JPH11278149A - Vehicle mounted with engine stop-start controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a headlight go out automatically in time of stoppage, while to prevent the headlight from being automatically put out at the stoppage when it is desirable to be lighted like such a case as a signal waiting or right-turn waiting at the point of intersection. SOLUTION: This vehicles is mounted with an engine stop-start controller which stops an engine in response to the specified stoppage conditions during driving, and during the stoppage, restarts it in response to the specified starting operation. In this case, it is provided with a headlight relay 63 controlling a power supply to a headlight, a seating switch 54 detecting of whether a driver is boarded or not, and a headlight control part 800 the conduction of this headlight relay 63, respectively. This headlight control part 800 interrupts the headlight relay 63 in a state of being conducted in the case where the engine stoppage has continuted more than a first predetermined time, or an imboarding state at the stoppage has continued more than a second predetermined time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle equipped with an engine stop / start control device, and more particularly, to stopping an engine while the vehicle is stopped and automatically restarting the engine when an accelerator is operated in a stopped state. And a vehicle equipped with an engine stop / start control device for starting the vehicle.

[0002]

2. Description of the Related Art From the viewpoint of environmental consideration and energy saving,
The engine automatically stops when the vehicle is stopped to reduce exhaust gas and fuel consumption, especially when idling. An engine stop / start control device for starting the engine is disclosed in Japanese Patent Application Laid-Open No. 63-75323. Also, in light vehicles such as motorcycles and tricycles, it is desirable to turn on the headlight not only during nighttime driving but also during daytime driving. Electric load increases. For this reason, in the above-described prior art, the engine is automatically stopped when the vehicle stops, and the headlight is automatically turned off immediately to reduce the power consumption of the battery.

[0003]

The headlights of motorcycles and the like are:
It is desirable to light up not only when traveling but also when waiting for a traffic light or a right turn at an intersection in order to improve visibility from oncoming vehicles. However, in the above-described conventional technology, the headlight is automatically turned off at the same time when the vehicle stops (that is, when the engine is stopped).

An object of the present invention is to solve the above-mentioned problems of the prior art, and to automatically turn off the headlight when the vehicle is stopped, and to turn on the headlight such as waiting for a traffic light or a right turn at an intersection. It is an object of the present invention to provide a vehicle equipped with an engine stop / start control device in which a headlight is turned on when it is desirable to stop the vehicle.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention provides a method for stopping an engine in response to a predetermined stop condition during operation of the engine, and responding to a predetermined start operation while the engine is stopped. A vehicle equipped with an engine stop / start control device for restarting the engine is characterized by the following means.

(1) When the stopped state of the engine continues for the first predetermined time or more, the headlight in the lighting state is automatically turned off.

(2) If the driver's non-riding state continues for a second predetermined time or more while the engine is stopped, the illuminated headlight is automatically turned off.

(3) A means for generating an alarm sound is further provided,
An alarm sound is generated before the headlight in the lighting state is automatically turned off because the engine stop state or the non-riding state of the driving vehicle has continued for a predetermined time or more.

According to the above configuration (1), if the first scheduled time is set to a predetermined time which is predicted as a stop time for a signal waiting or a right turn waiting at an intersection, the headlight is turned on. In a stop state that needs to be kept on, while the headlight can be kept on,
Since it is possible to automatically turn off the lights in a stopped state where it is estimated that it is not necessary to keep the headlights on, it is possible to achieve both improvement in visibility from oncoming vehicles and reduction in battery power consumption.

According to the above configuration (2), if the second scheduled time is set to a predetermined time at which the driver is estimated to have left the vehicle, the driver temporarily stops straddling the vehicle immediately after stopping. While it is possible to prevent automatic turning off when it is necessary to keep the headlight on as in the case of standing up, it is possible to automatically turn off the driver when it is estimated that the driver has left the vehicle. It is possible to achieve both improvement and reduction of the power consumption of the battery.

According to the above configuration (3), the buzzer sounds before the condition for automatically turning off the headlights when the vehicle stops is stopped. It can be recognized, and it is possible to prevent the headlight from being automatically turned off without the driver's knowledge.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 1 is an overall side view of a scooter type motorcycle 1 on which an engine stop / start control device according to an embodiment of the present invention is mounted.

The vehicle body front part 2 and the vehicle body rear part 3 are connected via a low floor part 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 (both not shown) are supported by a main pipe 7, and a seat 8 is disposed above the main tank 7.

On the other hand, in the front portion 2 of the vehicle body, a handle 11 is provided above and supported by the steering head 5, a front fork 12 extends below, and a front wheel 13 is supported at its lower end. The upper part of the handle 11 is covered with a handle cover 33 also serving as an instrument panel. A bracket 15 protrudes from the lower end of the rising portion of the main pipe 7, and a swing unit 17 is swingably connected to and supported by the bracket 15 via a link member 16.

The swing unit 17 has a single-cylinder two-stroke internal combustion engine 200 mounted at the front thereof.
A belt-type continuously variable transmission 35 is formed from the internal combustion engine 200 to the rear, and a rear wheel 21 is supported by a reduction mechanism 38 provided at the rear portion thereof via a centrifugal clutch. 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. Above the swing unit 17, a carburetor 24 connected to an intake pipe 23 extending from an upper portion of a cylinder head of the internal combustion engine 200 and an air cleaner 25 connected to the carburetor 24 are provided.

The hanger bracket 18 protruding from the lower part of the unit swing case 31 is provided with a main stand 2.
6, a base end of a kick arm 28 is fixed to a kick shaft 27 protruding from a transmission case cover 36 of a belt-type continuously variable transmission 35, and a kick pedal 29 is provided at a distal end of the kick arm 28. I have.

FIG. 2 is a plan view around the instrument panel of the motorcycle 1. In the instrument panel 90 of the handle cover 33, a speed indicator 91, a standby indicator 56 and a battery indicator 76 are provided. As will be described later in detail, the standby indicator 56 flashes when the engine is stopped during the stop / start control of the engine, and warns the driver that the engine is ready to start and start immediately after opening the throttle. The battery indicator 76 lights up when the battery voltage drops to warn the driver of insufficient battery charge.

The handle cover 33 has an idle switch 53 for permitting or restricting idling and a starter switch 58 for starting a starter motor.
Is provided. At the right end of the handle 11, a throttle grip 92 and a brake lever 93 are provided. A horn switch and a turn signal switch are provided at the bases of the left and right throttle grips as in the conventional motorcycle, but are not shown here.

FIG. 3 is a diagram schematically showing the structure of the hinge portion at the front portion of the seat 8, which is indicated by a broken circle in FIG.
In the present embodiment, the hinge member 8 is provided in front of the rear surface of the seat 8.
1 is fixed. A longitudinal opening 82 is formed in the hinge member 81 along the vertical direction, a hinge shaft 85 fixed to the vehicle body side passes through the longitudinal opening 82, and the seat 8 is centered on the hinge shaft 85. It is pivotally supported and vertically movable. A coil spring 83 for resiliently pushing the pusher 83a and a seating switch 54 are provided on the vehicle body side facing the back surface of the hinge member 81.

In such a configuration, when the driver is not seated in the seat 8, the hinge shaft 85 is brought into contact with the lower end of the longitudinal opening 82 as shown in FIG. The seat 8 is pushed up by the coil spring 83 until it comes into contact, so that the seat switch 54 is turned off.

On the other hand, when the driver is seated on the seat 8, the seat 8 is pushed down against the elastic force of the coil spring 83 as shown in FIG. Reference numeral 54 turns on. Therefore, by monitoring the state of the seat switch 54, it is possible to recognize whether or not the driver is seated. Further, in the present embodiment, since the seat switch 54 is provided on the front side of the seat 8, it is possible to reliably detect whether the driver is seated even if the driver is small.

FIG. 4 is a sectional view of a main part of the throttle grip 92, and FIG. 4B is a sectional view taken along line II of FIG. (A) in FIG.
As shown in (2), the throttle grip body 182 is rotatably inserted, and the periphery of the throttle grip body 182 is covered with a grip cover 183. The throttle grip main body 182 has a flange portion 18 along its circumference.
2a, and one end 185a of a throttle wire 185 is locked to the flange 182a as shown in FIG. The throttle grip body 182 is constantly repelled toward the accelerator closing side by the elastic force of the spring 184, and when the driver twists the throttle grip body 182 in the opening direction against the elastic force of the spring 184,
The throttle wire 185 is caught and the throttle opens.

In this embodiment, the throttle switch 52 is provided to close the contact when the throttle grip body 182 is opened by a predetermined angle. The throttle switch 52 is configured to open the contact within an angle θ of the play range before the throttle actually starts to open. According to such a configuration, the throttle switch 52 can be turned on without opening the throttle.
Therefore, even when the vehicle is stopped, the engine can be driven by the driver's intention.

When the throttle angle (> θ) actually enters after the play angle range ends and the throttle actually starts to open, the elastic force of the throttle spring (not shown) is newly added. The opening / closing of the throttle switch 52 only inside is facilitated.

FIG. 5 shows the internal combustion engine 200 shown in FIG.
It is sectional drawing cut | disconnected along I-II line. Internal combustion engine 2
Reference numeral 00 denotes left and right crankcases 202L and 20 that rotatably support a crankshaft 201 oriented horizontally in the left and right directions.
A cylinder block 203 and a cylinder head 204 are sequentially combined with a crankcase 202 into which the 2Rs are combined. In the cylinder block 203, a scavenging passage 205 is formed from an unillustrated exhaust passage and a scavenging port opening to a cylinder bore. It communicates with the crankcase.

The cylinder head 204 has a spark plug 2
06 is fitted into 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 ignition plug 206. The left crankcase 202L also serves as a belt-type continuously variable transmission 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 includes 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 the movable pulley half 210R is spline-fitted to the right side of the crankshaft 201 to approach the fixed pulley half 210L. You can leave. A V-belt 212 is sandwiched and wound between the two 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.
A slide piece 215a provided on the outer peripheral end is slidably engaged with a cam plate sliding boss 210Ra formed in the axial direction at the outer peripheral end of the movable pulley half 210R. The side surface of the movable pulley half 210R on the cam plate 215 side is tapered toward the cam plate 215, and a dry weight roller 216 is accommodated between the cam plates 215 inside the tapered surface.

Therefore, when the rotation speed of the crankshaft 201 increases, the dry weight roller 216, which is located between the movable pulley half 210R and the cam plate 215 and rotates together, moves in the centrifugal direction due to centrifugal force. 210R is pressed by the dry weight roller 216 and moves to the left, approaches the fixed pulley half 210L, and moves the V-belt 212 sandwiched between both pulley halves 210L and 210R in the centrifugal direction and winds it. It is configured to increase the diameter. Such a belt drive pulley 21
0, V is applied to the belt driven pulley (not shown) at the rear.
The belt 212 is wound around, the power is automatically adjusted, and transmitted to a rear reduction mechanism or the like via a centrifugal clutch to drive the rear wheels.

A transmission case cover 220 that covers the belt-type continuously variable transmission chamber from the left extends from the front belt drive pulley 210 and covers the same, and the kick shaft 27 is rotatably penetrated toward the front. A drive helical gear 222 is fitted to the inside end of the kick shaft 27 and is urged by a return spring 223.
A sliding shaft 224 is rotatably and axially slidably supported on the front inner surface of the transmission case cover 220 coaxially with the crankshaft 201, and a driven helical gear 225 is formed on the sliding shaft 224. Drive helical gear 22
2 and the right end has a ratchet wheel 22
6 are fixed, and the whole is urged leftward by a 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 the sliding 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 2 is integrated with the kick shaft 27.
22 rotates, and the driven helical gear 22 meshing therewith
5 rotates rightward against the friction spring 227 while rotating integrally with the sliding shaft 224, and the ratchet wheel 226 meshes with the ratchet of the boss 211 to forcibly rotate the crankshaft 201 to rotate the internal combustion engine 200. Can be started.

On the other hand, the right crankcase 202R extends in a substantially cylindrical shape to the right of a main bearing 209 that rotatably supports the crankshaft 201, and the crankshaft 201 protrudes from the center axis thereof. This right crankcase 20
In the 2R cylinder, a starter / generator 250 combining a starter motor and an AC generator is provided.

An inner rotor (rotating inner magnet type rotor) 251 is mounted on the tapered end of the crankshaft 201 and fixed by a nut 253 to rotate integrally. Six arc-shaped grooves are formed on the outer peripheral surface of the inner rotor 251, and a magnet 271 made of neodymium iron boron is formed in each groove.
Is fitted.

The outer stator 270 disposed around the outer periphery of the inner rotor 251 is supported by screwing the outer peripheral edge thereof to the cylindrical wall 202a of the crankcase 202 with bolts 279. The stator core of the outer stator 270 is formed by laminating thin steel plates, and a plurality of yokes extending in the center direction from the annular portion of the outer peripheral edge are provided with the power generation coil 27.
2 and the starting coil 273 are wound. The power generating coil 272 and the starting coil 273 are wound around the yoke while being biased inward in the crankshaft direction, so that the amount of protrusion in the axially outward direction is reduced.

On the other hand, the cylindrical wall 20 of the crankcase 202
The power generation coil 272 and the starting coil 273 which protrude greatly inside the inside 2a in comparison with the outside in the axial direction form an inner space inside the ring, and a rectifying brush mechanism 263 is formed in the inner space. I have. The brush holder 262 penetrated by the crankshaft 201 in the inner space is fitted so as to prohibit relative rotation in the circumferential direction with respect to the crankshaft 201 and allow only axial sliding.
The brush holder 262 is urged inward in the axial direction with a spring 274 interposed between the brush holder 262 and the spring 51.

On the inner surface of the brush holder 262, brushes 263 project at a plurality of predetermined locations by being urged by springs. A commutator holder 265 is fixed to and supported by a portion of the generator coil 272 and the starting coil 273 whose center is penetrated by the crankshaft 201 and whose outer peripheral edge largely protrudes inward in the axial direction, facing the inner surface of the brush holder 262. ing.

The brush holder 262 of the commutator holder 265
A commutator piece 267 is concentrically arranged at a predetermined position on the surface facing the rectifier. Brush holder 262 that rotates with crankshaft 201 with respect to fixed commutator holder 265
The brushes 263 come into contact with the required commutator pieces 267 when they come and go.

On the outside of the inner rotor 251 in the direction of the crankshaft, an inner cylindrical portion 231 covering the periphery of the nut 253 screwed to the tip of the crankshaft 201 and a concentric outer cylindrical portion 232 covering the outside thereof are formed. The governor mechanism 230 extends outward in the axial direction. That is, the outer cylindrical portion 232 has a taper formed on the inner circumferential surface to form a governor outer, and the governor inner 233 is fitted to the outer circumferential surface of the inner cylindrical portion 231 slidably in the axial direction,
A ball 234 as a governor weight is interposed between the governor inner 233 and the outer cylindrical portion 232.

The connecting shaft 23 having one end fixed to the governor inner 233 sliding in the axial direction of the governor mechanism 230
5 penetrates through the inner rotor 251 in parallel with the crankshaft 201, and the tip is fitted to the brush holder 262. The connecting shaft 235 includes the governor inner 233 and the brush holder 2.
62 are connected to each other so as to be integrally movable with each other in the crankshaft direction.

When the crankshaft 201 is stopped,
The brush holder 262 is moved inward in the axial direction by the urging force of the spring 223, and the brush 263 is
Touch 7 Therefore, when a current is supplied from the battery, the current flows through the starting coil 273 through the contact between the brush 263 and the commutator piece 267 to generate a rotational torque on the inner rotor 251, and the crankshaft 201 is rotated to thereby cause
0 can be started.

When the engine speed increases, the ball 234 moves in the outer circumferential direction on the tapered inner surface of the outer cylindrical portion 232 due to the centrifugal force, so that the governor inner 233 slides outward in the axial direction. As a result, the brush holder 262 also moves axially outward, and when the rotation speed exceeds a predetermined number of rotations, the brush 263 is automatically separated from the commutator piece 267. Thereafter, the battery is charged by the power generation coil 272.

An annular disk-shaped rotor 240 for detecting a crank angle is integrally provided on an end of the outer cylindrical portion 232 constituting the governor mechanism 230 with its inner peripheral edge fitted. A pulsar 241 is disposed at a predetermined position near the outer peripheral edge of the pulsar 241. The pulser 241 detects a notch formed on the outer peripheral edge of the rotor 240 that rotates integrally with the crankshaft 201 via the inner rotor 251 and determines the crank angle. The annular disk-shaped rotor 240 covers the power generating coil 272 and the starting coil 273 of the outer stator 270 from outside. Further, a fan member 280 for forced air cooling of the internal combustion engine is integrally provided outside the rotor 40 in the axial direction.

The fan member 280 has a central conical portion 28.
The bottom portion of the inner rotor 25a is bolted by the bolt 246.
The fan 280 b is fixed to the outer cylindrical portion 232 and has a structure in which the fan 280 b provided on the outer periphery of the outer cylindrical portion 232 stands outside the rotor 240. The fan member 280 is covered with a fan cover 281.

The vehicle starter / generator according to the present embodiment is configured as described above, and the commutation brush mechanism 263 is disposed inside the inner rotor 251 in the axial direction, and is separated from the commutation brush mechanism 263 on the outside in the axial direction. Governor mechanism 230
Is arranged, the amount of swelling outward of the crankshaft can be kept small.

Further, since the winding state of the power generating coil 272 and the starting coil 273 wound around the yoke of the stator core of the outer stator 270 is deviated inward in the axial direction and the amount of outward projection is reduced, Rotor 240
And the fan member 280 does not need to be positioned axially outside,
The amount of bulge outside the crankshaft can be further reduced.

The outside air introduced from the outside air suction port 281a of the fan cover 281 by the rotation of the fan 280b spreads to the outer periphery along the central conical portion 280a.
0 prevents the inflow of air into the vehicle starter / generator 250, so that the rectifying brush mechanism 26 located further back (axially inward) than the vehicle starter / generator.
The outside air hardly invades 3 and therefore prevents the rectifying brush mechanism 263 from being affected by dust contained in the outside air.

FIG. 6 shows the crankshaft 201 as described above.
FIG. 1 is a block diagram showing an overall configuration of a start / stop control system in an internal combustion engine 200 provided with a starter / generator 250 that directly rotates a motor, and the same reference numerals as those described above denote the same or equivalent parts.

The engine stop / start system of this embodiment has an operation mode in which idling is restricted and an operation mode in which idling is permitted. More specifically, when the vehicle is stopped, the engine is automatically stopped, and when the accelerator is operated in the stopped state, the engine is automatically restarted to start the vehicle, and the “stop and start mode (idling restriction mode)”. And a “start mode (idling permission mode)” in which idling is permitted for the purpose of warm-up operation when the engine is started.

The crankshaft 201 of the engine 200 has
A starter / generator 250 is coaxially connected to the starter / generator 250. The starter / generator 250 includes a starter motor 71 and an AC generator 72, and the power generated by the AC generator 72 is charged to the battery 68 via the regulator / rectifier 67.
The battery 68 supplies a drive current to the starter motor unit 71 when the starter relay 62 is turned on,
A load current is supplied to various general electrical components 74 and the main control unit 60 via the main switch 73.

The main controller 60 includes a Ne sensor 51 for detecting the engine speed Ne, and a throttle switch 52 for closing a contact when the throttle opening exceeds a predetermined opening.
An idle switch 53 for permitting or restricting idling of the engine 200, a seat switch 54 for closing a contact when a driver is seated in a driver's seat, a vehicle speed sensor 55 for detecting a vehicle speed, and a stop in a stop / start mode described later. , A headlight switch 57 for turning on / off a headlight 69, and a starter switch 58 for driving a starter motor 71 of a starter / generator 250 to start the engine 200. Stop switch 5 that closes the contact in response to the brake operation
9 and the voltage of the battery 68 is a predetermined value (for example, 10 V).
A battery indicator 76 that lights up when the following occurs and warns the driver of insufficient charging is connected.

Further, the main control device 60 includes an ignition control device (including an ignition coil) 61 for igniting the ignition plug 206, a control terminal of a starter relay 62 for supplying electric power to the starter motor 71, The control terminal of the headlight relay 63 for supplying power to the headlight 69, the control terminal of the bistarter relay 64 for supplying power to the bistarter 65 mounted on the carburetor 66, and the headlight 69 are automatically turned off. A buzzer 75 for generating an alarm sound is connected before the alarm occurs.

FIG. 7 is a block diagram specifically showing the configuration of the main control unit 60. The same reference numerals as those described above denote the same or equivalent parts. FIG. 8 shows a main operation of the main control device 60 as a list.

The operation mode switching section 300 sets the operation mode of the engine stop / start control device to the idle switch 5.
In accordance with the state 3 and the state of the vehicle, the mode is switched to one of the "start mode" for permitting idling and the "stop and start mode" for restricting idling.

In the operation mode switching section 300, the state signal of the idle switch 53 is input to the operation mode signal output section 301 and the inverter 302. The state signal of the idle switch 53 is "L" level in the off state (idling limitation), and the on state (idling permission).
Indicates the "H" level. Inverter 302 inverts the state signal of idle switch 53 and outputs the inverted signal.

The vehicle speed continuation determining unit 303 includes a timer 303a, and outputs an "H" level signal when a vehicle speed equal to or higher than a predetermined speed is detected for a predetermined time or longer. The AND circuit 304 is connected to the output signal of the determination unit 303 and the inverter 3
And the output signal of the operation mode signal output unit 30
Output to 1.

When the main switch 73 is turned on and the state signal of the idle switch 53 is at the “H” level (idling permitted), the operation mode signal output section 301 starts “starting” in which idling is permitted. Mode ". Further, in the "start mode", the AN
When the output of the D circuit 304 goes to "H" level, that is, when the idle switch 53 is turned off and a vehicle speed higher than a predetermined speed is detected for a predetermined time or more, the operation mode is changed from the "start mode" to a start-up mode. To the "stop and start mode". Further, when the idle switch 53 is turned on again in the "stop and start mode", the operation mode is shifted from the "stop and start mode" to the "start mode". This operation mode signal output unit 301
The operation mode signal _S301 output from the controller is "L" level during the "start mode" and "H" during the "stop and start mode".
Level.

The starter relay controller 400 activates the starter relay 62 manually or automatically under predetermined conditions according to the operation mode. In the starter relay control section 400, the detection signal of the Ne sensor 51 is supplied to the idling or below determination section 401. Judgment unit 401
Outputs an "H" level signal when the engine speed is equal to or lower than a predetermined idling speed (for example, 800 rpm). The AND circuit 402 outputs a logical product of the output signal of the determination unit 401, the state signal of the stop switch 59, and the state signal of the starter switch 58. The AND circuit 403 outputs a logical product of the output signal of the AND circuit 402 and an inverted signal of the operation mode signal _S301 .

The AND circuit 404 outputs a logical product of the output signal of the idling or less judgment section 401, the state signal of the throttle switch 52, and the state signal of the seat switch 54. The AND circuit 405 is connected to the AND circuit.
Outputs a logical product of the output signal of the circuit 404 and the operation mode signal S _301. The OR circuit 406 outputs the logical sum of the AND circuits 403 and 405 to the starter relay 62.

In such a configuration, the "start mode"
During operation, since the operation mode signal _S301 is at the "L" level, AND
The circuit 403 is enabled. Therefore, when the starter switch 58 is turned on by the driver while the engine speed is equal to or lower than idling and the stop switch 59 is on (during brake operation), the starter relay 62 is turned on and the starter motor 71 starts. Is done.

On the contrary, during the "stop and start mode", A
The ND circuit 405 is enabled. Therefore,
When the engine speed is equal to or lower than idling and the throttle is opened while the seat switch is on (the driver is seated in the driver's seat), the starter relay 62 is turned on and the starter motor 71 is started.

In the bi-starter control section 500, the output signal from the Ne sensor 51 is input to the Ne determination section 501. The Ne determination unit 501 outputs an “H” level signal when the engine speed is equal to or higher than the predetermined value, and closes the bi-starter relay 64. According to such a configuration, in any of the operation modes, if the engine speed is equal to or higher than the predetermined value, the fuel can be enriched.

In the indicator control section 600, an output signal from the Ne sensor 51 is input to the Ne determination section 601. The Ne determination unit 601 outputs an “H” level signal when the engine speed is equal to or lower than a predetermined value. The AND circuit 602 receives the state signal of the seat switch 54 and the N signal.
The logical product with the output signal of the e determination unit 601 is output. AN
D circuit 603 outputs a logical product of the output signal and said operation mode signal S ₃₀₁ of the AND circuit 602 to the standby indicator 56. Standby indicator 56
Turns off when the input signal is at the “L” level, and blinks when the input signal is at the “H” level.

That is, since the standby indicator 56 flashes when the vehicle is stopped in the "stop / start mode", the driver can start immediately if the accelerator is opened even if the engine is stopped, if the standby indicator 56 is flashing. We can recognize what we can do.

The ignition control unit 700 permits or prohibits the ignition operation by the ignition control device 61 under predetermined conditions for each operation mode. In this ignition control unit 700,
A detection signal of the vehicle speed sensor 55 is input to the traveling determination unit 701. When it is determined that the vehicle is in a traveling state based on the detection signal, the traveling determination unit 701 outputs an “H” level signal. The OR circuit 702 is provided for the travel determination unit 701.
Of the throttle switch 52 and the output signal of the throttle switch 52. OR circuit 703 outputs a logical sum of the inverted signal of the output signal and the operation mode signal S ₃₀₁ of the OR circuit 702 to the ignition control device 61. The ignition control device 61 executes the ignition operation at predetermined timings when the input signal is at the “H” level, and stops the ignition operation when the input signal is at the “L” level.

According to such a configuration, since the inverted signal of the operation mode signal S ₃₀₁ is at the “H” level in the start mode, the “H” level signal is always output from the OR circuit 703. Therefore, in the "start mode", the ignition control device 61 always performs the ignition operation. On the other hand, in the stop / start mode, the ignition operation is executed on condition that the vehicle is running or the throttle is opened. Conversely, if the engine is stopped and the throttle is closed, the ignition operation is prohibited.

The headlamp control section 800 automatically turns on or off the headlamp for each operation mode according to the running state of the vehicle and the sitting state of the driver. Non-seat continuation determination unit 80
To 1, a state signal of the seat switch 54 is input. The non-seated continuation determining unit 801 measures the non-seated time of the driver 2
Timers 8011 and 8012, and each timer 801
When the time-out occurs in steps 1 and ₈₀₁₂ , signals S ₈₀₁₁ and S ₈₀₁₂ of “H” level are output, respectively. In the present embodiment, each of the timers 8011 and 8012 times out at 3 seconds and 1 second, respectively.

The non-ignition continuation judging section 802 includes two timers 8021 and 8022 for measuring the non-ignition time. In the non-ignition state, an "H" level signal S ₈₀₂₃ is immediately output, and the timers 8021 and 8022 time out. Then, signals S ₈₀₂₁ and S ₈₀₂₂ of “H” level are output, respectively. In this embodiment, each of the timers 8021 and 8021
22 times out at 3.5 minutes and 3 minutes respectively.

The AND circuit 812 outputs the logical product of the output signal S ₈₀₁₁ of the non-seating continuation determining unit 801 and the output signal S ₈₀₂₃ of the non-ignition continuation determining unit 802. OR circuit 804
Outputs the logical sum of the output signal S _{8021 of the} non-ignition continuation determining unit 802 and the output signal of the AND circuit 812.
AND circuit 805, flip-flop 8 the logical product of the output signal and the operation mode signal S ₃₀₁ of the OR circuit 804
10 to the reset terminal R.

The AND circuit 807 outputs a logical product of the state signal of the throttle switch 52 and the operation mode signal _S301 . The output signal of the Ne sensor 51 is input to the Ne determination unit 806, and outputs an “H” level signal when the engine speed is equal to or less than the predetermined value. AND circuit 808
The output signal of the Ne determination unit 806 and the operation mode signal S
Outputs the logical product of the inverted signal of ₃₀₁ . OR circuit 809
Outputs the logical sum of the AND circuits 807 and 808 to the set terminal S of the flip-flop 810. AND circuit 8
Reference numeral 11 denotes a logical product 811 of the Q output of the flip-flop 810 and the status signal of the headlight switch 57,
Output to 3. The headlight relay 63 turns on the headlight 69 when an "H" level signal is input, and turns off when an "L" level signal is input.

According to such a configuration, in the start mode, since the inverted signal of the operation mode signal _S301 is at the "H" level, the AND circuit 808 is enabled. Therefore, when the engine speed is equal to or higher than the predetermined number of revolutions, the flip-flop 810 is set, and when the headlight switch 57 is turned on, the headlight is turned on.

[0071] On the other hand, the operation mode signal S ₃₀₁ is in the stop starting mode "H" level since the AND circuit 805, 807
Is enabled. Therefore, the OR circuit 804
Is high, the flip-flop 810
Is reset and the headlight is automatically turned off. If the throttle is opened during the stop / start mode, AND
Since the output of the circuit 807 becomes “H” level and the flip-flop 810 is set, the headlight is automatically turned on.

That is, in the headlight in the stop / start mode, the non-ignition state continues for the time-out period (3.5 minutes in this embodiment) of the timer 8021 or the non-seat state in the non-ignition state is set to the timer 8011. The light is turned off when the timeout period (3 seconds in the present embodiment) has continued for more than 3 seconds.

According to the investigation by the inventors, waiting for a traffic light or waiting for a right turn in an intersection is about 30 seconds to 2 minutes. Stopping beyond this time is a stop other than waiting for a traffic light or a right turn, ie, a headlight. There is a high possibility that the vehicle is in a stopped state that does not need to be turned on. Therefore, as in the present embodiment, if the headlight is turned on until the non-ignition state exceeds the scheduled time (for example, 3.5 minutes), the vehicle stops in a stop state for waiting for a traffic light or a right turn. You can keep the headlights on. Also, when the stop time exceeds 3.5 minutes, the light is automatically turned off, so that useless power consumption of the battery can be suppressed.

Further, when the driver is not seated after the vehicle is stopped, there is a high possibility that the vehicle is stopped other than waiting for a traffic light or a right turn. However, it is often empirical that the driver temporarily stands up immediately after stopping at the intersection with the vehicle straddling the vehicle. Therefore, it is not desirable to automatically turn off the light simultaneously with the detection of non-seating. Therefore, in the present embodiment, the non-seating time in the non-ignition state is measured, and the light is automatically turned off on the condition that the estimated time (3 seconds in the present embodiment) that the driver is estimated to have left the vehicle has elapsed.

The AND circuit 813 of the headlight controller 800
Outputs the logical product of the output signal S ₈₀₁₂ of the non-seating continuation determining unit 801 and the output signal S ₈₀₂₃ of the non-ignition continuation determining unit 802. The buzzer driving unit 814, the output signal of the AND circuit 813, the output signal S ₈₀₂₂ and the operation mode signal S ₃₀₁ of the non-ignition continuation determining section 802 is input, AND when the operation mode signal S ₃₀₁ is "H" level When the output signal of the circuit 813 goes to the “H” level, that is, when the non-seat state in the non-ignition state continues for the time-out period (1 second in this embodiment) of the timer 8012, the on state for 0.2 seconds and the 1.5-second
A buzzer drive signal that repeats off for a second is output. The operation output signal S ₈₀₂₂ of the mode signal S ₃₀₁ is "H" level non-ignition continuation determining section 802 when it becomes "H" level, i.e. unfired state timeout timer 8022 (in the present embodiment 3 If it continues for more than (minutes), the same buzzer drive signal as described above is output for the scheduled time (6.
8 seconds).

As described above, in the present embodiment, the automatic light-off condition at the time of stop (the non-seat state in the non-ignition state is 3 seconds or more, or the non-ignition state is 3.5 minutes or more) is satisfied (the non-ignition state). The buzzer 75 is sounded when the vehicle is not seated for more than 1 second or the non-ignition state is more than 3 minutes, so that the driver can recognize in advance that the headlight is automatically turned off, and It can be prevented that the light is automatically turned off before the user knows.

FIG. 9 is a block diagram showing the overall configuration of a start / stop control system according to another embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. In the present embodiment, the power generated by the AC generator unit 72 is charged into the two batteries 68A and 68B via the regulator / rectifier 67. The battery 68A is used exclusively for starting the engine, and supplies a drive current to the starter motor 71 when the starter relay 62 is turned on. The battery 68B
Supplies a load current to various electrical components 74 and the main control unit 60 via the main switch 73.

As described above, in this embodiment, the battery 68
A is dedicated to starting the engine, its power consumption is sufficiently small, and it is always maintained in a fully charged state.
Regardless of the charge amount of 8B, a good engine start can always be performed.

[0079]

As described above, according to the present invention, the following effects can be achieved. (1) The headlights are automatically turned off when the engine stop state continues for a predetermined period of time, which is predicted as a stop time for waiting for a traffic light or a right turn at an intersection, etc. Can be continued to be turned on when the vehicle is in a stopped state where it is necessary to keep the lights on.On the other hand, when the vehicle is in a stopped state exceeding this predetermined time, the headlights are automatically turned off. Reduction can be achieved at the same time. (2) The headlights are automatically turned off when the non-seat time while the engine is stopped continues for a predetermined time or more when it is estimated that the driver has left the vehicle. As it is possible to prevent automatic turning off when it is necessary to keep the headlight on, as in the case of standing up temporarily while straddling the vehicle, it automatically turns off when it can be estimated that the driver has left the vehicle, It is possible to achieve both improvement in visibility by oncoming vehicles and reduction in power consumption. (3) Since the buzzer sounds before the condition for automatically turning off the headlights when the vehicle stops, the driver can recognize in advance that the headlights will be automatically turned off, and It is possible to prevent the headlight from being turned off automatically during the absence.

[Brief description of the drawings]

FIG. 1 is an overall side view of a scooter type motorcycle equipped with an engine stop / start control system to which the present invention is applied.

FIG. 2 is a plan view around an instrument panel of the scooter type motorcycle.

FIG. 3 is a diagram schematically showing a structure of a hinge portion at a front portion of a seat.

FIG. 4 is a sectional view of a main part of a throttle grip.

FIG. 5 is a cross-sectional view of the internal combustion engine of FIG. 1 cut along line II-II.

FIG. 6 is a block diagram showing an overall configuration of a start / stop control system according to an embodiment of the present invention.

FIG. 7 is a block diagram showing functions of a main control device.

FIG. 8 is a diagram showing a list of main operations of a main control device.

FIG. 9 is a block diagram showing an overall configuration of a start / stop control system according to another embodiment of the present invention.

[Explanation of symbols]

2 front of the vehicle, 3 rear of the vehicle, 4 floor, 6 down tube, 7 main pipe, 8 seat, 11 steering wheel, 12 front fork, 13 front wheels, 15
Bracket, 16 link member, 17 swing unit, 18 hanger bracket, 21 rear wheel, 22 rear cushion, 23 intake pipe, 24 carburetor, 25 air cleaner, 26 main stand, 27 kick axis ,
28: kick arm, 29: kick pedal, 200: internal combustion engine, 201: crankshaft, 202: crankcase, 203: cylinder block, 204: cylinder head, 206: spark plug, 210: belt drive pulley,
211 boss, 212 V belt, 250 starter / generator, 251 inner rotor, 300 operation mode switching unit, 400 starter relay control unit, 500 bistarter control unit, 600 indicator control unit, 700
Ignition control unit, 800: headlight control unit

 ──────────────────────────────────────────────────の Continued from the front page (72) Inventor Masahide Yokoo 1-4-1 Chuo, Wako-shi, Saitama

Claims (8)

[Claims] 1. A vehicle equipped with an engine stop / start control device for stopping an engine in response to a predetermined stop condition during operation and restarting in response to a predetermined start operation while the engine is stopped. Relay means for controlling power supply to the lamp, stop detection means for detecting a stop state of the engine, and headlight control means for controlling conduction of the relay means, wherein the headlight control means comprises an engine A vehicle equipped with an engine stop / start control device, characterized in that when the stop state continues for a first predetermined time or more, the relay means in a conductive state is shut off. 2. A vehicle equipped with an engine stop / start control device for stopping an engine in response to a predetermined stop condition during operation thereof and restarting in response to a predetermined start operation while the engine is stopped. Relay means for controlling power supply to the lamp; stop detection means for detecting a stop state of the engine; boarding detection means for detecting whether a driver is on board; and before controlling conduction of the relay means. A headlight control unit, wherein the headlight control unit shuts off the conductive relay unit when the non-riding state of the driver continues for a second scheduled time or more with the engine stopped. A vehicle equipped with an engine stop / start control device. 3. A vehicle equipped with an engine stop / start control device that stops an engine in response to a predetermined stop condition during operation and restarts the engine in response to a predetermined start operation while the engine is stopped. Relay means for controlling power supply to the lamp; stop detection means for detecting a stop state of the engine; boarding detection means for detecting whether a driver is on board; and before controlling conduction of the relay means. A headlight control unit, wherein the headlight control unit is configured to stop the engine when the engine is stopped for a first scheduled time or more and to set the driver's non-ride state to the second scheduled time when the engine is stopped. A vehicle equipped with an engine stop / start control device, characterized in that the relay means in a conductive state is shut off under at least one of the conditions where the above-mentioned continuation is continued. 4. The vehicle equipped with the engine stop / start control device according to claim 3, wherein the first scheduled time is longer than the second scheduled time. 5. The vehicle further comprising accelerator opening detecting means for detecting an accelerator opening, wherein the headlight control means detects that the accelerator opening is equal to or greater than a predetermined opening by the accelerator opening detecting means. The vehicle equipped with the engine stop / start control device according to any one of claims 1 to 4, wherein the relay means that has been cut off from the conductive state is made conductive again. 6. An alarm device for generating an alarm sound, and an alarm drive device for sounding the alarm device, wherein the relay device in a conductive state by the headlight control device is cut off. The vehicle equipped with the engine stop / start control device according to any one of claims 1 to 5, wherein the warning unit is sounded before the operation is performed. 7. The alarm driving means, when the engine stopped state continues for a third scheduled time shorter than the first scheduled time for a third scheduled time or more, causes the alarm means to sound for a fourth scheduled time. A vehicle equipped with the engine stop / start control device according to claim 6. 8. The alarm driving means sounds the alarm means when the non-ride state of the driver continues for at least a fifth scheduled time shorter than the second scheduled time while the engine is stopped. A vehicle equipped with the engine stop / start control device according to claim 6 or 7.