JP4424573B2 - Engine automatic stop / start control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine automatic stop / start control device that automatically stops in response to a predetermined stop condition while the vehicle is running, and restarts in response to a predetermined start operation after stopping. The present invention relates to an engine automatic stop / start control device that does not automatically stop an engine in a situation where cranking cannot be performed.
[0002]
[Prior art]
Equipped with an engine automatic stop start control system that stops the engine in response to a predetermined stop condition while the vehicle is running, and restarts in response to a predetermined start operation after stopping, from the viewpoint of environmental problems and energy saving Vehicles have been developed and are on the market.
[0003]
In a vehicle equipped with the above-described engine automatic stop / start control system, the engine is restarted by cranking by the starter motor. Therefore, the battery is insufficiently charged or the starter motor is sufficiently driven due to deterioration of the battery over time. If the current cannot be supplied, the restartability of the engine is deteriorated.
[0004]
In order to solve such problems, for example, Japanese Utility Model Publication No. 61-11084 monitors the specific gravity of the battery electrolyte, and when the charge amount predicted from this specific gravity is insufficient, the engine is automatically stopped. A technique for avoiding this is disclosed.
[0005]
[Problems to be solved by the invention]
Although the specific gravity of the battery electrolyte represents the amount of charge, it is difficult to measure it continuously and accurately with a simple configuration. Further, since the relationship between the specific gravity and the charge amount also depends on the deterioration state of the battery, it is difficult to accurately determine the charge amount only with the specific gravity.
[0006]
Furthermore, when the starter motor is a brush motor, the resistance value at the brush portion and the friction at the bearing portion change over time. Even in a coupling mechanism that couples the starter motor and the crankshaft of the engine, the friction and mechanical accuracy of the bearing portion change over time. For this reason, the drive current required for the starter motor to crank the engine greatly depends on the deterioration state of the starter motor and the coupling mechanism.
[0007]
Thus, whether or not the starter motor can crank the engine sufficiently depends not only on the amount of charge of the battery, but also on individual differences such as the starter motor and the coupling mechanism. It is desirable to decide in consideration of all these factors.
[0008]
The object of the present invention is to solve the above-mentioned problems of the prior art, accurately determine whether the starter motor can sufficiently crank the engine with a simple structure, and in a situation where the engine cannot be cranked sufficiently, It is an object of the present invention to provide an engine automatic stop start control device that prohibits automatic stop of the engine.
[0009]
[Means for Solving the Problems]
In order to achieve the above-described object, the present invention provides an automatic engine stop / start control device that stops an engine in response to a predetermined stop condition while the vehicle is running, and restarts in response to a predetermined start operation after the engine stops. A starter motor for cranking the engine, a battery for supplying drive power to the starter motor, voltage detecting means for measuring the voltage of the battery, and driving the starter motor at a timing other than when the engine is restarted. An engine stop permission / rejection determination unit that determines whether or not to stop the engine based on a battery voltage detected during the driving period, and the engine stop permission / rejection determination unit prohibits the engine stop. The engine stop in response to the stop condition is prohibited.
[0010]
According to the above-described feature, the greater the mechanical load or electrical load when cranking the engine, the greater the drop in battery voltage when the starter motor is driven. Further, the more the battery is more deteriorated, the more the battery voltage drops when the starter motor is driven. Therefore, if the starter motor is actually driven to detect the battery voltage and the engine stop is prohibited when the drop is large, engine restart in a situation where the engine cannot be cranked sufficiently can be prevented.
[0011]
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 automatic 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.
[0012]
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.
[0013]
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.
[0014]
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).
[0015]
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.
[0016]
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 172 is provided at one end of the crankshaft 12 protruding from the crank chamber 9.
[0017]
One sleeve (crankshaft side) sleeve 57a of the one-way (one-way) clutch 50 is fixed to the outer rotor 42 of the generator 172 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 172 and the main bearing 11. A chain 40 for obtaining a starting torque from the starter motor 171 shown in FIG. 2 is hung on the sprocket 58.
[0018]
The clutch portion 56a of the one-way clutch 50 prevents the outer rotor 42 of the generator 172, 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 171 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.
[0019]
On the other hand, after the engine is started, even if the starter motor 171 stops, 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 171.
[0020]
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.
[0021]
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 portion 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.
[0022]
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.
[0023]
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.
[0024]
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 172 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.
[0025]
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.
[0026]
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.
[0027]
As described above, according to the present embodiment, the starter motor 171 and the crankshaft 12 are connected by the chain 40 as endless connecting means, and the crankshaft 12 is chain-driven when the engine is started. Sound can be kept lower than before.
[0028]
Further, when the generator 172 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 region on the crankshaft 12 is the automatic transmission. The pulley 83 becomes larger than the generator 172. 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 172 side. In contrast, in this embodiment, since the sprocket 58 and its one-way clutch 50 are provided on the generator 172 side, 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.
[0029]
Furthermore, according to this embodiment, the chain 40 for connecting the crankshaft 12 and the starter motor 171 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.
[0030]
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.
[0031]
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”).
[0032]
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. .
[0033]
FIG. 8 is a block diagram showing the overall configuration of the start / stop control system in the engine 200, and the same reference numerals as those described above represent the same or equivalent parts.
[0034]
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 171 when the starter relay 162 is turned on, and supplies load current to the various general electrical components 174 and the main controller 160 via the main switch 173.
[0035]
The main controller 160 includes an Ne sensor 153 that detects the engine speed Ne, a voltage sensor 252 that detects a terminal voltage of the battery 168, an idle switch 253 for manually allowing or restricting idling of the engine 200, When the driver is seated on the seat, the seating switch 254 that closes the contact and outputs “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 opening θ A throttle sensor 257 (including a throttle switch 257a) for detecting the engine, a starter switch 258 that drives the starter motor 171 to start the engine 200, a stop switch 259 that outputs an "H" level in response to a brake operation, The voltage of the battery 168 is a predetermined value (for example, A battery indicator 276 to alert the driver of insufficient charging lit to become 0V) below, and the water temperature sensor 251 for detecting a coolant temperature of the engine is connected.
[0036]
Further, the main control device 160 includes an ignition control 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 electric power to the starter motor 171. 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.
[0037]
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.
[0038]
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.
[0039]
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.
[0040]
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.
[0041]
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".
[0042]
Furthermore, in this “start-up & idle SW mode”, a vehicle speed greater than or equal to a planned speed (for example, 10 km / h) is detected, and the water temperature is equal to or higher than a predetermined temperature (for example, the 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”.
[0043]
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.
[0044]
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 Ne sensor 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).
[0045]
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. 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 to the starter relay 162.
[0046]
According to such starter relay control, 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 conducted and the starter motor 171 is started.
[0047]
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 171 is started.
[0048]
In the standby indicator control unit 600 of FIG. 9, 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 receives a detection signal of the Ne sensor 153, and outputs an “H” level signal if the engine speed 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.
[0049]
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.
[0050]
According to such standby indicator control, as shown in FIG. 13, the standby indicator 256 is lit if the driver is not seated and blinks if the driver 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.
[0051]
The ignition control unit 700 of FIG. 10 permits or prohibits the ignition operation by the ignition control device 161 under a predetermined condition for each operation mode.
[0052]
The traveling determination unit 701 determines whether or not the vehicle is in a traveling state based on a detection signal from the vehicle speed sensor 255, and outputs an “H” level signal in the traveling state. The OR circuit 706 outputs a logical sum of the output signal of the travel determination unit 701 and the output signal of the throttle switch 257a. The AND circuit 707 outputs a logical product of the output signal of the seating switch 254 and the output signal of the OR circuit 706. Therefore, the output of the AND circuit 707 becomes “H” level when the driver is seated, when the throttle is open, or when the vehicle speed is higher than zero.
[0053]
The AND circuit 702 outputs a logical product of the output signal of the seating switch 254, the inverted signal of the travel determination unit 701, and the inverted signal of the throttle switch 257a. Therefore, the output of the AND circuit 702 becomes “H” level when the throttle is closed, the vehicle speed is 0, and the driver is seated.
[0054]
The timer 703 delays the input signal by a predetermined time (in this embodiment, 3 seconds) and outputs it. The engine stop permission / rejection determination unit 709 detects the rise of the output of the AND circuit 702, and as shown in FIG. 18 (a), the starter relay 162 is turned on for a predetermined time (in this embodiment, about 0.5 seconds). The starter motor 171 is driven by conducting.
[0055]
Further, the battery voltage VBATT detected by the voltage sensor 252 is detected during this driving period, and this is compared with the reference voltage Vref as shown in FIG. 18 (b). The reference voltage Vref ensures that the starter motor 171 can crank the engine 200 enough to start it, that is, the battery 168 can supply the starter 171 with the drive current necessary for sufficient cranking. The voltage is preset.
[0056]
Therefore, as indicated by a broken line in FIG. 18B, if the minimum value of the battery voltage VBATT when the starter motor 171 is driven is equal to or higher than the reference voltage Vref, the engine stop permission signal S709 is set to the “H” level. Allow the engine to stop. On the other hand, as indicated by a solid line in the figure, if the minimum value is less than the reference voltage Vref, the engine stop permission signal S709 is set to “L” level to prohibit the engine stop.
[0057]
The AND circuit 705 outputs a logical product of the output signal of the AND circuit 702, the output signal of the timer 703, and the engine stop permission signal S709. Therefore, the output of the AND circuit 705 is “H” level when the battery power supply capability is sufficient, the throttle is closed, the vehicle speed is 0, and the driver is seated for 3 seconds. It becomes.
[0058]
In the combinational circuit 704, the output of the AND circuit 707 is connected to the set terminal S, and the output of the AND circuit 705 is connected to the reset terminal R. The combinational circuit 704 sets the output Q to the “H” level when the set terminal S changes from the “L” level to the “H” level when the output Q is at the “L” level, and when the output Q is at the “H” level. When the reset terminal R transitions from the “L” level to the “H” level, the output Q is set to the “L” level.
[0059]
The OR circuit 709 outputs a logical sum of the inverted signal of the operation mode signal S301 and the Q output of the combinational circuit 704 to the ignition control device 161. The ignition control device 161 executes the ignition control when the input signal is at “H” level, and interrupts when the input signal is at “L” level.
[0060]
According to the ignition control unit 700 configured as described above, as shown in FIG. 14, in the “start & idle SW mode”, the output of the OR circuit 709 is always at “H” level, so that ignition control is always permitted.
[0061]
On the other hand, in the “stop start mode”, when the vehicle is stopped and the engine is automatically stopped, the ignition control is performed when the throttle is opened when the driver is seated or when the vehicle speed becomes higher than zero. Is permitted (the output of the AND circuit 707 is at “H” level). On the other hand, when the throttle is closed and the vehicle stops from the running state, if the driver's seating is detected, the ignition control is prohibited and the engine is automatically stopped, but if the driver's seating is not detected, Since ignition control continues to be permitted, the engine is not automatically stopped.
[0062]
Therefore, if the seating switch 254 has a problem and cannot be detected even though the driver is seated, the engine is not automatically stopped even when the vehicle is stopped from the running state. Start-up is not necessary. Therefore, even if a malfunction occurs in the seating switch 254 in a system that allows the engine to be automatically started on the condition that the driver is seated, there is no problem in traveling.
[0063]
Further, according to the present embodiment, even if the driver's seating is detected when the vehicle stops from the running state, the ignition control is not immediately prohibited and a predetermined time (3 seconds in the present embodiment) has elapsed. It is 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.
[0064]
Furthermore, according to the present embodiment, when the stop condition is satisfied and the 3-second timer is started, the engine stop permission determination unit 709 drives the starter motor 171 to detect the power supply capacity of the battery 168, and the power supply capacity is insufficient. In this case, the engine is not stopped even if all other stopping conditions are satisfied, so that the engine restart in a state where the power supply capability of the battery 168 is insufficient can be prevented.
[0065]
The ignition knock control unit 200 of FIG. 10 prevents the occurrence of knocking by retarding the ignition timing at the time of acceleration more than usual for each operation mode. 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.
[0066]
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 the relationship between the engine speed Ne, the throttle opening θ, and the standard ignition timing in the present embodiment. The engine speed reaches 15 degrees (deg) until the engine speed reaches 2500 rpm. The advance amount is gradually increased according to the engine speed Ne from around 2500 revolutions.
[0067]
The Ne determination unit 201 sets the normal acceleration signal Sacc1 to “H” level if the engine speed Ne is 700 rpm <Ne <3000 rpm, and sets the acceleration signal Sacc2 at start to “H” level if 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.
[0068]
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).
[0069]
The AND circuit 202 outputs a 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 start acceleration signal Sacc2, the acceleration detection signal, the water temperature determination signal, and the operation mode signal S301.
[0070]
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. FIG. 16) is notified to the ignition control device 161. The ignition control device 161 executes the ignition operation at the ignition timing notified via the acceleration point fire timing correction unit 204.
[0071]
Further, the output signal of the AND circuit 202 is at the “H” level, that is, as shown in FIG. 14, in the “start & idle SW mode”, the engine speed Ne is 700 rpm <Ne <3000 and is accelerated by the driver. When the operation is performed and the water temperature exceeds a predetermined value (50 ° C. in the present embodiment), the ignition timing is related to the determination result by the standard ignition timing determination unit 207 as indicated by a broken line A in FIG. First, retard to 7 degrees (advance).
[0072]
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 start mode”, the engine speed Ne is 700 rpm <Ne <2500 and the driver performs an 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.
[0073]
The acceleration timing ignition timing correction unit 204 includes a counter 204a, and when the output of one of the AND circuits 202 and 203 becomes “H” level, the above-described retard ignition is immediately performed a predetermined number of times (in this embodiment, three times). Only after that, the standard ignition timing determining unit 207 immediately returns to the normal ignition timing.
[0074]
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 it larger than the time, knocking at the time of starting acceleration as well as normal acceleration from the medium speed rotation region can be prevented.
[0075]
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 Ne sensor 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.
[0076]
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.
[0077]
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.
[0078]
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.
[0079]
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.
[0080]
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-open state, it is determined as an acceleration operation and an acceleration detection pulse is generated.
[0081]
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 usual 14.5V to 12.0V.
[0082]
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.
[0083]
The start operation detection unit 503 receives a detection signal from the vehicle speed sensor 255, a detection signal from the Ne sensor 153, and a detection signal from the throttle sensor 257, and as shown in FIG. If the throttle is open when the number Ne is equal to or less than the set rotational speed (2500 rpm in the present embodiment), it is determined that the vehicle is performing a start operation and a start detection pulse is generated.
[0084]
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.
[0085]
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.
[0086]
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.
[0087]
The non-seating control unit 100 after stopping in FIG. 12 exceptionally permits the start of the engine by the starter switch 258 which is essentially prohibited at the timing when the driver can start the engine by the starter switch empirically.
[0088]
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-seating continuation determination unit 101 includes a timer 101a, and the “H” level of the AND circuit 102 is detected for a predetermined time or more after the engine is automatically stopped. 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 control device 161 is energized and the ignition is permitted.
[0089]
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 a logical product of the output signals of the non-seating continuation determination 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 at “H” level), the starter switch 258 is turned on or the throttle Is opened, the starter relay 162 is energized and the starter motor 171 is driven. At this time, since the ignition control device 161 is energized by the non-seating continuation determination unit 101, the engine can be started.
[0090]
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. Allowed exceptionally. 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.
[0091]
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”. Start may be allowed. Alternatively, as shown 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.
[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 171 is coupled to the outer rotor 42 of the generator 172 via the one-way clutch 50. However, in the present embodiment, the crank chamber 9 is sandwiched. 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 172 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 the present embodiment, the sprocket 58 for transmitting the driving force of the starter motor 171 to the crankshaft 12 is provided on the pulley 83 side of the automatic transmission with respect to 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 this embodiment, since the sprocket 58 connected to the starter motor 171 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 171 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 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.
[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]
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 171 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 171 are connected by the chain 40 in order to suppress the starting noise generated when starting the engine. On the other hand, in the present embodiment, the sprocket 58 and the starter motor 171 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 171 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.
[0103]
6 and 7, gear teeth 221 are formed on the rotation shaft of the starter motor 171, 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 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.
[0105]
Here, in the present embodiment, the sprocket 58 provided on the crankshaft 12 and the starter motor 171 are not connected to each other by a fixed gear train and are not connected to the starter motor 171. A separate configuration for one-way connection is required, which allows power transmission to the crankshaft 12 side and blocks power transmission from the crankshaft 12 side to the starter motor 171 side. 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 171 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 171 stops, 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 171.
[0107]
As described above, according to the present embodiment, the starter motor 171 and the crankshaft 12 can be connected without using a jumping gear. It becomes possible to keep it low.
[0108]
【The invention's effect】
According to the present invention, the battery voltage when the starter motor is actually driven is detected, and when the drop is large, the automatic stop of the engine is prohibited. Therefore, in the situation where the starter motor cannot crank the engine sufficiently because the mechanical load or electrical load when cranking the engine is excessive or the deterioration of the battery is advanced, the engine will not be stopped automatically. Since it is prohibited and the restart after the automatic stop is unnecessary, it is possible to prevent a situation where the engine cannot be restarted.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a first embodiment of a swing unit provided with an engine automatic stop / start control device of the present invention.
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 sectional view of a second embodiment of a swing unit provided with an engine automatic stop / start control device of the present invention.
FIG. 4 is a cross-sectional view of a third embodiment of a swing unit including the engine automatic stop / start control device of the present invention.
FIG. 5 is a side view of a motorcycle equipped with an engine automatic stop / start control system.
FIG. 6 is a cross-sectional view of a fourth embodiment of a swing unit including the engine automatic stop / start control device of the present invention.
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 start / stop control 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.
FIG. 18 is a diagram showing an operation of an engine stop permission / rejection determination 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, 50 ... One-way clutch, 58 ... Sprocket, 70 ... Air cleaner cover, 71 ... Air cleaner, 83 ... Pulley

Claims (2)

In an engine automatic stop start control device that stops an engine mounted on a vehicle in response to a predetermined stop condition while traveling, and restarts in response to a predetermined start operation after stopping,
A starter motor for cranking the engine;
A battery for supplying driving power to the starter motor;
A delay timer that outputs a signal that is output when the stop condition is satisfied by delaying a predetermined time;
Voltage detection means for measuring the voltage of the battery;
The starter motor is driven during engine operation in response to the start of the delay timer when the vehicle stop condition is satisfied while the vehicle is running, and the battery voltage detected during the driving period falls below a predetermined reference value And an engine stop prohibiting means for prohibiting the engine stop,
When engine stop is prohibited by the engine stop prohibition determining means, engine stop in response to the predetermined stop condition is prohibited, and when engine stop is not prohibited , the engine is stopped when the delay time by the delay timer elapses. An engine automatic stop / start control device.   The engine crankshaft and the starter motor are always connected via a one-way clutch that allows transmission of power from the starter motor to the engine and prohibits the reverse, and a gear train, and the output signal is only for a predetermined short time. The engine automatic stop / start control device according to claim 1, wherein the engine automatic stop / start control device is output.

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