supported between the generator 44 and the main bearing 11. A chain 40 for obtaining a starting torque from the starter motor 49 shown in FIG. 2 is hung on the sprocket 58.
[0020]
The clutch portion 56a of the one-way clutch 50 prevents the outer rotor 42 of the generator 44, that is, the crankshaft 12, from idling in the reverse direction relative to the sprocket 58 and allows idling in the normal direction. To do. Therefore, if the starter motor 49 is driven when the engine is started and the sprocket 58 is driven in the forward direction of the crankshaft 12, the crankshaft 12 is also driven in the forward direction following this.
[0021]
On the other hand, after the engine is started, even if the starter motor 49 is stopped, the crankshaft 12 idles with respect to the sprocket 58, so that the driving force of the crankshaft 12 is not transmitted to the starter motor 49.
[0022]
A sprocket 59 is fixed on the crankshaft 12 between the sprocket 58 and the main bearing 11. A chain 60 for obtaining power for driving the camshaft 69 from the crankshaft 12 is hung on the sprocket 59. The sprocket 59 is formed integrally with a gear 61 for transmitting power to a pump (not shown) for circulating lubricating oil.
[0023]
The piston 63 disposed in the cylinder 62 is connected to the small end side of the connecting rod 14. A spark plug 65 is screwed onto the cylinder head 32, and its electrode part faces a combustion chamber formed between the head of the piston 63 and the cylinder head 32. A cylinder 62 is surrounded by a water jacket 66.
[0024]
A cam shaft 69 is rotatably supported in the cylinder head 32 above the cylinder 62, and a cam sprocket 72 is fixed to the cam shaft 69. The chain 60 is hung on the cam sprocket 72. The chain 60 transmits the rotation of the sprocket 59, that is, the rotation of the crankshaft 12 to the camshaft 69.
[0025]
A rocker arm 73 is provided on the camshaft 69, and the rocker arm 73 swings according to the cam shape of the camshaft 69 as the camshaft 69 rotates. The cam shape of the camshaft 69 is determined so that the intake and exhaust valves 95 and 96 are opened and closed according to a predetermined stroke of the four-cycle engine.
[0026]
A pulley 83 for winding the V-belt 82 is provided on the end of the crankshaft 12 opposite to the side where the generator 44 is provided. The pulley 83 includes a fixed pulley piece 83a whose movement in the rotational direction and the axial direction is fixed with respect to the crankshaft 12, and a movable pulley piece 83b that is slidable in the axial direction with respect to the crankshaft 12. A holder plate 84 is attached to the back surface of the movable pulley piece 83b, that is, the surface that does not contact the V belt 82. The movement of the holder plate 84 is restricted in both the rotational direction and the axial direction with respect to the crankshaft 12 and rotates integrally. A space surrounded by the holder plate 84 and the movable pulley piece 83b forms a pocket for accommodating the roller 85 as a governor weight.
[0027]
A fan 83c is integrally formed on the back surface of the fixed pulley piece 83a, that is, the surface that does not come into contact with the V-belt 82. The opening of the swing unit case 31 facing the fan 83c is cooled in the automatic transmission chamber. An air cleaner cover 70 including an air cleaner 71 for cleaning and introducing the wind is mounted. The fan 83c is formed to suck outside air into the automatic transmission chamber via the air cleaner 71 when the crankshaft 12 rotates forward.
[0028]
In the driven portion AT2 of the automatic transmission, a fixed pulley piece 132a of the pulley 132 is supported on the main shaft 125 of the clutch. A cup-shaped clutch plate 134 is fixed to the end of the main shaft 125 by a nut 133. A movable pulley piece 132b of the pulley 132 is provided on the sleeve 135 of the fixed pulley piece 132a so as to be slidable in the longitudinal direction of the main shaft 125. The movable pulley piece 132b is engaged with the disk 136 so that it can rotate integrally around the main shaft 125. Between the disk 136 and the movable pulley piece 132b, there is provided a compression coil spring 137 on which a repulsive force acts in the direction of extending the distance between the two. The main shaft 125, the idle shaft 142, and the output shaft 145 mesh with each other, and the rim 21a of the rear wheel 21 is fixed to the output shaft 145.
[0029]
As described above, according to the present embodiment, the starter motor 49 and the crankshaft 12 are connected by the chain 40 as the endless connecting means, and the crankshaft 12 is chain-driven when the engine is started. Sound can be kept lower than before.
[0030]
Further, when the generator 44 and the pulley 83 of the automatic transmission are provided on both sides of the crankshaft 12 with the crank chamber 9 interposed therebetween as in this embodiment, the axially occupied area on the crankshaft 12 is the automatic transmission. The pulley 83 is larger than the generator 44. Accordingly, the length of the crankshaft on both sides of the crank chamber 9 also tends to be longer on the pulley 83 side than on the generator 44 side. In contrast, in the present embodiment, the sprocket 58 and its one-way clutch 50 are provided on the generator 44 side, so that the crankshaft lengths on both sides can be made equal across the crank chamber 9, and the rotation balance can be balanced. It can be stabilized.
[0031]
Furthermore, according to the present embodiment, the chain 40 for connecting the crankshaft 12 and the starter motor 49 and the chain 60 for connecting the crankshaft 12 and the camshaft 69 can be concentrated on one side of the engine. As a result, maintenance is improved.
[0032]
Next, an engine automatic stop / start system to which the present invention is applied will be described. This system includes an operation mode that permits idling (hereinafter referred to as “start & idle switch (SW) mode”) and an operation mode that restricts (or prohibits) idling (hereinafter referred to as “stop start mode”). ing.
[0033]
In the “start & idle switch (SW) mode” that permits idling, idling is temporarily permitted after the first engine start after turning on the main power for the purpose of warm-up operation at the time of engine start. Also, idling is permitted even after the first engine start described above, depending on the driver's will (idle SW is “ON”).
[0034]
On the other hand, in the “stop / start mode” where idling is restricted, the engine is automatically stopped when the vehicle is stopped, and the engine is automatically restarted when the accelerator is operated in the stopped state, thereby allowing the vehicle to start. .
[0035]
FIG. 8 is a block diagram showing the overall configuration of the engine automatic stop / start system, and the same reference numerals as those described above represent the same or equivalent parts.
[0036]
The crankshaft 12 is provided with a generator (AC generator 172) coaxially therewith, and the power generated by the generator 172 is charged to the battery 168 via the regulator / rectifier 167. The regulator / rectifier 167 controls the output voltage of the generator 172 to 12V to 14.5V. The battery 168 supplies drive current to the starter motor 49 when the starter relay 162 is energized, and supplies load current to the various general electrical components 174 and the main controller 160 via the main switch 173.
[0037]
The main controller 160 includes a pulser 153 for detecting the ignition timing and the engine speed Ne, an idle switch 253 for allowing or restricting idling of the engine 200 at the driver's intention, and the driver sitting on the seat. Then, the seating switch 254 that closes the contact and outputs the “H” level, the vehicle speed sensor 255 that detects the vehicle speed, the standby indicator 256 that blinks in the “stop start mode”, and the throttle sensor 257 that detects the throttle opening θ. (Including the throttle switch 257a), a starter switch 258 that drives the starter motor 49 to crank the engine 200, a stop switch 259 that outputs an "H" level in response to a brake operation, and a voltage of the battery 168 It becomes below predetermined value (for example, 10V) A battery indicator 276 lights up to warn insufficient charging to the driver, and the water temperature sensor 155 for detecting a coolant temperature of the engine is connected.
[0038]
Further, the main controller 160 includes an ignition device (including an ignition coil) 161 that ignites the spark plug 65 in synchronization with the rotation of the crankshaft 12, and a control terminal of a starter relay 162 that supplies power to the starter motor 49. The control terminal of the headlamp driver 163 that supplies power to the headlamp 169 and the control terminal of the bi-starter relay 164 that supplies power to the bi-starter 165 attached to the carburetor 166 are connected. The headlamp driver 163 includes a switching element such as an FET, and performs so-called chopping control in which the switching element is intermittently controlled at a predetermined cycle and duty ratio to substantially control the voltage applied to the headlamp 169. Adopted.
[0039]
9 to 12 are block diagrams (No. 1, No. 2, No. 3, and No. 4) functionally showing the configuration of the main controller 160. The same reference numerals as those in FIG. 8 represent the same or equivalent parts. Yes.
[0040]
13 and 14, the starter relay control unit 400, the bi-starter control unit 900, the standby indicator control unit 600, the headlight control unit 800, the post-stop non-seating control unit 100, and the ignition control unit that constitute the main control device 160. 700, the control contents of the ignition knock control unit 200 and the charge control unit 500 are displayed in a list.
[0041]
In FIG. 9, when the state of the idle switch 253, the state of the vehicle, and the like are predetermined conditions, the operation switching unit 300 sets the operation mode of the main controller 160 to “start & idle SW mode” and “stop start mode”. Switch to one.
[0042]
A state signal of the idle switch 253 is input to the operation mode signal output unit 301 of the operation switching unit 300. The state signal of the idle switch 253 indicates the “L” level in the off state (idling restriction) and the “H” level in the on state (idling permission). The operation mode signal output unit 301 responds to the output signals of the idle switch 253, the vehicle speed sensor 255, and the water temperature sensor 155, and sets the operation mode of the main controller 160 to either “start & idle SW mode” or “stop start mode”. An operation mode signal S301 for designating is output.
[0043]
FIG. 15 is a diagram schematically showing the operation mode switching conditions by the operation mode signal output unit 301. When the main switch 173 is turned on and the main controller 160 is reset (condition 1 is satisfied), The mode signal S301 is set to "L" level to activate the "start & idle SW mode".
[0044]
Furthermore, in the “start & idle SW mode”, a vehicle speed of a predetermined speed (for example, 10 km / h) or higher is detected, and the water temperature is equal to or higher than a predetermined temperature (for example, a temperature at which the warm-up operation is predicted to be completed), If the idle switch 253 is off (condition 2 is satisfied), the operation mode signal S301 is changed from the “L” level to the “H” level to activate the “stop start mode”.
[0045]
Further, in the “stop start mode”, when the idle SW is changed from “off” to “on” (condition 3 is satisfied), the operation mode signal S301 is changed from the “H” level to the “L” level. Is returned from "stop start mode" to "start & idle SW mode". In any of the “stop start mode” or “start & idle SW mode”, the main SW 173 is turned off (condition 4 is established), and is turned off.
[0046]
Returning to FIG. 9, the starter relay control unit 400 activates the starter relay 162 under a predetermined condition in accordance with each operation mode. The detection signal of the pulser 153 is input to the cranking rotation speed or less determination unit 401 and the idling rotation number or less determination unit 407. The cranking rotation speed or less determination unit 401 outputs an “H” level signal when the engine rotation speed is equal to or lower than a predetermined cranking rotation speed (for example, 600 rpm). The idling or lower determination unit 407 outputs an “H” level signal when the engine speed is equal to or lower than a predetermined idling speed (eg, 1200 rpm).
[0047]
The AND circuit 402 outputs a logical product of the output signal of the cranking rotation speed or less determination unit 401, the status signal of the stop switch 259, and the status signal of the starter switch 258. The AND circuit 404 outputs a logical product of the output signal of the idling or less determination unit 407, the detection signal of the throttle switch 257a, and the status signal of the seating switch 254.
[0048]
The AND circuit 403 outputs a logical product of the output signal of the AND circuit 402 and the inverted signal of the operation mode signal S301. The AND circuit 405 outputs a logical product of the output signal of the AND circuit 404 and the operation mode signal S301. The OR circuit 406 outputs the logical sum of the AND circuits 403 and 405 as the start signal Sin. When the pulse width of the start signal Sin is shorter than a predetermined reference time, the start signal extension unit 407 extends this to the reference time or more and outputs it to the starter relay 162.
[0049]
The start signal extension unit 407 detects the start signal Sin and outputs a one-shot pulse signal, and a start signal after extending the logical sum of the start signal Sin and the output signal of the multivibrator 407a. OR circuit 407b for outputting as Sout. The multivibrator 407a can arbitrarily extend the pulse width of the output pulse according to the resistance value of the variable resistor.
[0050]
FIG. 18 is a timing chart showing the operation of the start signal extension 407. The variable resistance value of the multivibrator 407a is 0.6 seconds regardless of the pulse width ton of the start signal Sin. It is set to be. Therefore, even when the starter switch 258 is turned on only for a period shorter than 0.6 seconds, the output pulse width of the multivibrator 407a is 0.6 seconds.
[0051]
Further, since the OR circuit 407b outputs a logical sum of the output pulse of the multivibrator 407a and the start signal Sin, the output signal Sout of the start signal extension unit 407 has a pulse width ton of the start signal Sout of less than 0.6 seconds. If there is 0.6 second, if the pulse width ton of the start signal Sin is longer than 0.6 seconds, the signal of that pulse width is obtained.
[0052]
In the above-described embodiment, the start signal has been described as being extended to 0.6 seconds. However, the present invention is not limited to this, and is optimal according to the rotation speed and reduction ratio of the starter motor 49. Must be set to
[0053]
That is, as shown in FIG. 19, when the engine is stopped, the probability that the piston stops in the compression process immediately before reaching the compression top dead center (TDC) is high. When the starter motor 49 is driven from this state at the time of the next engine start, the engine is not ignited immediately before the immediately following compression TDC, but is exploded for the first time immediately before the next immediately following compression TDC. Therefore, the starter motor 49 must rotate the engine so that at least the piston reaches the next compression TDC immediately after.
[0054]
However, if the starter motor 49 stops when the piston reaches the vicinity of the next compression TDC immediately after the piston, so-called kettin occurs in which the explosion load acts in the reverse direction and the crankshaft 12 reverses. End up. Therefore, it is desirable that the extension time by the start signal extension unit 407 is set to a time required for the piston stopped before the compression TDC to be driven to a position exceeding the compression TDC immediately thereafter and the next compression TDC. .
[0055]
As described above, in this embodiment, the starter signal extension 407 is provided, and the starter motor 49 is driven for at least 0.6 seconds even when the starter switch 258 is turned on for a period shorter than 0.6 seconds. Therefore, ketching at the time of engine start is prevented, and engine start noise can be reduced.
[0056]
Further, according to the present embodiment, the starter motor can be driven for a minimum time required for starting the engine by simply opening the accelerator grip for a short time. Can start the engine with a simple throttle operation without worrying about the increase in the engine speed.
[0057]
Further, according to the starter relay control described above, the AND circuit 403 is enabled in the “start & idle switch mode”. Therefore, the starter switch 258 is turned on by the driver when the engine speed is equal to or lower than the cranking speed and the stop switch 259 is on (during brake operation) (the output of the AND circuit 402 is at “H” level). ), The starter relay 162 is turned on and the starter motor 49 is started.
[0058]
In the “stop / start mode”, the AND circuit 405 is enabled. Therefore, when the engine speed is equal to or lower than idling and the seating switch 254 is on (when the driver is seated on the seat), the throttle is opened (the output of the AND circuit 404 becomes “H” level). Relay 162 is turned on and starter motor 49 is activated.
[0059]
In the standby indicator control unit 600 of FIG. 10, the detection signal of the vehicle speed sensor 255 is input to the vehicle speed zero determination unit 601. If the vehicle speed is substantially zero, an “H” level signal is output. The Ne determination unit 602 obtains the engine speed based on the detection signal of the pulser 153, and outputs an “H” level signal if this is equal to or less than a predetermined value. The AND circuit 603 outputs a logical product of the output signals of the determination units 601 and 602.
[0060]
The AND circuit 604 outputs a logical product of the output signal of the AND circuit 603 and the inverted signal of the seating switch 254. The AND circuit 605 outputs a logical product of the output signal of the AND circuit 603 and the output of the seating switch 254. The lighting / flashing control unit 606 generates a lighting signal when the output signal of the AND circuit 604 is “H” level, and generates a flashing signal when the output signal is “L” level. The AND circuit 607 outputs a logical product of the output signal of the lighting / flashing control unit 606 and the operation mode signal S301. The standby indicator 256 is lit in response to the lighting signal and flashes in response to the flashing signal.
[0061]
According to such standby indicator control, as shown in FIG. 13, the standby indicator 256 lights up when the driver is not seated and stops blinking when he / she is seated when the vehicle is stopped in the “stop start mode”. . Therefore, if the standby indicator 256 is blinking, the driver can recognize that even if the engine is stopped, the vehicle can start immediately if the accelerator grip is opened.
[0062]
The ignition control unit 700 in FIG. 10 starts, stops, or forbids (inhibits) the ignition operation by the ignition device 161 under a predetermined condition for each operation mode.
[0063]
The ignition start control unit 701 turns on the ignition start signal S701 in response to a predetermined vehicle start operation (“H” level), and permits the ignition operation by the ignition device 161. The ignition stop control unit 702 turns on the ignition stop signal S702 in response to a predetermined vehicle stop condition, and stops the ignition operation by the ignition device 161. The ignition prohibition control unit 703 turns on the ignition prohibition signal S703 only for a predetermined period including the ignition timing predicted by the occurrence of ketchin, and prohibits the ignition operation by the ignition device 161 regardless of the state of the ignition start signal S701. The operations of the control units 701, 702, and 703 will be described later with reference to flowcharts.
[0064]
The AND circuit 704 outputs a logical product of the ignition start signal S701 and an inverted signal of the ignition stop signal S702. The AND circuit 705 outputs the logical product of the output signal of the AND circuit 704 and the inverted signal of the ignition inhibition signal S703. The OR circuit 706 outputs a logical sum of an output signal of the AND circuit 705 and an inverted signal of the operation mode signal S301.
[0065]
Therefore, in the present embodiment, the output of the OR circuit 706 is always at the “H” level in the “start & idle SW mode”, so that the ignition operation is always permitted. On the other hand, in the “stop start mode”, the ignition operation is permitted only when the ignition start signal S701 is on and the ignition inhibition signal S703 is off, and the ignition operation is inhibited otherwise.
[0066]
FIG. 20 is a flowchart showing the operation of the ignition start control executed by the ignition start control unit 701, which is repeatedly executed at a predetermined cycle.
[0067]
In step S201, it is determined whether or not the throttle grip is open based on the output signal of the throttle switch 257a. If it is open, the process proceeds to step S203. In step S203, it is determined based on the output signal of the sitting switch 254 whether or not the driver is in a sitting state. If the driver is seated, the ignition start signal S701 is turned on ("H" level) in step S205. That is, the ignition operation of the ignition device 161 is permitted.
[0068]
Even if it is determined in step S201 that the throttle grip is not open, if it is determined in step S202 that the vehicle speed is greater than zero based on the detection signal of the vehicle speed sensor 255, the process proceeds to step S203, where the driver Is determined to be seated, the ignition start signal S701 is turned on in step S205, and the ignition operation of the ignition device 161 is permitted.
[0069]
If the throttle grip is not open and the vehicle speed is zero, the ignition start signal S701 is turned off ("L" level) in step S204. That is, the ignition operation of the ignition device 161 is not permitted.
[0070]
Thus, according to the ignition start control of the present embodiment, the ignition start signal S701 is turned on when the throttle grip is opened when the driver is seated or when the vehicle speed becomes higher than zero. That is, the ignition operation by the ignition device 161 is permitted.
[0071]
FIG. 21 is a flowchart showing the operation of the ignition stop control executed by the ignition stop control unit 702, which is repeatedly executed at a predetermined cycle.
[0072]
In step S211, it is determined that the throttle grip is closed based on the output signal of the throttle switch 257a. Further, in step S212, the vehicle speed is determined to be zero based on the detection signal of the vehicle speed sensor 255. When the driver is determined to be in the seated state based on the output signal of the switch 254, in step S214, the timer starts if the timer has not started.
[0073]
Thereafter, when a timeout of the timer (3 seconds in this embodiment) is detected in step S215, the ignition stop signal S702 is turned on ("H" level) in step S216. As a result, the AND circuit 704 is disabled, so that its output signal goes to “L” level, and the ignition operation of the ignition device 161 is prohibited.
[0074]
If any of the steps S211, S212, S213 is negative, the ignition stop signal S702 is turned off ("L" level) in step S217, so that the AND circuit 704 is enabled and the ignition device The ignition operation of 161 is continued.
[0075]
According to the ignition stop control described above, if the driver is seated when the throttle is returned and the vehicle stops, the ignition stop signal S702 is turned on and the AND circuit 704 is closed, so that the ignition by the ignition device 161 is performed. Operation is stopped.
[0076]
FIG. 22 is a flowchart showing the operation of the ignition prohibition control by the ignition prohibition control unit 703. In this embodiment, when the engine is stopped when the stop condition is satisfied (ignition stop signal S702 is turned on) and the engine is stopped. In the stop process from the operation state to the stop state, the ignition operation of the ignition device 161 is prohibited to prevent the occurrence of the click.
[0077]
FIG. 23 is a diagram for explaining the control contents of the ignition inhibition control. The horizontal axis indicates the stroke of the four-cycle engine, and “pressure” indicates the compression top dead center, and “discharge” indicates the exhaust top dead center. Is shown. The vertical axis indicates the engine speed Ne.
[0078]
When the stop condition is satisfied at time t0 in FIG. 23 and the ignition stop signal S702 of the ignition stop control unit 702 is turned on, the operation of the ignition device 16 is stopped, and the engine speed starts to decrease. In step S221 of FIG. 22, for example, the rise of the ignition stop signal S702 is detected, and it is determined that the stop condition is newly established, and the process proceeds to step S222.
[0079]
Thereafter, as indicated by the solid line A in FIG. 23, when the engine speed Ne drops below 800 rpm at time t2, this is detected in step S222 and the process proceeds to step S223. In step S223, the ignition inhibition signal S703 is turned on ("H" level). As a result, in FIG. 10, the AND circuit 705 is disabled, so in the stop / start mode, if the engine speed Ne falls below 800 rpm, even if the ignition start signal S701 is turned on in response to the starting operation, The ignition operation of the ignition device 16 is not permitted.
[0080]
In this embodiment, if the start operation is performed before the engine speed is reduced to 800 rpm in the stop process, the next ignition timing comes before the engine speed is reduced to the speed at which Ketchin is generated, and the engine speed Since the number starts to increase, it is not necessary to prohibit the ignition operation of the ignition device 16.
[0081]
In step S224, it is determined whether or not the ignition timing has been reached based on the output signal of the pulser 153. When the ignition timing P2 is reached, the ignition inhibition counter n is incremented in step S225. Since the ignition prohibition signal S703 is ON at this time, the ignition at the ignition timing P2 is postponed (prohibited). In step S226, it is determined whether or not the ignition prohibition counter n has reached three times, and if less than three, the process returns to step S224 to continue counting the ignition timing.
[0082]
Thereafter, the ignitions at the ignition timings P3 and P4 are similarly postponed, and when each ignition timing is counted and the ignition inhibition counter n reaches three, in step S227, the ignition inhibition signal S703 is turned off ("L" level). To be. Therefore, at the next ignition timing P5, the ignition operation by the ignition device 161 is permitted. If the start operation is detected and the ignition start signal S701 is already on and the starter motor 49 is driven, the engine is started. Fired and started. In step S228, the ignition prohibition counter n is reset.
[0083]
Thus, according to this embodiment, when the stop condition is satisfied and the engine is stopped, the ignition operation is deferred a predetermined number of times when the engine falls below the predetermined rotation speed. Therefore, even if the starting operation is performed before the engine stops and the engine reaches the ignition position just before the top dead center at a low speed, the engine is not ignited and no kicking occurs.
[0084]
When the engine speed Ne is measured based on the detection signal of the pulsar 153, the measurement value includes an error due to individual differences between the engines and a rotation deviation particularly remarkable in an engine having a small number of cylinders. Therefore, the measured engine speed may be between the lower limit indicated by the broken line B or the upper limit indicated by the broken line C in FIG.
[0085]
However, in the present embodiment, the ignition timing is delayed three times after the engine speed falls below 800 rpm. Therefore, if the broken line B falls below 800 rpm at the time t1, the three subsequent ignition timings P1, P2, P3. Can be forgotten. If the broken line C falls below 800 rpm at time t3, the subsequent three ignition timings P3, P4, and P5 can be postponed. Therefore, even if the measured value of the engine speed includes a measurement error, the ignition operation can always be prohibited at the ignition timing P3 where the click is likely to occur, and the occurrence of the click can be reliably prevented.
[0086]
As described above, according to the ignition control unit 700 of the present embodiment, as shown in FIG. 14, in the “start & idle SW mode”, the output of the OR circuit 706 is always “H” level, so that the ignition operation is performed. Always allowed.
[0087]
On the other hand, in the "stop and start mode", when the vehicle is stopped and the engine is automatically stopped, the ignition operation is performed when the throttle is open when the driver is seated or when the vehicle speed becomes greater than zero. Is allowed. On the other hand, when the vehicle stops from the running state, if the driver's seating is detected, the ignition operation is prohibited and the engine is automatically stopped. If the driver's seating is not detected, the ignition operation is permitted. The engine will not be stopped automatically as it continues.
[0088]
Therefore, if the driver cannot be detected despite the fact that the driver is seated due to a problem with the seat switch 254, the engine is not automatically stopped even if the vehicle stops from the running state. Startup is not required. Therefore, even if a malfunction occurs in the seating switch 254 in the system that permits the engine to be automatically started on the condition that the driver is seated, there is no problem in traveling.
[0089]
Further, according to the present embodiment, even if the driver's seating is detected when the vehicle stops from the running state, the ignition operation is not immediately prohibited, and a predetermined time (3 seconds in the present embodiment) has elapsed. They are banned later. Therefore, it is possible to keep the engine started when the vehicle is temporarily stopped at the intersection or when the driver is seated and the vehicle speed is almost zero and the throttle opening is almost fully closed.
[0090]
Furthermore, according to the present embodiment, since the ignition operation of the ignition device 161 is prohibited during the stop process from the operating state to the stopped state, the start condition is established before the engine is completely stopped, and the engine is Even if the engine reaches the ignition position just before the top dead center at a low speed, the engine is not ignited, so no kicking occurs.
[0091]
In the above-described embodiment, it has been described that the ignition timing is deferred three times when the engine speed drops below 800 rpm during the engine stop process. However, the present invention is not limited to this, and the engine speed is not limited to this. You may make it see off ignition timing only for the predetermined time from the time of turning off 800 rpm.
[0092]
Further, in this embodiment, the ignition timing is described as being sent off three times. However, if the engine speed can be measured with high accuracy, the number of post-off may be set to two times or once, and conversely, the engine speed is set with high accuracy. If measurement is not possible, the number of see-offs may be set to 4 or more.
[0093]
FIG. 24 is a flowchart showing the operation of another embodiment of the ignition inhibition control unit 703, and FIG. 25 is a diagram for explaining the control contents.
[0094]
In this embodiment, when the stop condition is satisfied at time t0 in FIG. 25 and the ignition stop signal S702 of the ignition stop control unit 702 is turned on, in step S241 in FIG. 24, for example, the rise of the ignition stop signal S702 is detected. Then, it is determined that the stop condition is newly established, and the process proceeds to step S242.
[0095]
Thereafter, when the engine speed Ne decreases and the reference speed Nref1 (for example, 800 rpm) is cut at time t1, this is detected in step S242 and the process proceeds to step S243. In step S223, the ignition inhibition signal S703 is turned on ("H" level). As a result, in FIG. 10, the AND circuit 705 is disabled. In the stop / start mode, if the engine speed Ne falls below 800 rpm, the ignition is started even if the ignition start signal S701 is turned on in response to the starting operation. The ignition of the device 16 is not permitted.
[0096]
On the other hand, at time t2 after the engine is stopped, the start condition is satisfied, the ignition start signal S701 of the ignition start control unit 701 is turned on, and the starter motor 49 is driven. In step S244, for example, the ignition start signal S701 is reset. The rise is detected, it is determined that the start condition is newly established, and the process proceeds to step S245.
[0097]
Thereafter, when the engine speed Ne increases and exceeds the reference speed Nref2 (for example, 400 rpm) at time t3, this is detected in step S245 and the process proceeds to step S246. In step S246, the ignition inhibition signal S703 is turned off ("L" level). As a result, in FIG. 10, the AND circuit 705 is enabled and the ignition operation by the ignition device 161 is permitted. Therefore, when the ignition timing is reached at time t4, the ignition operation is executed and the engine is started.
[0098]
According to the present embodiment, the reference rotation speed Nref1 for inhibiting ignition during the stop process in which the engine reaches the stop state is set higher than the reference rotation speed Nref2 for inhibiting ignition during the start process of starting the engine. Thus, the occurrence of ketch-in can be effectively prevented while minimizing the number of times of prohibition (prohibition) of ignition.
[0099]
Returning to FIG. 10, the ignition knock control unit 200 executes control for preventing occurrence of knocking by retarding the ignition timing at the time of acceleration more than usual for each of the operation modes. In particular, in this embodiment, an engine automatic stop start device is installed by making the retard amount at the time of start acceleration that accelerates from the engine stopped state larger than the retard amount at the time of normal acceleration from the state where the engine is rotating. It completely prevents the occurrence of knocking at the time of starting acceleration specific to the vehicle.
[0100]
In the standard ignition timing determination unit 207, the standard ignition timing is registered in advance as a function of the engine speed Ne and the throttle opening θ as an advance angle (deg) from TDC (compression top dead center). FIG. 16 is a diagram showing a relationship between the engine speed Ne and the throttle opening degree θ and the standard ignition timing in the present embodiment, and is set to 15 degrees (deg; advance angle) until the engine speed reaches 2500 revolutions. The amount of advance is gradually increased from around 2500 revolutions in accordance with the engine speed Ne.
[0101]
The Ne determination unit 201 sets the normal acceleration signal Sacc1 to the “H” level when the engine speed Ne is 700 rpm <Ne <3000 rpm, and sets the start acceleration signal Sacc2 to the “H” level when the engine speed Ne is 700 rpm <Ne <2500 rpm. And It should be noted that it is desirable to set the lower limit value (in this embodiment, 700 rpm) of the engine speed Ne when generating the start acceleration signal Sacc2 to the cranking speed of the engine.
[0102]
When the change rate Δθ of the throttle opening θ detected by the throttle sensor 257 exceeds a predetermined value, the acceleration determination unit 205 determines that an acceleration operation has been performed and outputs an “H” level acceleration detection signal. The water temperature determination unit 206 determines the water temperature of the engine cooling water based on the detection signal of the water temperature sensor 155, and sets the output to the “H” level when the water temperature exceeds a predetermined temperature (50 ° C. in this embodiment).
[0103]
The AND circuit 202 outputs the logical product of the normal acceleration signal Sacc1, the acceleration detection signal, the water temperature determination signal, and the inverted signal of the operation mode signal S301. The AND circuit 203 outputs a logical product of the starting acceleration signal Sacc2, the acceleration detection signal, the water temperature determination signal, and the operation mode signal S301.
[0104]
The acceleration timing fire timing correction unit 204 outputs a standard ignition timing (determined by the standard ignition timing determination unit 207 if the outputs of the AND circuits 202 and 203 are both at the “L” level, that is, the vehicle is not in an acceleration state. 16) is notified to the ignition device 161. The ignition device 161 performs an ignition operation at the ignition timing notified via the ignition timing correction unit 204 at the time of acceleration.
[0105]
Further, the output signal of the AND circuit 202 is at the “H” level, that is, as shown in FIG. 14, in the “starting & idle SW mode”, the engine speed Ne is 700 rpm <Ne <3000, and the driver accelerates. When the operation is performed and the water temperature exceeds a predetermined value (50 ° C. in the present embodiment), the ignition timing is changed according to the determination result by the standard ignition timing determination unit 207 as shown by a broken line A in FIG. And retard to 7 degrees (advance angle).
[0106]
On the other hand, the output signal of the AND circuit 203 is at the “H” level, that is, as shown in FIG. 14, in the “stop and start mode”, the engine speed Ne is 700 rpm <Ne <2500, and the driver performs acceleration operation. If the water temperature exceeds the predetermined value, the ignition timing is retarded to 0 degrees regardless of the determination result by the ignition timing determination unit 207 as shown by the solid line B in FIG.
[0107]
The ignition timing correction unit 204 at the time of acceleration includes a counter 204a, and when the output of any one of the AND circuits 202 and 203 becomes "H" level, the above-described retard ignition is immediately performed a predetermined number of times (three times in the present embodiment). And then immediately returns to the normal ignition timing by the standard ignition timing determination unit 207.
[0108]
According to such ignition knock control, different retard amounts can be set for normal acceleration and start acceleration from the medium speed rotation range, and the retard amount during start acceleration can be set as normal acceleration from the medium speed rotation range. By setting the time to be larger than the time, it is possible to prevent not only knocking at the time of normal acceleration from the medium speed rotation region but also at the time of starting acceleration.
[0109]
In the headlight controller 800 in FIG. 11, the Ne determiner 801 determines whether the engine speed is equal to or higher than a predetermined set speed (less than the idle speed) based on the detection signal of the pulser 153, If the number of rotations is equal to or more than the set number of revolutions, an "H" level signal is output. The AND circuit 802 outputs a logical product of the output signal of the Ne determination unit 801 and an inverted signal of the operation mode signal S301. The AND circuit 803 outputs a logical product of the output signal of the Ne determination unit 801 and the operation mode signal S301.
[0110]
The lighting / dimming switching unit 804 outputs an “H” level when the output signal of the AND circuit 802 is an “H” level, and outputs a pulse signal having a duty ratio of 50% when the output signal is an “L” level. The lighting / multi-stage dimming switching unit 805 outputs an “H” level if the output signal of the AND circuit 803 is “H” level, and counts the duration by the timer 805a if the output signal is “L” level. A pulse signal whose duty ratio decreases stepwise according to the duration is output. In the present embodiment, the duty ratio is reduced stepwise from 95% to 50% in 0.5 to 1 second. According to such a stepwise dimming method, the amount of light decreases instantaneously and linearly, thereby achieving power saving and maintaining high commercial value.
[0111]
According to such a headlamp control, as shown in FIG. 13, in the “start & idle SW mode”, the headlamp is turned on or dimmed according to the engine speed Ne, and the “stop start mode”. Then, the headlamp is turned on or dimmed stepwise in accordance with the engine speed Ne. Therefore, it is possible to suppress battery discharge when the vehicle is stopped while maintaining sufficient visibility from the oncoming vehicle. As a result, the amount of charge from the generator to the battery can be reduced at the subsequent start, and the electric load of the generator is reduced, so that the acceleration performance at the start is improved.
[0112]
In the bi-starter control unit 900 of FIG. 11, a detection signal of the water temperature sensor 155 is input to the water temperature determination unit 901. When the water temperature is equal to or higher than the first predetermined value (in this embodiment, 50 ° C.), the water temperature determination unit 901 outputs an “H” level signal, closes the bi-starter relay 164, and sets the second predetermined value ( In the present embodiment, when the temperature falls below 10 ° C.), an “L” level signal is output to open the bi-starter relay 164.
[0113]
According to such a bi-starter control, the fuel becomes rich when the water temperature becomes high, and automatically becomes thin when the water temperature becomes low. Further, in the present embodiment, since the opening / closing temperature of the bi-starter relay 164 is set to a hysteresis, unnecessary opening / closing operation of the bi-starter relay 164 that may occur near the critical temperature can be prevented.
[0114]
In the charging control unit 500 of FIG. 11, the detection signal of the vehicle speed sensor 255 and the detection signal of the throttle sensor 257 are input to the acceleration operation detection unit 502, and as shown in FIG. Is opened within 0.3 seconds from the fully closed state to the fully opened state, it is determined that the operation is an acceleration operation, and an acceleration detection pulse is generated.
[0115]
The acceleration charging limiter 504 controls the regulator rectifier 167 in response to the acceleration detection pulse signal to lower the charging voltage of the battery 168 from the normal 14.5V to 12.0V.
[0116]
The acceleration charge limiter 504 further starts a 6-second timer 504a in response to the acceleration detection pulse, the timer 504a times out, or the engine speed Ne exceeds the set speed, or the throttle When the opening degree decreases, the charging restriction is canceled and the charging voltage is returned from 12.0V to 14.5V.
[0117]
The start operation detection unit 503 receives the detection signal of the vehicle speed sensor 255, the detection signal of the pulser 153, and the detection signal of the throttle sensor 257, and as shown in FIG. 14, the vehicle speed is 0 and the engine speed is If the throttle is open when Ne is equal to or less than the set rotational speed (2500 rpm in the present embodiment), it is determined that the vehicle is starting and a start detection pulse is generated.
[0118]
When the start-up charging limiting unit 505 detects the start-up detection pulse signal, the start-up charge limiting unit 505 controls the regulator rectifier 167 to lower the charging voltage of the battery 168 from the normal 14.5V to 12.0V.
[0119]
The start-up charge limiting unit 505 further starts a 7-second timer 505a in response to the start-up detection pulse, whether the timer 505a times out, or whether the engine speed Ne exceeds the set speed, or the throttle When the opening degree decreases, the charging restriction is canceled and the charging voltage is returned from 12.0V to 14.5V.
[0120]
According to such charging control, when the driver suddenly opens the throttle and accelerates rapidly, or when starting from the stop state, the charging voltage is kept low, and the electric load of the generator 172 is temporarily reduced. . Therefore, the mechanical load of the engine 200 caused by the generator 172 is reduced, and the acceleration performance is improved.
[0121]
At the timing when the driver can empirically start the engine with the starter switch, the after-stop non-seat control unit 100 in FIG. 12 exceptionally permits the start of the engine by the starter switch 258 which is originally prohibited.
[0122]
The AND circuit 102 outputs a logical product of the operation mode signal S301 and the inverted signal of the arrival / depression switch 254. The non-seat continuation determination unit 101 includes a timer 101a, and detects the “H” level of the AND circuit 102 for a predetermined time or more after the automatic stop of the engine. That is, when the driver is not seated for a predetermined time or more after the engine is automatically stopped in the “stop start mode”, the output signal is set to the “H” level. As a result, the ignition device 161 is energized and enters the ignition permission state.
[0123]
The OR circuit 103 outputs a logical sum of outputs from the starter switch 258 and the throttle switch 257a. The AND circuit 104 outputs the logical product of the output signals of the non-seating continuation determining unit 101 and the OR circuit 103 to the starter relay 162. That is, after the engine is automatically stopped in the “stop start mode”, after the driver has not been seated for a predetermined time or longer (the output of the non-sitting continuation determination unit 101 is “H” level), the starter switch 258 is turned on or the throttle Is opened, the starter relay 162 is energized and the starter motor 49 is driven. At this time, since the ignition device 161 is urged by the non-sitting continuation determination unit 101, the engine can be started.
[0124]
According to such non-seating control after stopping, even after the engine is stopped in response to a predetermined stopping condition, the engine start by the starter switch 258 is detected when the non-seating state of the driver is continuously detected for a predetermined time. Exceptionally allowed. Therefore, when the vehicle is stopped, the engine is automatically stopped, the driver leaves the vehicle without shutting off the main power, and then the driver who returns to the vehicle forgets that the engine was under the automatic engine stop control, and the starter switch Even if 258 is operated, the engine can be started as usual.
[0125]
In the non-seating control after stopping as described above, the engine start by the starter switch 258 is exceptionally permitted on condition that the non-seating of the driver continues for a predetermined time or more after the engine is automatically stopped in the “stop start mode”. As described with reference to FIG. 12, the engine is controlled by the starter switch 258 by controlling the operation switching unit 300 to switch the operation mode from the “stop start mode” to the “start & idle SW mode”. The starting may be permitted. Alternatively, as indicated as “condition 5” in FIG. 15, the engine start by the starter switch 258 may be substantially permitted by shutting off the main switch 173.
[0126]
FIG. 3 is a cross-sectional view of the second embodiment of the swing unit 17, and the same reference numerals as those described above represent the same or equivalent parts.
[0127]
In the first embodiment described above, the sprocket 58 connected to the starter motor 49 is described as being coupled to the outer rotor 42 of the generator 44 via the one-way clutch 50, but in this embodiment, the crank chamber 9 is A sprocket 58 is coupled to the crankshaft 12 via a one-way clutch 50 having the same function as described above between the pulley 83 on the opposite side of the generator 44 and the main bearing 10.
[0128]
The one-way clutch 50 includes one sleeve 57b fixed to the crankshaft 12, the other sleeve 55b that rotatably supports the sprocket 58 with respect to the crankshaft 12, and the sleeves 55b and 57b. The clutch portion 56b is coupled so as to prevent idling in the reverse direction relative to the sprocket 58 and to allow idling in the normal direction.
[0129]
According to this embodiment, the sprocket 58 for transmitting the driving force of the starter motor 49 to the crankshaft 12 is provided closer to the pulley 83 side of the automatic transmission than the crank chamber 9, and the automatic transmission is sandwiched between the crank chamber 9. Since the crank length on the side is longer than that on the generator side, the center position of the heavy engine can be arranged at the center of the tire, that is, the center of the vehicle. Accordingly, it is difficult for twisting and moment to occur in the swing unit 17, and the weight distribution is improved and the running stability is improved.
[0130]
Furthermore, according to this embodiment, since the sprocket 58 connected to the starter motor 49 is connected to the crankshaft 12 at a position away from the tire 21 in the axial direction of the crankshaft, the diameter of the sprocket 58 can be increased. Thus, since a large reduction ratio can be obtained, the starter motor 49 can be reduced in size and weight.
[0131]
FIG. 4 is a cross-sectional view of the third embodiment of the swing unit 17, and the same reference numerals as those described above represent the same or equivalent parts.
[0132]
In this embodiment, the sleeve 57c on the crankshaft side of the one-way clutch 50 is integrally formed on the back surface of the fixed pulley piece 83a, that is, the surface not in contact with the V belt 82, and the other sleeve 55c is formed on the fixed pulley piece 83a. The sprocket 58 is coupled to the end of the crankshaft 12 via the one-way clutch 50 and the fixed pulley piece 83a by being fixed to the flange portion 83d that extends outward in the axial direction.
[0133]
According to this embodiment, since the sprocket 58 and its chain 40 are attached to the outermost contour of the crankshaft 12, the attachment and removal thereof are facilitated, maintenance is facilitated, and attachment by modification of an existing swing unit is further facilitated. Is also extremely easy.
[0134]
Furthermore, in this embodiment as well as the second embodiment, since the sprocket 58 is connected to the crankshaft 12 at a position away from the tire 21 in the axial direction of the crankshaft, the diameter of the sprocket 58 can be increased. Since a large reduction ratio can be obtained, the starter motor 49 can be reduced in size and weight.
[0135]
FIG. 6 is a cross-sectional view of the main part of the fourth embodiment of the swing unit 17, and FIG. 7 is a cross-sectional view of the swing unit 17 in a plane perpendicular to the crankshaft 12. It represents the equivalent part.
[0136]
In the first to third embodiments described above, the sprocket 58 provided on the crankshaft 12 and the starter motor 49 are connected by the chain 40 in order to suppress the starting sound generated when starting the engine. In contrast, in the present embodiment, the sprocket 58 and the starter motor 49 are always connected by a gear train, and at the same time, the crankshaft 12 and the sprocket 58 are connected via the one-way clutch 50 in the same manner as described above. The power transmission from the crankshaft 12 side to the starter motor 49 side is cut off without using a gear. As a result, one-way connection from the starter motor to the crankshaft is possible without using a jumping gear, and noise during engine start-up can be reduced.
[0137]
6 and 7, gear teeth 221 are formed on the rotation shaft of the starter motor 49, and a large-diameter gear 222 connected to the drive shaft 234 is engaged with the gear teeth 221. Further, a small-diameter gear 223 is formed on the drive shaft 234 so as to be coaxial with the large-diameter gear 222, and the sprocket 58 of the crankshaft 12 meshes with the small-diameter gear 223.
[0138]
The drive shaft 234 has a pair of shafts on both sides of the large-diameter gear 222 and the small-diameter gear 223 in order to prevent an increase in noise due to sliding wear and wear backlash in an engine starter having a high engine start frequency. It is rotatably supported by oil-impregnated bush type bearings 234a and 234b. In the present embodiment, in order to suppress the noise generated from the above gear train, the gear teeth that mesh with each other are subjected to shaving or grinding.
[0139]
Here, in the present embodiment, the sprocket 58 provided on the crankshaft 12 and the starter motor 49 are not connected by a jumping gear, and are always connected by a fixed gear train. A separate configuration for unidirectional connection that allows power transmission to the crankshaft 12 side and blocks power transmission from the crankshaft 12 side to the starter motor 49 side is required. Therefore, in the present embodiment, the sprocket 58 is connected to the crankshaft 12 via the one-way clutch 50 as described above.
[0140]
Therefore, if the starter motor 49 is driven when the engine is started and the sprocket 58 is driven in the forward direction of the crankshaft 12, the crankshaft 12 is also driven in the forward direction following this. On the other hand, after the engine is started, even if the starter motor 49 is stopped, the crankshaft 12 idles with respect to the sprocket 58, so that the driving force of the crankshaft 12 is not transmitted to the starter motor 49.
[0141]
As described above, according to the present embodiment, since the starter motor 49 and the crankshaft 12 can be connected without using the jumping gear, the noise at the time of starting the engine is reduced by the amount that the operating noise of the jumping gear is not generated. It becomes possible to keep it low.
[0142]
【The invention's effect】
According to the present invention, the following effects are achieved.
[0143]
(1) When the engine is stopped when the stop condition is satisfied, the ignition operation is prohibited for a predetermined number of times if the engine falls below a predetermined number of revolutions. Therefore, a start operation is performed before the engine stops, and the engine is operated at a low speed. Even if the ignition position before the top dead center is reached, the engine does not ignite and no ketchin is generated.
[0144]
(2) Since the reference speed Nref1 for prohibiting ignition in the stopping process until the engine is stopped is higher than the reference speed Nref2 for prohibiting ignition in the starting process for starting the engine, the ignition is postponed. (Prohibition) It becomes possible to effectively prevent the occurrence of kettin while minimizing the number of times.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a first embodiment of a vehicle swing unit equipped with an engine automatic stop / start system.
FIG. 2 is a cross-sectional view taken along a plane perpendicular to the crankshaft of the swing unit of the first embodiment.
FIG. 3 is a cross-sectional view of a second embodiment of a swing unit provided with an engine automatic stop / start system.
FIG. 4 is a cross-sectional view of a third embodiment of a swing unit provided with an engine automatic stop / start system.
FIG. 5 is a side view of a motorcycle equipped with an engine automatic stop / start system.
FIG. 6 is a cross-sectional view of a fourth embodiment of a swing unit provided with an engine automatic stop / start system.
FIG. 7 is a cross-sectional view taken along a plane perpendicular to the crankshaft of the swing unit according to the fourth embodiment.
FIG. 8 is a block diagram of an engine automatic stop / start system according to an embodiment of the present invention.
FIG. 9 is a block diagram (part 1) showing functions of the main control unit.
FIG. 10 is a block diagram (No. 2) showing functions of the main control device.
FIG. 11 is a block diagram (No. 3) showing functions of the main control device.
FIG. 12 is a block diagram (No. 4) showing functions of the main control device.
FIG. 13 is a diagram (part 1) showing a list of main operations of the main control device.
FIG. 14 is a diagram (part 2) showing a list of main operations of the main control device.
FIG. 15 is a diagram showing operating mode switching conditions;
FIG. 16 is a graph showing the relationship between engine speed Ne, throttle opening θ, and standard ignition timing.
FIG. 17 shows a relationship between the engine speed and the ignition timing.
18 is a timing chart showing the operation of the start signal extension part of FIG. 9. FIG.
FIG. 19 is a diagram showing a method of determining an extension time of the start time by the start signal extension unit of FIG.
FIG. 20 is a flowchart showing the operation of the ignition start control unit.
FIG. 21 is a flowchart showing the operation of the ignition stop control unit.
FIG. 22 is a flowchart showing the operation of the ignition inhibition control unit.
FIG. 23 is a diagram for explaining the control content of ignition inhibition control.
FIG. 24 is a flowchart showing the operation of another embodiment of the ignition inhibition control unit.
FIG. 25 is a diagram for explaining the control content of another embodiment of the ignition inhibition control unit.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 9 ... Crank chamber, 12 ... Crankshaft, 17 ... Swing unit, 21 ... Tire, 31 ... Swing unit case, 32 ... Cylinder head, 40 ... Chain, 44 ... Generator, 49 ... Starter motor, 50 ... One-way clutch, 58 ... Sprocket for starter motor, 70 ... Air cleaner cover, 71 ... Air cleaner, 83 ... Pulley

Claims (2)

  A vehicle engine starter comprising: a starter motor that cranks an engine in response to a predetermined start operation; and an ignition device that ignites the engine at a predetermined rotation angle in response to the start operation. Ignition prohibition that prohibits ignition operation below the first engine speed in the stop process from the operating state to the stop state, and prohibits the engine operation below the second engine speed in the starting process when the engine is started from the stop state. And a vehicle engine starting device characterized in that the first engine speed is higher than the second engine speed. 2. The ignition control device according to claim 1 , further comprising ignition control means for stopping the ignition operation of the ignition device in response to a predetermined stop condition during traveling of the vehicle and restarting in response to a predetermined start operation after the stop. The vehicle engine starter according to claim.

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