JP3928839B2 - Engine starter for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine starter that starts an engine using a starter motor, and more particularly, to a vehicle engine starter that prevents the occurrence of ketchin when the engine is started.
[0002]
[Prior art]
If the engine is ignited at the very low speed just before the engine stops, the piston is pushed back before reaching the top dead center due to the explosive force. As a result, a large load is applied to the power transmission system between the crankshaft and the starter motor, and noise is generated at the same time. Such a phenomenon is generally called “kettin”.
[0003]
In order to reduce the Ketchin noise generated at the time of starting the engine, for example, Japanese Patent Application Laid-Open No. 60-187766 proposes a technique for prohibiting (misfire) the operation of the ignition device until the engine speed reaches a predetermined speed. Has been.
[0004]
[Problems to be solved by the invention]
Ketchin is likely to occur when the ignition condition is satisfied immediately before the engine stops. Therefore, in the above-described conventional technique, the engine speed is obtained based on the time required for the engine to make one revolution, and this is greater than a predetermined threshold value. The engine was forced to misfire when it was low.
[0005]
However, since the engine speed fluctuates greatly in the low engine speed range for determining whether or not forced misfire is permitted, it is attempted to determine whether or not forced misfire is permitted based on the engine speed obtained from the time required for the engine to make one revolution. In view of errors due to fluctuation components, the threshold had to be set high. For this reason, since misfire control is executed from a relatively high rotation range where ketchin cannot be generated, it may take time to start the engine. Also, since the threshold is set higher, the engineRotational speedIn order to increase the value to the threshold value in a short time, the starter motor had to be enlarged.
[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 is easy to be performed in the stop process in which the running engine reaches a stop state, so that the above-described kettin is likely to occur.
[0007]
SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems of the prior art, and to provide a vehicle engine starter that can reliably prevent ketching at the time of engine start without increasing the size of the starter motor and that can start the engine quickly. There is.
[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, the engine speed detecting means for detecting the engine speed in each section by dividing the compression stroke immediately before the ignition timing into a plurality of sections, and the engine speed in each section is a predetermined magnitude When there is a relationship, it includes a ketchin avoiding means for prohibiting engine ignition for a predetermined period regardless of the starting operation.
[0009]
Here, according to the results of experiments by the inventors of the present invention, when the engine speed falls to a low speed range where ketchin is likely to be generated, the engine speed drops sharply particularly in the compression process just before the compression top dead center. To do. Therefore, by dividing the compression stroke into a plurality of sections and detecting the engine speed in each section, and comparing them, it is accurately determined whether or not the engine speed has decreased to a low rotation range where Ketchin is likely to occur. become able to.
[0010]
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 is provided in the lower part.StorageCan double as a box lid,StorageThe box is configured to be openable and closable by a hinge mechanism provided at the front part FR.
[0011]
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.
[0012]
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.
[0013]
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).
[0014]
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 shows the crankshaft of the swing unit 17AlongIt is sectional drawing in a plane. 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.
[0015]
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.
[0016]
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.
[0017]
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.
[0018]
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.
[0019]
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.
[0020]
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.
[0021]
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.
[0022]
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.
[0023]
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.
[0024]
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.
[0025]
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.
[0026]
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.
[0027]
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.
[0028]
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.
[0029]
Next, the engine automatic stop / start system of this embodiment 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.
[0030]
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”).
[0031]
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. .
[0032]
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.
[0033]
The crankshaft 12 is provided with a generator (AC generator 44) coaxially therewith, and the power generated by the generator 44 is charged to the battery 168 via the regulator / rectifier 167. The regulator / rectifier 167 controls the output voltage of the generator 44 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.
[0034]
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 contact is closed and "H" levelSignal, A vehicle speed sensor 255 for detecting the vehicle speed, a standby indicator 256 blinking in the “stop / start mode”, a throttle sensor 257 (including the throttle switch 257a) for detecting the throttle opening θ, The starter motor 49 is driven to crank the engine 200.forStarter switch 258 and “H” level in response to brake operationSignal, A battery indicator 276 that illuminates when the voltage of the battery 168 falls below a predetermined value (for example, 10 V) and warns the driver of insufficient charging, and a water temperature sensor 155 that detects the engine coolant temperature. And are connected.
[0035]
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.
[0036]
9, 10, and 11 are block diagrams (No. 1, No. 2 and No. 3) functionally showing the configuration of the main controller 160, and the same reference numerals as those in FIG. 8 represent the same or equivalent parts. .
[0037]
In FIG. 12, the control contents of the starter relay control unit 400, the bi-starter control unit 900, the standby indicator control unit 600, the headlamp control unit 800, and the charge control unit 500 that constitute the main control device 160 are displayed in a list. Yes.
[0038]
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.
[0039]
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.
[0040]
FIG. 13 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".
[0041]
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”.
[0042]
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".The main controller 160 isIn any of the “stop / start mode” or “start & idle SW mode”, the main SW 173 is turned off (condition 4 is established) to be turned off.
[0043]
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. Cranking rotation speed or less determination unit 401 and idling rotation speed or less determination unit 408Is input with a detection signal of the pulser 153. 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). Idling or lower determination unit 408Outputs an “H” level signal when the engine speed is equal to or lower than a predetermined idling speed (eg, 1200 rpm).
[0044]
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 includes an idling or less determination unit 40.8Output signal, the detection signal of the throttle switch 257a, and the status signal of the seating switch 254 are output.
[0045]
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 includes the AND circuits 403 and 405.Output signalThe logical sum is output 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.
[0046]
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.
[0047]
Figure14These are timing charts showing the operation of the start signal extension 407, and the variable resistance value of the multivibrator 407a is such that the pulse width of the output pulse is 0.6 seconds regardless of the pulse width ton of the start signal Sin. Is set to 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.
[0048]
Further, since the OR circuit 407b outputs the 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 is the start signal SinIf the pulse width ton is less than 0.6 seconds, the signal has a pulse width of 0.6 seconds. If the pulse width ton of the start signal Sin is longer than 0.6 seconds, the signal has the pulse width.
[0049]
In the above-described embodiment, the start signalPulse widthIs described as extending to 0.6 seconds, but the present invention is not limited to this,The pulse width isOptimum according to the rotation speed and reduction ratio of the starter motor 49WidthMust be set to
[0050]
That is, as shown in FIG. 20, when the engine is stopped, the piston is compressed immediately before reaching the compression top dead center (TDC).ProcessThe probability of stopping at is high. When the starter motor 49 is driven from this state at the next engine start,ThatImmediately before the compression TDC, the engine is not ignited,The pistonBefore the next compression TDCWhen you reachExplode for the first time. Therefore, the starter motor 49 has at least a piston.engine startImmediately afterCompressed TDCThe engine must be rotated to reach the next compression TDC.
[0051]
However, the pistonengine startImmediately afterCompressed TDCIf the starter motor 49 stops when it reaches the vicinity of the next compression TDC, so-called kettin occurs in which the explosion weight acts in the reverse direction and the crankshaft 12 is reversed. 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. .
[0052]
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.
[0053]
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.
[0054]
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.
[0055]
In the “stop / start mode”, the AND circuit 405 is enabled. Therefore, the engine speed is idling.Rotational speedWhen the throttle switch is opened when the seating switch 254 is in the ON state (the driver is seated on the seat) (the output of the AND circuit 404 becomes “H” level), the starter relay 162 is turned on and the starter relay 162 is turned on. The motor 49 is activated.
[0056]
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.
[0057]
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.
[0058]
According to such standby indicator control, as shown in FIG. 12, the standby indicator 256 lights up when the driver is not seated and stops flashing when the driver is not 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.
[0059]
The ignition control unit 700 of FIG. 10 includes an ignition permission / rejection unit 704 that permits or prohibits the ignition operation of the engine by the ignition device 161 under a predetermined condition for each operation mode.
[0060]
In the ignition permission / refusal unit 704, the ignition start determination unit 701 permits the ignition operation by the ignition device 161 in response to a predetermined vehicle start operation. The ignition stop determination unit 702 stops the ignition operation by the ignition device 161 in response to a predetermined vehicle stop condition.
[0061]
The ketchin avoidance processing unit 703 prohibits the ignition operation by the igniter 161 for a predetermined period that the occurrence of ketchin is predicted. That is, the engine is misfired. The operation of the fire permission / rejection unit 704 will be described later with reference to a flowchart. The OR circuit 706 outputs a logical sum of the output signal of the ignition permission / rejection unit 704 and the inverted signal of the operation mode signal S301.
[0062]
Therefore, in the present embodiment, in the “start & idle SW mode”, the output of the OR circuit 706 is always “H” level, so that the ignition operation is always permitted. On the other hand, in the “stop start mode”, the ignition operation is executed only when ignition is permitted in the ignition permission / refusal unit 704, and misfire is performed otherwise.
[0063]
FIG. 15 is a flowchart showing the operation of the ignition permission / rejection unit 704. In step S20, the ignition start determination unit 701 executes the ignition start control shown in FIG.
[0064]
In step S201 in FIG. 16, 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, based on the output signal of the seating switch 254, it is determined whether or not the driver is in the seating state. If the driver is seated, the ignition signal S704 is turned on ("H" level) in step S204. That is, the ignition operation of the ignition device 161 is started.
[0065]
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. Is determined to be seated, the routine proceeds to step S204 where the ignition operation of the ignition device 161 is permitted.
[0066]
Thus, according to the ignition start control of the present embodiment, when the throttle grip is opened when the driver is seated or the vehicle speed becomes greater than 0,Ignition signal S 704Is turned on. That is, the ignition operation by the ignition device 161 is permitted.
[0067]
Returning to FIG. 15, in step S21, the ignition stop determination unit 702 executes the ignition stop control shown in FIG.
[0068]
In step S211, the throttle grip state is determined based on the output signal of the throttle switch 257a. Here, it is determined that the throttle grip is closed, and in step S212, the vehicle speed is determined to be zero based on the detection signal of the vehicle speed sensor 255, and in step S213, the driver is determined based on the output signal of the seating switch 254. Is determined to be in the sitting state, the timer starts in step S214 if the timer has not started.
[0069]
Thereafter, when a timer timeout (3 seconds in the present embodiment) is detected in step S215, the ignition signal S704 is detected in step S216.OutputIs stopped and the ignition operation of the ignition device 161 is prohibited.
[0070]
According to the ignition stop control described above, if the driver is seated when the throttle is returned and the vehicle stops, the ignition operation by the ignition device 161 is stopped.
[0071]
Returning to FIG. 15, in step S <b> 22 and subsequent steps, the kettin avoidance processing characteristic of the present invention is executed in the kettin avoidance processing unit 703 of the ignition permission / rejection unit 704. FIG. 18 is a diagram showing the relationship between the pulsar signal referred to in the kettin avoidance process and the shape of the reluctator.91Rising edge G1 and second reluctator92The angle between the rising edge G3 and the angle between the rising edge G3 and the falling edge G4 of the second reluctator 72 are both set to 45 °. In the present embodiment, the detection timing of the edge G4Ignition is performed in a fixed manner.
[0072]
Returning to FIG. 15, in step S22, it is determined whether or not the engine speed Ne is 1000 rpm or more and the throttle switch is turned on, that is, whether or not a start operation has been performed. When the start operation is detected, the process returns to step S20 and the ignition start determination process is executed.
[0073]
Without detecting the start operation, the engine speed Ne falls below 1000 rpm at time t1 in FIG. 19, and when this is detected in step S23, in step S24, the timing at which ketchin is most likely to occur is from this timing. The 1 second timer that counts 1 second starts.
[0074]
In step S25, it is determined whether a start operation is detected and a start condition for the starter motor 49 is satisfied. If the start condition is not satisfied, it is determined in step S26 whether or not the one-second timer has timed out. If not timed out, it is further determined in step S27 whether or not the engine has been stopped or substantially stopped based on the engine speed Ne. When the one-second timer times out, or when the engine stops or substantially stops, the process returns to step S20 and the ignition start determination process is executed.
[0075]
On the other hand, the start condition of the starter motor 49 is established at time t2 before the one-second timer times out and before the engine stops or substantially stops (in this embodiment, the throttle switch is on). When this is detected in step S25, in step S28, forced misfire control is executed in which ignition is forcibly prohibited for a period of 100 ms from time t2.
[0076]
In step S29, it is determined whether or not a pulse in response to the falling edge G4 of the second reluctator 72 has been detected. When the G4 pulse is detected for the first time after the forced misfire at time t3, in step S30, the immediately preceding first passage time T3 is compared with 1.3 times the second passage time Ts. If the first passage time T3 is longer than 1.3 times the second passage time Ts and the deceleration in the compression stroke is large, there is a high possibility that kettin will be generated, so the process proceeds to step S31. In step S31, two ignitions from the timing are misfired at times t3 and t4.
[0077]
Thereafter, when re-ignition of the engine is permitted, at time t5, the engine is ignited, and in step S32, it is determined whether or not the engine speed Ne exceeds 600 rpm. As long as the engine speed Ne remains below 600 rpm, it is determined in step S34 whether a predetermined period has elapsed. If the engine speed exceeds 600 rpm at time t6 before the predetermined period elapses and this is detected in step S32, the process proceeds to step S33. In step S33, in order to enable quick engine start, misfire is prohibited for 2 seconds from the timing, and then the process returns to step S20.
[0078]
Thus, in the Ketchin avoidance process of the present embodiment, the engine speed in each section is detected by dividing 90 ° of the compression stroke into two sections of 45 °, and the engine speed is reduced by comparing these. Therefore, it is possible to accurately determine whether or not the engine rotational speed has decreased to a low rotational speed range where ketchin is likely to occur, immediately before the engine rotational speed decreases to the low rotational speed range. Accordingly, unnecessary forced misfire is not required and the engine can be started quickly.
[0079]
Furthermore, according to the present embodiment, forced misfire is prohibited for a predetermined period after the engine is misfired regardless of the engine speed. Therefore, even if the engine start fails and the engine speed decreases again to the low speed range, forced misfire is not performed, and the engine can be ignited at the next ignition timing.
[0080]
In the headlamp control unit 800 of FIG. 11, the Ne determination unit 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 it is equal to or higher than the set rotational speed, 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 the 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.
[0081]
The lighting / dimming switching unit 804 outputs an “H” level if the output signal of the AND circuit 802 is “H” level, and outputs a pulse signal having a duty ratio of 50% if the output signal is “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 gradually reduced 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 merchantability.
[0082]
According to such headlamp control, as shown in FIG. 12, in the “start & idle SW mode”, the headlamp is lit 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.
[0083]
In the bi-starter control unit 900 of FIG. 11, the 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 this embodiment, when the temperature is 10 ° C. or lower, an “L” level signal is output and the bi-starter relay 164 is opened.
[0084]
According to such bi-starter control, the fuel becomes thicker when the water temperature becomes higher, and automatically becomes thinner when the water temperature becomes lower. Further, in this embodiment, since hysteresis is set for the switching temperature of the bi-starter relay 164, unnecessary switching operation of the bi-starter relay 164 that can occur near the critical temperature can be prevented.
[0085]
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 502.12As shown in FIG. 5, when the vehicle speed is greater than 0 and the throttle is opened within 0.3 seconds from the fully closed state to the fully open state, it is determined that the acceleration operation is performed and an acceleration detection pulse is generated.
[0086]
The acceleration charge limiting unit 504 controls the regulator / rectifier 167 in response to the acceleration detection pulse signal, and reduces the charging voltage of the battery 168 from the normal 14.5V to 12.0V.
[0087]
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.
[0088]
A detection signal from the vehicle speed sensor 255, a detection signal from the pulser 153, and a detection signal from the throttle sensor 257 are input to the start operation detection unit 503.12As shown in FIG. 4, if the throttle is open when the vehicle speed is 0 and the engine speed Ne is equal to or lower than the set speed (2500 rpm in this embodiment), it is determined that the vehicle is starting and a start detection pulse is generated. .
[0089]
When the start-up charging restriction unit 505 detects the start-up detection pulse signal, the start-up charge restriction unit 505 controls the regulator / rectifier 167 to lower the charging voltage of the battery 168 from 14.5V to 12.0V.
[0090]
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.
[0091]
According to such charging control, when the driver suddenly opens the throttle and accelerates rapidly, or when starting from a stop state, the charging voltage is kept low, and the electrical load on the generator 44 is temporarily reduced. . Therefore, the mechanical load of the engine 200 caused by the generator 44 is reduced, and the acceleration performance is improved.
[0092]
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.
[0093]
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.
[0094]
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.
[0095]
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.
[0096]
Furthermore, according to the present embodiment, the sprocket 58 connected to the starter motor 49 has a crankshaft.12Since the sprocket 58 can be increased in diameter and a large reduction ratio can be obtained, the starter motor 49 can be reduced in size and weight. .
[0097]
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.
[0098]
In the present embodiment, the crankshaft of the one-way clutch 5012The sleeve 57c on the side 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 flange portion 83d that extends outward in the axial direction of the fixed pulley piece 83a. By fixing, the sprocket 58 is coupled to the end of the crankshaft 12 via the one-way clutch 50 and the fixed pulley piece 83a.
[0099]
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.
[0100]
Further, in this embodiment, as in the second embodiment, the sprocket 58 is connected to the crankshaft.12Since the sprocket 58 can be increased in diameter and a large reduction ratio can be obtained, the starter motor 49 can be reduced in size and weight.
[0101]
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.
[0102]
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, this embodiment(Fourth embodiment)Then, 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 shaft 12 side to the starter motor 49 side is cut off. As a result, the starter motor can be used without using a dive gear.49From crankshaft12As a result, it is possible to reduce the noise when starting the engine.
[0103]
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.
[0104]
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 play in an engine starter that starts the engine frequently. 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.
[0105]
Here, in the present embodiment, the sprocket 58 provided on the crankshaft 12 and the starter motor 49 are not connected to each other by a fixed gear train and are not connected to the starter motor 49. 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.
[0106]
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.
[0107]
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.
[0108]
【The invention's effect】
According to the present invention, the following effects are achieved.
[0109]
(1) The compression stroke is divided into a plurality of sections, and the engine speed in each section is detected and compared to determine the deceleration of the engine speed, so the engine speed is low and Ketchin is likely to occur. It becomes possible to accurately determine whether or not the engine speed has fallen to the range immediately before the engine speed falls to the low speed range. Accordingly, unnecessary forced misfire is not required and the engine can be started quickly.
[0110]
(2) Forced misfire is prohibited for a predetermined period after the engine is misfired, regardless of the engine speed. Therefore, even if the engine start fails and the engine speed decreases again to the low speed range, forced misfire is not performed, and the engine can be ignited at the next ignition timing.
[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.
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 diagram showing a list of main operations of the main control device.
FIG. 13 is a diagram showing operating mode switching conditions.
FIG. 14 is a timing chart of the start signal extension portion of FIG. 9;
FIG. 15 is a flowchart showing the operation of the ignition control unit.
FIG. 16 is a flowchart showing the operation of the ignition start control unit.
FIG. 17 is a flowchart showing the operation of an ignition permission / rejection unit.
FIG. 18 is a diagram showing a relationship between a reluctator shape and a pulsar signal.
FIG. 19 is a timing chart of the Ketchin avoidance process.
20 is a diagram showing a method for determining an extension time of the start time by the start signal extension unit of FIG. 9;
[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 (9)

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.
Low rotation determination means (step S23) for determining whether or not the engine is normally rotating in a predetermined low rotation range;
Engine speed detection means for detecting the engine speed in each section by dividing the compression stroke immediately before the ignition timing into a plurality of sections (step S29);
When the start operation (step S25) is performed, if the engine is rotating normally in the low rotation range and the engine speed of each section is in a predetermined magnitude relationship (step S30), the response to the start operation And a ketching avoiding means for inhibiting engine ignition for a predetermined period even when the starter motor is started (step S31) . The Ketchin avoiding means prohibits engine ignition for a first predetermined period (step S31), and then when the engine speed exceeds a predetermined speed as the ignition is restarted (step S32), the second predetermined period 2. The vehicle engine starter according to claim 1, wherein engine ignition is not prohibited (step S33). 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.
Engine speed detection means for detecting the engine speed in each section by dividing the compression stroke immediately before the ignition timing into a plurality of sections (step S29);
Ketchin avoiding means (step S31) for prohibiting engine ignition for a predetermined period regardless of the starting operation when the engine speed of each section has a predetermined magnitude relationship (step S30),
The Ketchin avoiding means prohibits engine ignition for a first predetermined period (step S31), and then when the engine speed exceeds a predetermined speed as the ignition is restarted (step S32), the second predetermined period An engine starter for a vehicle characterized by not prohibiting engine ignition (step S33). Said ignition device, the ignition operation of the engine, while the vehicle is traveling is stopped in response to a predetermined vehicle stop condition, to claim 1 or 3 after the stop is characterized by resuming in response to a predetermined starting operation The vehicle engine starter according to claim. The vehicle engine starter according to claim 1 or 3, wherein the ketchin avoiding means determines that the throttle grip is opened as a start operation.   When the engine speed is in the low engine speed range (step S23), the engine shifts to the ketching avoidance mode. When a start operation is detected in the ketchin avoidance mode (step S25), engine ignition is prohibited by the ketchin avoiding means. The vehicle engine starter according to claim 3.   When the start operation is detected (step S25) when the engine speed is in the low speed range (step S23), the engine ignition is performed for a predetermined period prior to prohibiting the engine ignition by the ketchin avoiding means (step S31). The vehicle engine starting device according to claim 1 or 6, further comprising forced misfire control means (step S28) forcibly prohibiting only.   2. The Ketchin avoiding means is not energized when engine stop or substantial stop is detected (step S27) when the engine speed is in the low engine speed range (step S23). The vehicle engine starter according to claim.   2. The vehicle according to claim 1, wherein when the engine speed is in the low speed range (step S <b> 23) and the start operation is not detected for a predetermined time (step S <b> 26), the ketching avoiding means is not energized. Engine starter.

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