JP4030568B2 - Vehicle start control device - Google Patents

Description

  The present invention relates to a vehicle start control device.

  Forgetting to stop the internal combustion engine when parking and idling operation may continue for a long time, but it wastes fuel, reduces the life of the storage battery, and is not good for the environment.

Therefore, an example (for example, Patent Document 1) in which the operation of the internal combustion engine is automatically stopped when the idling operation continues for a predetermined time or longer under a predetermined condition has been proposed.
JP 59-39946

In order to avoid unnecessary fuel consumption, it is desirable to stop the idling operation of the internal combustion engine even when the vehicle is temporarily stopped.
However, if the internal combustion engine is stopped at a time such as a temporary stop by a signal, the start operation of the internal combustion engine is performed every time the vehicle starts, and the start operation is frequently performed and is troublesome, and is not in an idling operation state. The start of the internal combustion engine takes time, or the starter motor makes a jumping gear sound for the start, resulting in poor merchantability.

  The present invention has been made in view of the above points, and the object of the present invention is to stop the internal combustion engine even when the vehicle is stopped to avoid waste of fuel, and to start easily and smoothly, and has a high commercial value. The starting control device is provided.

In order to achieve the above object, according to the first aspect of the present invention, there is provided a starter motor provided coaxially with a crankshaft in an internal combustion engine, and power supply from the battery to the starter motor is stopped when the crankshaft exceeds a predetermined rotational speed. A power supply stopping means, a throttle switch for detecting a fully closed state of a throttle opening operated by operating an accelerator grip, a brake switch for detecting a brake applied state, and the throttle switch being a fully closed state of a throttle opening A power supply means for supplying power to the starter motor when the throttle opening degree is not fully closed and the brake switch detection signal is input and the brake is applied, and the vehicle speed is zero and ignition throttle opening to stop the ignition of the at engine warm-up operation has been completed for all closed and the internal combustion engine It was starting control apparatus for a vehicle and a stopping means.

According to a second aspect of the invention, the start control apparatus for a vehicle according to claim 1, warm-up operation of the internal combustion engine is characterized by complete when the engine coolant temperature reaches a predetermined or higher.

According to a third aspect of the invention, the start control apparatus for a vehicle according to claim 1, warm-up operation of the internal combustion engine, vaporizer by the starter, characterized in that the complete when turned off.

The invention of claim 4, wherein, in the start control apparatus for a vehicle according to claim 1, warm-up operation of the internal combustion engine is characterized by complete when the choke operation carburetor is returned.

According to a fifth aspect of the invention, the start control apparatus for a vehicle according to claim 1, characterized in that the centrifugal clutch in a power transmission system to the rear wheel from the internal combustion engine is interposed.

According to the vehicle start control device of the first aspect , when the vehicle is stopped with the brake applied, the vehicle speed is zero, the throttle opening is fully closed, and the warm-up operation is already completed. However, since the ignition of the internal combustion engine is stopped, the operation of the internal combustion engine is stopped and unnecessary fuel consumption can be avoided.

When starting, the throttle opening is opened by operating the accelerator grip in the braked state (input state of the detection signal of the brake switch), and the power supply means supplies power to the starter motor and is provided coaxially on the crankshaft. The starter motor is driven to immediately start, and the ignition stop means cancels the ignition stop and enables ignition, so that the internal combustion engine can be started quickly and with no loud start-up noise. You can start smoothly.

  After the internal combustion engine is started, the power supply stopping means can stop the power supply from the battery to the starter motor when the crankshaft reaches a predetermined rotational speed or more.

According to the start control device for a vehicle according to claim 2, 3, and 4 , completion of the warm-up operation of the internal combustion engine includes an increase in the engine water temperature, stoppage of the carburetor's bi-starter, return of the carburetor's choke operation, Can be detected.

According to the vehicle start control device of the fifth aspect , since the centrifugal clutch is interposed in the power transmission system from the internal combustion engine to the rear wheel, the crankshaft is immediately rotated by the operation of the accelerator when the vehicle starts. Even so, the vehicle does not start until the centrifugal clutch is connected, and the vehicle starts more smoothly.

Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
The start control device according to the present embodiment relates to a two-stroke internal combustion engine mounted on a scooter type motorcycle. FIG. 1 is an overall side view of the scooter type motorcycle 1. FIG.

The vehicle body front portion 2 and the vehicle body rear portion 3 are connected via a low floor portion 4, and the vehicle body frame forming the skeleton of the vehicle body is generally composed of a down tube 6 and a main pipe 7.

A fuel tank and a storage box are supported by the main pipe 7, and a seat 8 is disposed above the fuel tank and the storage box.
On the other hand, the vehicle body front portion 2 is pivotally supported by the steering head 5 and is provided with a handle 11 on the upper side. A front fork 12 extends downward and a front wheel 13 is pivotally supported on the lower end thereof.
The right handle 11 is provided with an accelerator grip 61.

  A bracket 15 projects from the lower end of the rising portion of the main pipe 7, and a swing unit 17 is swingably connected to the bracket 15 via a link member 16.

The swing unit 17 is equipped with a single-cylinder two-stroke internal combustion engine 200 at the front, a belt-type continuously variable transmission 35 is formed from the internal combustion engine 200 to the rear, and is provided at the rear via a centrifugal clutch. The rear wheel 21 is pivotally supported by the reduction mechanism 38.
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.

  An upper part of the swing unit 17 is provided with a carburetor 24 connected to an intake pipe 23 extending from the upper part of the cylinder head of the internal combustion engine 200 and an air cleaner 25 connected to the carburetor 24.

  On the other hand, a main stand 26 is pivotally attached to the hanger bracket 18 projecting from the lower part of the unit swing case 31, and a kick arm 28 is attached to a kick shaft 27 protruding from the transmission case cover 36 of the belt type continuously variable transmission 35. The kick pedal 29 is provided at the tip of the kick arm 28.

FIG. 2 is a sectional view of the internal combustion engine 200 in FIG. 1 cut along the line II-II.
In the internal combustion engine 200, a cylinder block 203 and a cylinder head 204 are sequentially combined with a crankcase 202 that combines left and right cases that rotatably support a crankshaft 201 oriented in the horizontal direction, and an exhaust passage not shown in the cylinder block 203. In addition, a scavenging passage 205 is formed from a scavenging port that opens to the cylinder bore and communicates with the crank chamber of the crankcase 202.

  A spark plug 206 is fitted to the cylinder head 204 toward the combustion chamber, and the cylinder head 204 and the cylinder block 203 are covered with a fan shroud 207 except for an exposed portion of the spark plug 206.

  The left crankcase 202L also serves as a belt-type continuously variable transmission chamber case, and a belt drive pulley 210 is rotatably provided on a crankshaft 201 extending through the left crankcase 202L.

  The belt drive pulley 210 is composed of a fixed pulley half 210L and a movable pulley half 210R. The fixed pulley half 210L is fixed to the left end of the crankshaft 201 via a boss 211, and on the right side of the movable side pulley 210L. The pulley half 210R is spline-fitted to the crankshaft 201 and can approach and separate from the fixed pulley half 210L, and the V-belt 212 is sandwiched and wound around the pulley halves 210L and 210R.

  A cam plate 215 is fixed to the crankshaft 201 on the right side of the movable pulley half 210R, and a slide piece 215a provided on the outer peripheral end of the cam plate 215 is formed on the outer peripheral end of the movable pulley half 210R in the axial direction. The movable boss 210Ra is slidably engaged.

  The side surface of the movable pulley half 210R on the cam plate 215 side is tapered toward the cam plate 215 side, and the dry weight roller 216 is accommodated between the cam plate 215 inside the tapered surface.

  Therefore, when the rotation speed of the crankshaft 201 increases, the dry weight roller 216 that rotates between the movable pulley half 210R and the cam plate 215 and moves together in the centrifugal direction due to centrifugal force moves the movable pulley half 210R in the same direction. It is pressed by the weight roller 216 and moves to the left to approach the fixed pulley half 210L, and the V belt 212 sandwiched between both pulley halves 210L and 210R is moved in the centrifugal direction to increase the winding diameter. It is configured as follows.

  A V-belt 212 is wound around a belt driven pulley (not shown) corresponding to the belt driving pulley 210 and power is automatically adjusted and transmitted to a rear speed reduction mechanism or the like via a centrifugal clutch to drive a rear wheel. To do.

  A transmission case cover 220 that covers the belt-type continuously variable transmission chamber from the left side extends from the front belt drive pulley 210 to the rear, and the kick shaft 27 is pivotally passed through and supported forward. A drive helical gear 222 is fitted to the inner end of the kick shaft 27 and is urged by a return spring 223.

A sliding shaft 224 is supported on the inner surface of the front portion of the transmission case cover 220 coaxially with the crankshaft 201 so as to be rotatable and slidable in the axial direction. A driven helical gear 225 is formed on the sliding shaft 224. The ratchet wheel 226 is fixed to the right end and is biased to the left by the friction spring 227.
On the other hand, a ratchet is formed on the boss 211 on the crankshaft 201 side so as to face the ratchet wheel 226, and both can be brought into contact with and separated from each other by sliding of the slide shaft 224.

  Therefore, when the kick pedal 29 is depressed and the kick shaft 27 rotates against the return spring 223, the drive helical gear 222 rotates together with the kick shaft 27, and the driven helical gear 225 that meshes with the driven helical gear 222 integrates with the sliding shaft 224. The ratchet wheel 226 meshes with the ratchet of the boss 211 to forcibly rotate the crankshaft 201 and start the internal combustion engine 200.

On the other hand, the right crankcase 202R extends in a substantially cylindrical shape on the right side of the main bearing 209 that rotatably supports the crankshaft 201, and the crankshaft 201 projects from the central axis thereof.
A starter / power generator 250 in which a starter motor and a generator are combined is disposed in the cylinder of the right crankcase 202R.

  The inner rotor 251 has a rotor boss 252 fitted on a crankshaft 201 protruding to the right and tightened with a nut 253. The rotor boss 252 has a substantially cylindrical shape and has a small-diameter cylindrical portion 252a with a somewhat reduced diameter inside. In addition, six magnets 254 are fitted on the outer periphery of the large-diameter cylindrical portion.

A governor outer 255 tapered to the outer periphery of the small-diameter cylindrical portion 252a of the rotor boss 252 and opened to the left is provided with an inner opening edge fixed to the rotor boss 252 with a rivet 256.
The governor outer 255 is formed with six grooves directed in the axial direction on the inner circumferential surface of the taper, and the outer opening edge corresponding to each groove is bent to the shaft and slightly extends.

On the other hand, a governor inner 258 is fitted to the peripheral surface of the small-diameter cylindrical portion 252a of the rotor boss 252 so as to be slidable in the left-right axis direction. 259 bulges out, and the bottom wall of the pocket 259 tapers diagonally.
A metal ball 260 is accommodated in the pocket 259, and the taper wall of the governor outer 255 is positioned so as to close the opening of the pocket 259.

  A plurality of connecting portions 258a formed by extending a part of the cylindrical portion of the governor inner 258 to the right pass through the large-diameter cylindrical portion of the rotor boss 252 and slide in the left-right axial direction on the right side of the rotor boss 252. An end portion is fixed to a brush holder 262 that is movably supported so that the governor inner 258 and the brush holder 262 can slide together.

  Therefore, the governor inner 258 urged to the right by the spring and shown in the solid line in FIG. 2 will move the ball 260 in the centrifugal direction along the tapered wall of the governor outer 255 as the rotational speed of the inner rotor 251 increases. As shown in FIG. 2, the pocket bottom wall of the governor inner 258 is pushed to slide to the left together with the brush holder 262 as indicated by a two-dot chain line in FIG.

  The brush holder 262 has a brush 263 protruding at a predetermined position on the right side surface thereof, the + side brushes are electrically connected to each other by the + side terminal plate, and the − side brushes are electrically connected to each other by the − side terminal plate.

In the commutator holder 265 disposed corresponding to the brush holder 262, a large-diameter conductive path 266, a commutator piece 267, and a small-diameter conductive path 268 are disposed concentrically on the surface facing the brush holder 262. .
This commutator holder 262 is supported by an outer stator 270 disposed on the outer periphery of the inner rotor 251.

  The outer stator 270 has a structure in which a generator coil 272 and a start coil 273 are wound around a yoke of a stator core 271 and is disposed in a cylinder of the right crankcase 202R with the stator core 271 fixed to the right crankcase 202R. .

  The crankshaft 201 passes through the commutator holder 262 and extends further to the right. A forced air cooling fan 280 is attached to the tip of the crankshaft 201, and a fan cover 281 is mounted on the right side of the forced air cooling fan 280. 207 is provided.

  The starter / power generator 250 provided in the internal combustion engine 200 has the above-described structure, and the inner rotor 251 rotates integrally with the crankshaft 201 so that it is less than a predetermined number of revolutions less than the idling number of revolutions. The governor inner 258 and the brush holder 262 are on the right side as shown by the solid line in FIG. 2, and the brush 263 is in contact with the large-diameter conductive path 266, the commutator piece 267, and the small-diameter conductive path 268 of the commutator holder 265. However, when the rotation speed exceeds a predetermined number, the brush holder 262 slides to the left as shown by a two-dot chain line in FIG. 2 by the governor mechanism, and the brush 263 has a large diameter conductive path 266, a commutator piece 267, a small diameter conductive path. Leave 268.

Therefore, when the internal combustion engine 200 is started, the battery power is supplied to the starting coil 273 through contact with the large-diameter conductive path 266, the commutator piece 267, and the small-diameter conductive path 268 of the commutator holder 265 of the brush 263. The current flowing in the coil 273 generates a rotational torque in the inner rotor 251 and directly rotates the crankshaft 201 to start the internal combustion engine.
When the crankshaft 201 exceeds the predetermined rotation speed, the power supply is stopped by the governor mechanism.

A start control system in the internal combustion engine 200 provided with the starter / power generator 250 for directly rotating the crankshaft 201 as described above will be described with reference to FIG.
The positive terminal of the battery 50 is connected to the CDI (capacity discharge ignition) unit 52 and one fixed contact 62a of the throttle switch 62 of the power feeding means 60 through the combination switch 51, and one contact of the starter magnet switch 63 of the power feeding means 60. 63a is connected.

The throttle switch 62 is provided on the accelerator grip 61, and includes a fixed contact 62a and an arcuate contact 62b that rotates together with the accelerator grip 61. Both the contacts 62a and 62b are in the off state when the throttle is fully closed, and the other is on. It becomes a state.
The arcuate contact 62b is connected to the electromagnetic coil 63c of the starter magnet switch 63, and the other end of the electromagnetic coil 63c is grounded via the brake switch 64.

  The other contact 63 b of the starter magnet switch 63 is connected to the small-diameter conductive path 268 of the starter / generator 250 and also connected to one input terminal of the NOR circuit 71 of the ignition stop means 70.

  That is, when the combination switch 51 is turned on and the brake switch 64 is turned on, the power feeding means 60 rotates the accelerator grip 61 to release the slot fully closed state, so that a current flows in the electromagnetic coil 63c. The starter magnet switch 63 is turned on to supply power to the starter / generator 250 to drive the starter motor as a starter motor to start the engine, and an H (high) level signal is applied to one input terminal of the NOR circuit 71 of the ignition stop means 70. Output.

  Therefore, there is no such as a starter button, and if the accelerator grip 61 is turned with the brake applied, the internal combustion engine can be started immediately, and the engine is not started otherwise.

  On the other hand, the other input terminal of the NOR circuit 71 of the ignition stop means 70 receives a signal indicating whether or not the front wheel 13 detected by the vehicle speed sensor 53, that is, whether or not the vehicle speed is zero, is L (low) if the vehicle speed is zero. If a level signal is input and the vehicle speed is other than zero, an H level signal is input.

The output of the NOR circuit 71 is input to one input terminal of the NAND circuit 72 of the next stage, and the other input terminal of the NAND circuit 72 receives an ON / OFF signal of the bi-starter 54 attached to the carburetor 24, that is, a warm-up operation. A signal indicating whether or not the operation has been completed is input. If the warm-up operation is not completed, an L level signal is input, and if completed, an H level signal is input.
The output terminal of the NAND circuit 72 is connected to the base terminal of the transistor 73.

  The collector terminal of the transistor 73 of the ignition stop means 70 is connected to the output of the CDI unit 52, and the emitter terminal is connected to the ignition coil 54 for operating the ignition plug 206.

  The ignition stop means 70 is configured as described above, and when the throttle opening is fully closed and the vehicle speed is zero, both L level signals are input to the two input terminals of the NOR circuit 71, so that the H level signal is NANDed. When the signal is output to the circuit 72 and the warm-up operation is completed, an H level signal is input to the other input terminal of the NAND circuit 72, so that an L level signal is output from the NAND circuit 72 and the base terminal of the transistor 73 Becomes L level, and the ignition current from the CDI unit 52 does not flow to the ignition coil 54, and ignition is stopped.

  When the throttle opening is fully closed, the vehicle speed is zero, and at least one of the warm-up operations is complete, the output of the NAND circuit 72 is H level, and the transistor 73 is turned on to enable ignition.

Since the start control system is configured as described above, when the motorcycle 1 stops after running, the accelerator grip 61 is operated to fully close the throttle opening, and when the brake is applied, the vehicle speed becomes zero. Since the warm-up operation is already completed, the ignition is stopped by the ignition stop means 70 and the operation of the internal combustion engine is stopped.
Even when the operation is temporarily stopped by a signal or the like, the operation of the internal combustion engine is stopped, and wasteful consumption of fuel can be avoided.

  When the brake is applied (the brake switch 64 is on) and the accelerator grip 61 is operated and the throttle opening is opened, the starter magnet switch 63 is turned on and the start coil 273 of the starter / generator 250 is powered. Is started as a starter motor, and an H level signal is output to one input terminal of the NOR circuit 71 of the ignition stop means 70 to turn on the transistor 73 to ignite the spark plug 206, thereby igniting the internal combustion engine. Start 200.

  Since the starter / generator 250 starts the engine directly by rotating the crankshaft 201, the engine 200 can be started smoothly by rotating the crankshaft 201 instantaneously and without noise.

  When the internal combustion engine 200 starts and the crankshaft 201 exceeds the predetermined speed, the governor mechanism stops supplying power to the starter / power generator 250, and the engine speed increases instantaneously to the throttle opening according to the accelerator operation. To do.

By simply operating the accelerator grip 61 after pausing as described above, the internal combustion engine 200 is started and the engine speed increases, so the centrifugal clutch on the rear wheel 21 side is also connected, and when the brake is removed, the engine starts immediately. can do.
That is, even if the operation of the internal combustion engine 200 is stopped at each temporary stop to avoid wasting fuel, the start can be performed immediately and smoothly with a simple operation.

  The ignition stop means 70 stops the ignition when the throttle opening is fully closed, the vehicle speed is zero, and the warm-up operation is completed as in the case of a temporary stop. If necessary, ignition is not continued until the warm-up operation is completed, and the operation of the internal combustion engine is not stopped.

  In this start control system, the brake switch 64 is interposed in series with the electromagnetic coil 63c of the starter magnet switch 63 so that the engine can be started when the brake is applied. In the present motorcycle 1, the brake switch 64 is not interposed in the electromagnetic coil 63c of the starter magnet switch 63, and the electromagnetic coil 63 is directly grounded.

  That is, the swing unit 17 of the motorcycle 1 has a configuration in which the rotation of the crankshaft 201 is transmitted to the rear wheel 21 via the belt-type continuously variable transmission 35 and the centrifugal clutch. Even if the crankshaft 201 is directly rotated as a starter motor, the rear wheel 21 is not rotated until it reaches the number of rotations to which the centrifugal clutch is connected. Therefore, there is no problem even if the brake switch 64 is not installed. Absent.

  In this embodiment, the completion of the warm-up operation of the internal combustion engine is detected from the presence or absence of the operation of the bi-starter 54 provided in the carburetor 24. The completion of the warm-up operation can be detected even when monitoring the return or the like.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall side view of a scooter type motorcycle that employs a starter according to an embodiment of the present invention, with a portion omitted. FIG. 2 is a cross-sectional view taken along line II-II of the internal combustion engine mounted on the scooter type motorcycle in FIG. 1. It is a schematic block diagram of a start control system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Scooter type motorcycle, 2 ... Car body front part, 3 ... Car body rear part, 4 ... Floor part, 6 ... Down tube, 7 ... Main pipe, 8 ... Seat, 11 ... Handle, 12 ... Front fork, 13 ... Front wheel, 15 ... Bracket, 16 ... Link member, 17 ... Swing unit, 18 ... Hanger bracket,
21 ... Rear wheel, 22 ... Rear cushion, 23 ... Intake pipe, 24 ... Vaporizer, 25 ... Air cleaner, 26 ... Main stand, 27 ... Kick shaft, 28 ... Kick arm, 29 ... Kick pedal, 50 ... Battery, 51 ... Combination switch, 52 ... CDI unit, 54 ... Bi starter,
60 ... Power supply means, 61 ... Accelerator grip, 62 ... Throttle switch, 63 ... Starter magnet switch, 64 ... Brake switch,
70 ... Ignition stop means, 71 ... NOR circuit, 72 ... NAND circuit, 73 ... transistor, 200 ... internal combustion engine, 201 ... crankshaft, 202 ... crankcase, 203 ... cylinder block, 204 ... cylinder head, 205 ... scavenging passage, 206… Spark plug, 207… Fan shroud, 210… Belt drive pulley, 211… Boss, 212… V belt, 215… Cam plate, 216… Dry weight roller, 220… Transmission case cover, 222… Drive helical gear, 223… Return Spring, 224 ... Sliding shaft, 225 ... Driven helical gear, 226 ... Ratchet wheel, 227 ... Friction spring, 250 ... Starter and generator, 251 ... Inner rotor, 252 ... Rotor boss, 253 ... Nut, 254 ... Magnet, 255 ... Governor Outer, 256 ... Rivet, 258 ... Governor inner, 259 ... Pocket, 260 ... Metal ball, 262 ... Brush holder , 263 ... Brush, 265 ... Commutator holder, 266 ... Large diameter conductive path, 267 ... Commutator piece, 268 ... Small diameter conductive path, 270 ... Outer stator, 271 ... Stator core, 272 ... Generator coil, 273 ... Start coil, 280 ... forced air cooling fan, 281 ... fan cover.

Claims (5)

A starter motor provided coaxially with a crankshaft in an internal combustion engine;
Power supply stopping means for stopping power supply from the battery to the starter motor when the crankshaft reaches a predetermined number of revolutions;
A throttle switch that detects the fully closed state of the throttle opening operated by operating the accelerator grip;
A brake switch for detecting the brake applied state;
The throttle switch does not detect the fully closed state of the throttle opening. When the throttle opening is not fully closed and when the brake switch detection signal is input and the brake is applied, the starter motor is supplied. Power supply means for supplying power;
An ignition stop means for stopping ignition of an internal combustion engine when the vehicle speed is zero, the throttle opening is fully closed, and the warm-up operation of the internal combustion engine is completed. 2. The start control device for a vehicle according to claim 1, wherein the warm-up operation of the internal combustion engine is completed when the engine water temperature becomes equal to or higher than a predetermined value. 2. The start control device for a vehicle according to claim 1, wherein the warm-up operation of the internal combustion engine is completed when the carburetor's bi-starter is turned off. 2. The start control device for a vehicle according to claim 1, wherein the warm-up operation of the internal combustion engine is completed when the choke operation of the carburetor is returned. 2. The start control device for a vehicle according to claim 1 , wherein a centrifugal clutch is interposed in a power transmission system from the internal combustion engine to the rear wheels.

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