JP6324121B2 - Idle stop control system for motorcycles - Google Patents

Description

  The present invention relates to a motorcycle idle stop control system, and more particularly to a motorcycle idle stop control system equipped with an internal combustion engine equipped with a centrifugal clutch.

  There are various proposed examples of idle stop control systems for motorcycles equipped with an internal combustion engine with a centrifugal clutch (for example, Patent Document 1).

  The idle stop control system disclosed in Patent Document 1 executes idle stop when all of the throttle opening fully closed signal, the stop signal and the low speed gear signal are continuously output for a predetermined time, The control system automatically starts the internal combustion engine when all of the throttle opening signal, the clutch-off signal, and the low-speed gear signal are continuously output for a predetermined time.

  On the other hand, some motorcycles are required to suppress the vehicle speed under certain traveling conditions. For example, in Patent Document 2, when a stand that supports a vehicle body is in an upright state, An output control device for a saddle-ride type vehicle having a vehicle speed suppression mode that restricts output and suppresses vehicle speed is disclosed.

Japanese Patent No. 4557239 JP 2012-81947 A

  As in Patent Document 2, in a saddle-ride type vehicle having a vehicle speed suppression mode, how to execute idle stop control in the vehicle speed suppression mode is not disclosed in Patent Document 1 or Patent Document 1 at all. There is no suggestion.

  The present invention has been made in view of the above points, and a purpose thereof is to provide an idle stop control system for a motorcycle that can efficiently and effectively execute idle stop control in a vehicle speed suppression mode. .

In order to achieve the above object, the invention according to claim 1
An internal combustion engine that transmits power from the crankshaft (40) to the output shaft (73) via the centrifugal clutch (51) and the multi-stage transmission (70), and starts and rotates the crankshaft (40) by the starter motor (50) In the motorcycle idle stop control system equipped with (20),
It has a vehicle speed suppression switch (92) that sets the running state to suppress the vehicle speed,
When the internal combustion engine (20) is stopped and then restarted by idle stop control,
When the vehicle speed suppression switch (92) is activated,
Suppressing the vehicle speed and determining whether to allow idle stop according to the gear position of the multi-stage transmission (70),
Set an upper limit value of the engine speed according to the gear position of the multi-stage transmission (70),
An idle stop control system for a motorcycle, wherein the internal combustion engine (20) is operated with an engine speed being suppressed to a set upper limit value or less.

The invention according to claim 2
The idle stop control system for a motorcycle according to claim 1,
When the vehicle speed suppression switch (92) is activated,
The multi-stage transmission (70) permits idle stop at the first or second low speed stage, and disallows idle stop at the gear stage including neutral other than the first or second low speed stage. It is characterized by.

The invention described in claim 3
The idle stop control system for a motorcycle according to claim 2,
The engine speed (Ne1) for the first speed obtained by calculating the engine speed corresponding to the upper limit value of the vehicle speed from the gear ratio of the first speed gear stage is the engine corresponding to the upper limit value of the vehicle speed from the gear ratio of the second speed gear stage. The engine speed is larger than the engine speed (Ne2) for the second speed for which the engine speed is calculated.

The invention according to claim 4
The idle stop control system for a motorcycle according to any one of claims 1 to 3,
The motorcycle seat is equipped with a seating sensor (93),
When the seating sensor (93) does not detect seating during idle stop, restart of the internal combustion engine (20) is prohibited.

The invention according to claim 5
The idle stop control system for a motorcycle according to any one of claims 1 to 4 ,
The vehicle speed suppression switch (92) is a side stand switch that detects the standing state of the side stand.

According to the idle stop control system for a motorcycle according to claim 1, the vehicle speed suppression switch (92) for setting a traveling state for suppressing the vehicle speed is provided, and when the vehicle speed suppression switch (92) is operated, the vehicle speed is suppressed. Since it is determined whether or not idle stop is permitted according to the gear position of the multi-stage transmission (70), when the vehicle speed suppression switch (92) is operated, only the gear stage that can execute idle stop is permitted. Thus, it is possible to quickly determine whether to perform idle stop, and it is possible to efficiently and effectively execute idle stop control.
When operating the vehicle speed suppression switch (92), set the upper limit value of the engine speed according to the gear position of the multi-stage transmission (70), and suppress the engine speed to the set upper limit value or less to reduce the engine speed (20) Since the vehicle is operated, the vehicle speed is suppressed, and in particular, when the vehicle is restarted from the idle stop state, the vehicle speed is suppressed and proper traveling can be performed.

  According to the idle stop control system for a motorcycle according to claim 2, when the vehicle speed suppression switch (92) is operated, the multi-stage transmission (70) permits the idle stop at the first speed or the second speed. Since idle stops are not permitted at shift stages that include neutrals other than the first and second low speed stages, when the vehicle speed suppression switch (92) is actuated, the shift stage will start when the vehicle returns from idle stop. Since the idle stop is permitted and executed only at a suitable first or second low speed stage, the idle stop control can be executed efficiently and effectively.

  According to the idle stop control system for a motorcycle according to claim 4, the seat of the motorcycle is provided with the seating sensor (93), and when the seating sensor (93) does not detect the seating during the idle stop, the internal combustion engine (20) Therefore, if the seating sensor (93) does not detect seating during idle stop, it is determined that the driver is away from the seat and the internal combustion engine (20) is restarted. It was made not to start.

  According to the idle stop control system for a motorcycle according to claim 5, since the vehicle speed suppression switch (92) is a side stand switch for detecting the standing state of the side stand, when the side stand is standing up, the engine speed The internal combustion engine (20) is operated while suppressing the vehicle speed, the vehicle speed is suppressed, and proper running is possible.

1 is a side view of a motorcycle 1 equipped with an internal combustion engine equipped with a centrifugal clutch according to the present embodiment. It is the side view which illustrated the internal combustion engine and pivot plate which abbreviate | omitted a part. It is sectional drawing of the same internal combustion engine. It is a schematic block diagram of the idle stop control system of the internal combustion engine. It is a flowchart of idle stop control.

Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
FIG. 1 is a side view of a motorcycle 1 on which an internal combustion engine 20 having a centrifugal clutch 51 is mounted.

  The vehicle body frame has one main frame 3 extending obliquely downward rearward from the head pipe 2, and a pair of left and right pivot plates 4, 4 hanging downward at the rear end of the main frame 3. A pair of left and right rear frames 5 and 5 extend obliquely upward from the rear, and subframes 6 and 6 are provided between the main frame 3 and the rear frames 5 and 5.

A front wheel 9 is pivotally supported at the lower end of a front fork 8 that is attached to the head pipe 2 by a handle 7 so as to be steerable.
On the other hand, a swing arm 11 is pivotally supported on the pivot plate 4 by a pivot shaft 10 so as to be swingable up and down, and a rear wheel 12 is pivotally supported at the rear end of the swing arm 11.
A rear cushion 13 is interposed between the swing arm 11 and the upper rear frame 5.

A storage box 14 is attached to the front of the pair of left and right rear frames 5, 5, and a fuel tank 15 is supported from the storage box 14 to the rear of the rear frames 5, 5, and above the storage box 14 and the fuel tank 15. A seat 16 is attached so as to be freely opened and closed.
The seat 16 incorporates a seating sensor 93 that detects whether or not the driver is seated.

An internal combustion engine 20 is suspended by being supported by an engine hanger 17 and a pivot plate 4 that project downward from the rear of the center of the main frame 3.
The internal combustion engine 20 is a four-stroke cycle one-cylinder air-cooled internal combustion engine and includes a centrifugal clutch 51.

The internal combustion engine 20 is mounted on a vehicle body frame with a cylinder disposed substantially horizontally forward in a lateral position with the crankshaft 40 oriented in the left-right direction.
That is, the cylinder block 22, the cylinder head 23, and the cylinder head cover 24 are stacked in order from the crankcase 21 and protrude.

A countershaft 73, which is an output shaft, protrudes leftward from the mission chamber at the rear of the crankcase 21, and a drive sprocket 26 is fitted to the end of the countershaft 73, and between the driven sprocket 27 fitted to the axle of the rear wheel 12. A drive chain 28 is wound around the vehicle, and the power of the internal combustion engine 20 is transmitted by the rear wheel 12 (see FIG. 2).

An intake pipe 30 extends upward from the upper surface of the cylinder head 23 disposed substantially horizontally forward, and the intake pipe 30 is attached to the main frame 3 via a throttle body 31 integrally provided with a fuel injection valve 95. Connected to air cleaner 32.
An exhaust pipe 33 extending downward from the lower surface of the cylinder head 23 is bent and extends rearward, and is connected to a muffler 34 disposed rearward of the crankcase 21 and on the right side of the vehicle body.

A main stand 18 is attached to the lower part of the pivot plate 4, and a side stand 19 is swingably attached to the frame 3 a on the lower left side of the crankcase 21 so as to be raised and lowered.
In the vicinity of the base end portion of the side stand 19, a side stand switch 92 that is turned on when the side stand 19 stands up is provided.
The side stand switch 92 corresponds to a vehicle speed suppression switch.

Referring to FIG. 3, in the internal combustion engine 20, the crankshaft 40 is rotatably supported by the crankcase 21 via a pair of left and right main bearings 41, 41 and is slidably fitted into the cylinder bore of the cylinder block 22. The reciprocating motion of the piston 42 is converted into rotational motion of the crankshaft 40 via the connecting rod 43.
In the combustion chamber 23a formed between the top surface of the piston 42 and the ceiling surface of the cylinder head 23, a spark plug 44 fitted into the ceiling wall of the cylinder head 23 faces the electrode at the tip.

  A drive sprocket 45, a starter driven gear 46, and an AC generator 48 are sequentially provided on the left shaft side portion of the crankshaft 40 extending leftward from the left main bearing 41 toward the left from the main bearing 41 side.

  A timing chain 38 is connected between a drive sprocket 45 integrally coupled to the crankshaft 40 and a cam sprocket 36 integrally fitted to a camshaft 35 of a valve train supported rotatably on the cylinder head 23. Is wound, the camshaft 35 is rotationally driven at half the rotational speed of the crankshaft 40, and the intake rocker arm 38i and the exhaust rocker arm 38e swinging in contact with the intake cam 35i and the exhaust cam 35e of the camshaft 35, respectively. The intake valve 39i and the exhaust valve 39e are opened and closed at a predetermined timing to intake and exhaust the internal combustion engine 20.

A starter driven gear 46 that is rotatably supported on the crankshaft 40 via a needle bearing is connected to an outer rotor 48r of an AC generator 48 that is integrally coupled to the crankshaft 40 via a one-way clutch 47.
The inner stator 48s of the AC generator 48 is fixedly supported by the generator cover 49.
The rotation of the drive shaft of the starter motor 50 projecting from the upper part of the crankcase 21 is transmitted to the starter driven gear 46 via a reduction gear mechanism (not shown) to start the internal combustion engine 20.

  On the other hand, a starting centrifugal clutch 51 is provided at the right end on the right shaft side portion extending rightward from the right main bearing 41 of the crankshaft 40, and the cylindrical member 56 is interposed between the centrifugal clutch 51 and the main bearing 41. Is rotatably supported.

  The centrifugal clutch 51 includes a drive plate 52 that rotates integrally with the crankshaft 40, and a hook-shaped clutch outer 53 that is positioned outside the drive plate 52 and rotates integrally with the cylindrical member 56. Clutch shoes 54 made of three centrifugal weights are swingably supported on the three support shafts 52a fixed to the clutch shafts 54a, and each clutch shoe 54 having a lining made of a friction material on the outer surface is connected to the clutch shoe 54. The center of gravity of the support shaft 52a is positioned behind the position of the support shaft 52a in the rotational direction of the crankshaft 5, and rotates with the rotation of the crankshaft 40 to resist a clutch spring (not shown) by centrifugal force. When the predetermined rotational speed is exceeded, the clutch shoe 54 comes into contact with the clutch outer 53 and the centrifugal clutch 51 is connected by frictional force.

A drive gear 57 is integrally formed at the left end of the cylindrical member 56.
Therefore, the rotation of the crankshaft 40 is not transmitted to the downstream cylindrical member 56 after the centrifugal clutch 51 is disconnected until the predetermined engine speed NeCL is exceeded, but when the crankshaft 40 exceeds the predetermined engine speed NeCL, The clutch 51 is connected and transmitted to the cylindrical member 56 and the drive gear 57.

  A driven gear 58 that meshes with the drive gear 57 is rotatably supported by a main shaft 71 of a multi-stage transmission 70 that always meshes with the gear, and the driven gear 58 projects rightward from the crankcase 21 of the main shaft 71. The clutch outer 61 of the speed change clutch 60 provided at the right end is drivably coupled via a damper.

  The transmission clutch 60 is a frictional multi-plate clutch having a large number of clutch plates that are frictionally joined or released by a release mechanism operated by a driver. When a large number of clutch plates are frictionally joined by a spring force, the clutch The torque of the outer 61 is transmitted to the clutch inner 62 that is integrally coupled with the main shaft 71, and the transmission clutch 60 is in the connected state, and when the frictional joining of a large number of clutch plates is released, the clutch outer 61 releases the clutch inner. The transmission of torque to 62 is cut off, and the shift clutch 60 enters the disconnected state.

The multi-stage transmission 70 disposed behind the crankshaft 40 in the crankcase 21 is a manual transmission having a gear ratio ranging from 1st to 4th speed and neutral, and the main gear group 72 is pivotally supported. The main shaft 71 and a counter shaft 73 on which the counter gear group 74 is pivotally supported. When the shift drum 79 (see FIG. 2) is rotated by the speed change operation mechanism, the shift fork engaged with the cam groove of the shift drum 79 ( (Not shown) moves the shifter gear on the support shaft appropriately in the left-right direction, and engages with adjacent gears to engage one gear of the main gear group 72 and one gear of the counter gear group 74 corresponding to the shifting operation. The gear is selected to be transmitted effectively.
The counter shaft 73 is an output shaft, and the drive sprocket 26 is fitted to the left end penetrating the crankcase 21 to the left.

  A kick shaft 75 is rotatably supported by the crankcase 21 in the vicinity of the counter shaft 73 in parallel with the counter shaft 73. The kick shaft 75 is rotated via the dog clutch 76 of the kick shaft 75. Is transmitted to a gear 78 formed on the main shaft 71 via an idle gear 77 that is rotatably supported by the shaft, and further transmitted to the crankshaft 40 via the transmission clutch 60, so that the internal combustion engine 20 can be started by a kick operation. .

The idle stop control in the internal combustion engine 20 including the centrifugal clutch 51 generally configured as described above will be described below.
The internal combustion engine 20 is controlled by an ECU (engine control unit) 80.
One of the controls by the ECU 80 is the idle stop control by the idle stop control means 81.

  Referring to FIG. 4 which is a schematic block diagram of the idle stop control system, the ECU 80 detects the engine speed n, which is the rotation speed of the crankshaft 40 detected by the engine speed sensor 83, and the throttle opening sensor 84. The throttle opening θ that is the opening of the throttle valve, the gear position (shift position) SP of the multi-stage transmission 70 detected by the shift position sensor 86, and other detection information indicating the operating state of the internal combustion engine 20 are input. The

Further, the ECU 80 also receives operation information of switches operated by the driver such as the start switch 91 and the side stand switch (vehicle speed suppression switch) 92 and information on whether the driver is seated on the seat 16 by the seating sensor 93. The
The start switch 91 is operated when starting the internal combustion engine 20.

The ECU 80 controls driving of the fuel injection valve 95, the throttle valve 96 in the throttle body 31, the ignition plug 44, the starter motor 50, and other devices provided integrally with the throttle body 31.
FIG. 4 shows the items related to the idle stop control by the idle stop control means 81.

  The idle stop control by the idle stop control means 81, particularly the idle stop control in the vehicle speed suppression mode will be described with reference to the flowchart of FIG.

  First, it is determined whether or not the gear position of the multi-stage transmission 70 detected by the shift position sensor 86 in step 1 is a first speed or a second speed, and if it is a first speed or a second speed, Proceeding to step 2, it is determined whether the side stand switch 92 is turned on, that is, whether the side stand 19 is in the standing state, but if it is not the first gear or the second gear, it is one of neutral, third gear, and fourth gear. If so, the routine jumps to step 30 to enter the normal idle stop control that is not the idle stop control in the vehicle speed suppression mode.

Accordingly, idling stop in the vehicle speed suppression mode is not permitted unless the first gear or the second gear is in the low speed stage.
The normal idle stop control is performed as described in Patent Document 1.

When the shift speed is 1st speed or 2nd speed and the process proceeds to step 2 and it is determined whether or not the side stand 19 is in the standing state, the side stand switch 92 is turned on and it is determined that the side stand 19 is in the standing state Then, the process proceeds to step 3 to enter the vehicle speed suppression mode.
On the other hand, when it is determined in step 2 that the side stand switch 92 is turned off and the side stand 19 is in the lying down state (stored state), the routine jumps to step 30 to enter the normal idle stop control.

When the side stand 19 is in the standing state and proceeds to step 3 to enter the vehicle speed suppression mode, it is determined whether the gear position is the first speed or the second speed.
If it is the first speed, the process proceeds to step 4, the upper limit engine speed NeL is set to a predetermined first-speed engine speed Ne 1, and the process proceeds to step 6.
If it is determined in step 3 that the speed is the second speed, the process proceeds to step 5 where the upper limit engine speed NeL is set to a predetermined second-speed engine speed Ne2 and the process proceeds to step 6.

  In the vehicle speed suppression mode in which the side stand 19 is in the standing state, an upper limit value of the vehicle speed when the vehicle speed of the motorcycle 1 is suppressed is set in advance, and the engine speed corresponding to the upper limit value of the vehicle speed is set to the shift speed of the shift stage. It can be calculated for each gear position from the ratio.

The engine speed Ne1 corresponding to the upper limit value of the vehicle speed is calculated from the gear ratio of the first speed gear stage, and the first engine speed Ne1 corresponds to the upper limit value of the vehicle speed from the gear ratio of the second gear stage. The engine speed Ne2 for the second speed is calculated.
The first-speed engine speed Ne1 is larger than the second-speed engine speed Ne2.

Therefore, when the shift speed is 1st speed, the first-speed engine speed Ne1 is set to the upper limit engine speed NeL, and when the shift speed is 2nd speed, the 2-speed engine speed Ne2 is set to the upper limit. By setting the engine speed NeL, the internal combustion engine 20 is controlled so that the engine speed is suppressed to the upper limit engine speed NeL or less, and the vehicle speed is suppressed to a predetermined speed or less in the vehicle speed suppression mode.
Therefore, an expensive vehicle speed sensor is not required, a special mounting structure for mounting the vehicle speed sensor is unnecessary, and cost reduction can be achieved.

When the routine proceeds to step 6, it is determined whether or not the idle stop flag F.id is set to “1”.
The idle stop flag F.id is set to “1” when the idle stop is being executed, and is set to “0” when the idle stop is not being executed. .

At the beginning of entering the vehicle speed suppression mode, the idle stop flag F.id is “0”. Therefore, the process proceeds from step 6 to step 10 where the engine speed n detected by the engine speed sensor 83 is equal to that of the centrifugal clutch 51. It is determined whether or not the engine speed is below a predetermined engine speed NeCL that is intermittent.
That is, it is determined whether or not the centrifugal clutch 51 is in a disconnected state, and if it is in a disconnected state, the process proceeds to step 11 to determine whether or not a predetermined time T has elapsed by a timer, while the centrifugal clutch 51 is in a disconnected state If not, that is, if it is in the connected state, the process proceeds to step 12 to set the idle stop flag F.id to “0” and exit from this routine.

  The timer in step 11 measures the time t during which the centrifugal clutch 51 remains in the vehicle speed suppression mode and the engine speed n is equal to or lower than the predetermined engine speed NeCL, and the measurement time t is equal to the predetermined time T ( For example, until the time exceeds 3 seconds, the process proceeds from step 11 to step 12 to set the idle stop flag F.id to “0” and exit from this routine.

If the measurement time t exceeds the predetermined time T in step 11, the process proceeds from step 11 to step 13 to execute idle stop.
That is, when the vehicle speed suppression mode is entered and the disengaged state of the centrifugal clutch 51 continues for a predetermined time T, the idle stop is executed for the first time.

Idle stop is a fuel cut that stops the ignition of the spark plug 44 or stops the fuel injection of the fuel injection valve 95 when the gear stage is at the first speed or the second speed and the centrifugal clutch 51 is disconnected. Etc. are executed.
When the idle stop is executed in step 13, the idle stop flag F.id is set to "1" in the next step 14 and the routine is exited.

  When the idle stop is executed and “1” is set in the idle stop flag F.id, it is determined in step 6 that “1” is set in the idle stop flag F.id, and the process proceeds from step 6 to step 20.

In step 20, it is determined whether or not the driver is seated on the seat 16 from the detection signal of the seating sensor 93, and if so, the process proceeds to step 21 to determine whether a restart operation such as an accelerator operation has been performed. It is determined whether or not, and this routine is exited until the restart operation is not performed.
That is, when the idle stop is executed, the idle stop state continues while the driver is seated on the seat 16 and the restart operation is not performed.

When the driver operates the accelerator and performs a restart operation while the idle stop state continues in this way, the process proceeds from step 21 to step 22, and restart is executed.
That is, the internal combustion engine 20 is automatically started by driving the starter motor 50.
Then, the routine proceeds to step 23 where the idle stop flag F.id is set to “0” and the routine is exited.

  When the internal combustion engine 20 is restarted, fuel cut or spark plug 44 is performed so that the engine speed of the internal combustion engine 20 is kept below the upper limit engine speed NeL set in step 4 or step 5. The throttle opening of the throttle valve 96 is controlled, and the vehicle speed is suppressed to a predetermined vehicle speed upper limit value or less.

If the driver may leave the seat 16 while the idling stop is being executed, it is determined in step 20 that the driver is not seated from the detection signal of the seating sensor 93, and the process jumps from step 20 to step 24. Then, restart is prohibited and this routine is exited.
That is, when the driver is away from the seat 16 during the idle stop, the internal combustion engine 20 is prevented from restarting even if a restart operation such as an accelerator operation is performed.

  In the idle stop control system of the motorcycle 1, as shown in the flowchart of FIG. 5, when the side stand 19 stands up and the side stand switch (vehicle speed suppression switch) 92 is turned on, the vehicle speed suppression mode is entered and the upper limit engine speed is set. NeL is determined (steps 4 and 5), the engine speed is kept below the upper limit engine speed NeL, the vehicle speed is kept below a predetermined speed, and the multi-speed transmission 70 is other than the first or second low speed stage. In the 3rd and 4th gears including the neutral position, the idle stop is not permitted in advance (steps 1 and 30), and the idle stop is permitted only for the 1st or 2nd gear that can execute the idle stop. (Steps 1, 2, and 3), it is possible to quickly determine the execution of idle stop, and the idle stop control can be efficiently and effectively performed. Can be executed.

When the side stand 19 stands up and the side stand switch 92 is turned on, the vehicle speed is suppressed. In particular, when the vehicle is restarted from the idle stop state (step 22), the vehicle speed is suppressed and proper traveling can be performed.

  When the idling stop is executed in the vehicle speed suppression mode and the seating sensor 93 does not detect the seating, it is determined that the driver is away from the seat and the restart of the internal combustion engine 20 is prohibited (step 24). Therefore, the internal combustion engine 20 is prevented from starting and traveling even when a restart operation such as an accelerator operation is performed.

  In the idle stop control system of the present embodiment, the side stand switch 92 that is turned on when the side stand 19 is standing up is a vehicle speed suppression switch, but separately provided with an operation switch that the driver can turn on and off, It may be used as a vehicle speed suppression switch.

In addition, an idle stop switch may be provided that is turned on when the driver desires idle stop and is turned off when idle stop is unnecessary.
When the idle stop switch is provided, the idle stop control is performed when the idle stop switch is on.

DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 20 ... Internal combustion engine, 30 ... Intake pipe, 31 ... Throttle body, 40 ... Crankshaft, 44 ... Spark plug, 46 ... Starter driven gear, 50 ... Starter motor, 51 ... Centrifugal clutch, 60 ... Shifting clutch, 70 ... multi-speed transmission, 71 ... main shaft, 73 ... counter shaft (output shaft),
80 ... ECU, 81 ... idle stop control means, 83 ... engine speed sensor, 84 ... throttle opening sensor, 86 ... shift position sensor, 91 ... start switch, 92 ... side stand switch (vehicle speed suppression switch), 93 ... seating sensor , 95 ... Fuel injection valve, 96 ... Throttle valve.

Claims (5)

An internal combustion engine that transmits power from the crankshaft (40) to the output shaft (73) via the centrifugal clutch (51) and the multi-stage transmission (70), and starts and rotates the crankshaft (40) by the starter motor (50) In the motorcycle idle stop control system equipped with (20),
It has a vehicle speed suppression switch (92) that sets the running state to suppress the vehicle speed,
When the internal combustion engine (20) is stopped and then restarted by idle stop control,
When the vehicle speed suppression switch (92) is activated,
Suppressing the vehicle speed and determining whether to allow idle stop according to the gear position of the multi-stage transmission (70),
Set an upper limit value of the engine speed according to the gear position of the multi-stage transmission (70),
An idle stop control system for a motorcycle, characterized in that the internal combustion engine (20) is operated with the engine speed suppressed to a set upper limit value or less.   The multi-stage transmission (70) permits idle stop at the first or second low speed stage, and disallows idle stop at the gear stage including neutral other than the first or second low speed stage. The idle stop control system for a motorcycle according to claim 1.   The engine speed (Ne1) for the first speed obtained by calculating the engine speed corresponding to the upper limit value of the vehicle speed from the gear ratio of the first speed gear stage is the engine corresponding to the upper limit value of the vehicle speed from the gear ratio of the second speed gear stage. 3. The idle stop control system for a motorcycle according to claim 2, wherein the engine speed is greater than the second speed engine speed (Ne2) calculated. The motorcycle seat is equipped with a seating sensor (93),
The idle stop control system for a motorcycle according to any one of claims 1 to 3, wherein when the seating sensor (93) does not detect seating during idle stop, restart of the internal combustion engine (20) is prohibited. . The idle stop control system for a motorcycle according to any one of claims 1 to 4 , wherein the vehicle speed suppression switch (92) is a side stand switch for detecting a standing state of the side stand.

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