JPH11310182A - Throttle grip structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a good throttle operating feel even during the second half of the stroke of increasing the rotational angle of a throttle grip. SOLUTION: A cable winding part 182a placed upright around a throttle grip is biased to the rotational center P of a throttle grip 18 so that the amount of winding of a throttle wire 185 decreases during the second half of the stroke of increasing the rotational angle of the throttle grip. More specifically, the winding radius R of the throttle grip 182 is shorter during the second half (winding radius R1) of the stroke of increasing the rotational angle than during the first half of the stroke of increasing the rotational angle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle grip structure for opening a throttle by twisting a throttle grip attached to a handle pipe. The present invention relates to a throttle grip structure capable of obtaining a great grip load.

[0002]

2. Description of the Related Art An accelerator operation of a motorcycle or a tricycle is performed by twisting a throttle grip mounted on a handle pipe to open a throttle valve. In the conventional throttle grip structure, the relationship between the throttle opening and the throttle grip rotation angle was constant.
In Japanese Patent Application Laid-Open No. 0-6038, the rate of increase in the throttle opening with respect to the increase in the throttle grip rotation angle is set so that the engine can be delicately controlled in a low speed range.
A throttle grip structure is disclosed in which the throttle grip is kept low in a low opening region and high in a high opening region.

On the other hand, in an electric vehicle running by an electric motor, the throttle grip cannot be returned to the closing direction by the throttle spring of the carburetor. For this reason, a throttle grip structure including a return spring that constantly biases the throttle grip in the closing direction so that the throttle grip is returned to the fully closed direction when the driver releases the throttle grip is disclosed in Japanese Utility Model Registration Publication No. 255
No. 4808.

[0004]

When such a throttle grip structure with a built-in return spring is applied to a vehicle in which the throttle grip is returned to the closing direction by the carburetor throttle spring, the rotation required to rotate the throttle grip is achieved. A moment (hereinafter, referred to as a grip load) becomes a resultant force of the return spring and the throttle spring, and the grip load increases with an increase in the grip rotation angle. For this reason, in the latter half of the process of increasing the rotation angle of the throttle grip (at the time of high opening), the grip load may become too large.

The above problem can be apparently solved by reducing the force of the return spring. However, if the force is reduced, the elastic force is reduced uniformly at all the rotation angles of the throttle grip. It becomes difficult to reliably pop the throttle grip in the fully closed direction in the state.

An object of the present invention is to solve the above-mentioned problems of the prior art and to provide a throttle grip structure which can provide a good grip operation feeling even in the latter half of the process of increasing the rotation angle of the throttle grip.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention has an object to provide an annular cable take-up portion which stands upright along the circumference of a cylindrical portion rotatably inserted into a handle pipe. And a throttle wire, one end of which is locked to the cable take-up portion, and a throttle wire wound around the cable take-up portion in response to a rotation operation of the throttle grip. The rate of increase in the amount of winding of the throttle wire by the cable winding section is reduced in the latter half of the process of increasing the rotation angle of the throttle grip.

According to the above-described structure, the rate of increase in the grip load with respect to the increase in the grip rotation angle decreases in the latter half of the throttle grip rotation angle increase stroke.
It is possible to suppress an increase in the grip load in the latter half of the process of increasing the rotation angle of the throttle grip, while ensuring the fully-closed throttle grip and the resilience in the closing direction in the vicinity thereof.

[0009]

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 part 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 the lower end thereof. 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 has 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.

An idle switch 53 for permitting or restricting idling and a starter switch 58 for starting a starter motor are provided on the handle cover 33.
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 on 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, in the seated state where 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 taken along a handle pipe 181 of the throttle grip 92 according to one embodiment of the present invention, and FIG. 5 is an enlarged sectional view taken along line AA of FIG. 6 and 7 are enlarged sectional views taken along the line BB of FIG. 4, and FIG. 8 is a perspective view showing a method of temporarily assembling the return spring.

A grip pipe 182 is rotatably inserted into the end of the handle pipe 181.
The periphery of 82 is covered with a grip cover 183. At a position separated inward by a predetermined distance from the opening end side of the grip pipe 182, a cable winding portion 182a is integrally erected along the circumference thereof.
One end 185a of the throttle wire 185 is locked to a.

As shown in FIG. 5, on the open end side of the grip pipe 182 beyond the cable winding section 182a,
An outer cylinder piece 182b is integrally formed with the width of the predetermined angle θ1 from the cable winding portion 182a so as to cover the surface of the grip pipe 182 in the circumferential direction at a predetermined angle θ1 while maintaining a predetermined gap. Has been extended to.

On a part of the surface of the outer cylinder piece 182b, a switch pressing portion 182d that presses a movable portion of a throttle switch 52 described later to open or close a contact when the throttle grip 92 is fully closed is integrally formed upright. Has been established.

The grip pipe 182 and the outer cylinder piece 1
A pair of upper housing 186 and lower housing 187 are attached to the handle pipe 181 so as to cover the open end side of the grip pipe 182 and the cable winding section 182a so that a return spring 184 having a torsion coil shape is inserted between the handle pipe 182 and the return pipe 182. It is fixed for.

The return spring 184 has one end 184a and the other end 184b connected to the circumferential end of the outer cylinder piece 182b so that the throttle grip 92 is constantly urged in the accelerator closing direction by its elastic force. 182 i and a locking hole 187 a formed in a stepped upper surface 187 b of the lower housing 187. When the driver twists the throttle grip 92 in the opening direction against the elastic force of the return spring 184, the throttle wire 185 is wound around the cable winding portion 182a and the throttle (not shown) is opened.

The cable take-up portion 182a is provided in FIGS.
As shown in the figure, the winding amount of the throttle wire 185 is eccentric with respect to the rotation center P of the throttle grip 92 so that the winding amount of the throttle grip 92 decreases in the latter half of the rotation angle increasing stroke. Specifically, in the latter half of the rotation angle increasing process shown in FIG. 7 (the winding radius R1), the winding radius R of the throttle grip 92 becomes the first half (the winding radius R2) of the rotation angle increasing process shown in FIG. Eccentric so that it is shorter than).

FIG. 15 shows the relationship between the grip rotation angle and the grip load, as in the present embodiment.
When a is eccentric with respect to the rotation center P (straight line A)
FIG. 7 is a diagram showing a comparison between a conventional case and a case where the eccentricity is not present (straight line B) as in the related art.

In the prior art, when the grip rotation angle exceeds 3/4, the grip load exceeds the appropriate upper limit. On the other hand, in the present embodiment, the increasing rate of the grip load with respect to the grip rotation angle decreases. Even when the grip rotation angle is fully opened, the grip load can be suppressed to an appropriate upper limit or less.

As described above, the cable winding section 18
The effect of the eccentricity of 2a is not only when the throttle grip 92 has the return spring 84 built therein, but also when the throttle spring 92 does not have the return spring 184 built therein. This is also exerted when the grip load exceeds an appropriate upper limit due to the strong elastic force (not shown).

As shown in FIG. 5, the lower housing 187 is provided with a throttle switch 52 which is opened and closed by a switch pressing portion 182d provided on the surface of the outer cylindrical piece 182b. . The throttle switch 52 is configured such that the contacts are opened and closed within an angle .theta.2 of a play range before the throttle actually starts to open. According to such a configuration, only the throttle switch 52 can be opened and closed without opening the throttle.

As will be described in detail later, in this embodiment, when the throttle grip 92 is operated in the opening direction and the contact of the throttle switch 52 is opened or closed, the engine is automatically started. If the contact of the throttle switch 52 is opened or closed by twisting the throttle grip 92 within the range, the engine can be started without starting, and the engine can be kept idling.

Also, when the play angle range ends and the throttle actually starts to open (> θ2), the elastic force of the throttle spring (not shown) is newly added, and further rotation is performed. Operation requires additional force.
For this reason, the grip will not be rotated beyond the play angle range unless the driver has a positive intention, and it becomes easy to start the engine without starting or to stand by in an idling state.

In this embodiment, in order to facilitate the assembly of the return spring 184, FIG.
As shown in, the grip pipe 182 and the outer cylinder piece 1
After the return spring 184 is inserted between the outer cylindrical piece 182b and the outer spring piece 182b, the one end 184a is locked to the circumferential end 182i of the outer cylindrical piece 182b. Thereafter, the other end 184b of the return spring 184 is wound up from the solid line position in FIG.
Then, the grip pipe 182 is inserted into the handle pipe 181 as shown in FIG.

Next, when assembling the upper housing 186 and the lower housing 187 so as to cover the opening end side of the grip pipe 182 and the cable winding portion 182a, as shown in FIG.
The return spring 1
While the other end 184b of the 84 is inserted shallowly and engaged, the gripping pipe 182 is slightly twisted in the opening direction to push the switch pressing part 182d in the direction of the arrow to resist the elastic force of the return spring 184 to the position shown in FIG. To move. Then, the step upper surface 187 of the lower housing 187
Since the switch pressing portion 182d abutting on the b can be pushed down in the direction of the arrow, the open end side of the grip pipe 182 can be accommodated in the lower housing 187 as shown in FIG. At this time, the other end 184b of the return spring 184 is connected to the locking hole 187a.
Is inserted deeply.

Thereafter, the return spring 184 prevents the throttle grip 92 from springing in the closing direction due to the contact between the switch pressing portion 182d and the end of the stepped upper surface 187b. 184b is released from the locked state by the other end 185j of the outer cylindrical piece 182b,
Newly locked only by 87a.

As described above, in the present embodiment, the return pipe 184 can be inserted as a guide without directly inserting the return spring 184 into the handle pipe 181, so that the assemblability is improved in each step.

Further, according to this embodiment, the return spring 184 is inserted into the end of the grip pipe 182 before the assembly, and one end and the other end of the return pipe 184 are engaged with the outer cylinder piece 182b. The other end 1
84b can be locked to the housing 187 during the assembly process without touching it. Therefore, both ends of the return spring 184 are connected to the outer cylinder piece 182b.
If the initial load is applied in advance when engaging with both ends in the circumferential direction, the operator does not need to apply the initial load to the return spring 184 at the time of assembling, and the assembling property is improved.

FIG. 10 is a sectional view of the internal combustion engine 200 shown in FIG. 1 cut along the line II-II. The internal combustion engine 200 includes left and right crankcases 202L and 2L rotatably supporting a left and right horizontal crankshaft 201.
A cylinder block 203 and a cylinder head 204 are sequentially combined with a crankcase 202 into which the 02R is combined, and a scavenging passage 205 is formed in the cylinder block 203 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 driving 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.

On the right side of the movable pulley half 210R, a cam plate 215 is fixed to the crankshaft 201.
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.

Accordingly, when the rotation speed of the crankshaft 201 increases, the dry weight roller 216 that is located between the movable pulley half 210R and the cam plate 215 and rotates together moves in the centrifugal direction due to the 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 side of the crankshaft 201 so as to face the ratchet wheel 226, and the two can be contacted and separated 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 projects 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 261 are projected at a plurality of predetermined locations by a spring. 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 261 come into contact with the required commutator pieces 267 when they come and go.

On the outer side 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 outer side 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 that slides 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 261
Touch 7 Therefore, when current is supplied from the battery, the current flows through the starting coil 273 through the contact between the brush 261 and the commutator piece 267 to generate a rotational torque in the inner rotor 251, and the crankshaft 201 is rotated to cause the internal combustion engine 20 to rotate.
0 can be started.

When the engine speed increases, centrifugal force causes the ball 234 to move on the tapered inner surface of the outer cylindrical portion 232 in the outer peripheral direction, thereby causing the governor inner 233 to slide outward in the axial direction. As a result, the brush holder 262 also moves outward in the axial direction, and when the rotation speed exceeds a predetermined number of rotations, the brush 261 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 with an inner peripheral edge of the outer cylindrical portion 232 constituting the governor mechanism 230 by fitting the inner peripheral edge thereof. 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. 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 generation 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, the outside 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. 11 shows the crankshaft 20 as described above.
FIG. 2 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 the engine 1, 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 the contact when the grip rotation angle exceeds the 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 a spark 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 lamp 69, the control terminal of the bistarter relay 64 for supplying power to the bistarter 65 mounted on the carburetor 66, and the driver turning off the main switch 73 The vehicle is connected to a buzzer 75 that generates an alarm sound and alerts the user before leaving the vehicle without being turned on or before the headlight 69 is automatically turned off.

FIG. 12 is a block diagram specifically showing the configuration of the main control unit 60, and the same reference numerals as those described above denote the same or equivalent parts. FIG. 13 shows a main operation of main controller 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 judging section 303 has a timer 303a, and outputs an "H" level signal when a vehicle speed higher than a predetermined speed is detected for a predetermined time or more. 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 permission), 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 control section 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 the 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, the 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 and 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 inhibits 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 _S301 is at the "H" level in the starting 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 headlight / buzzer control unit 800 automatically turns on or off the headlight according to the running state of the vehicle or the sitting state of the driver for each operation mode, and also gives the driver various precautions. Is issued as a buzzer sound.

The state signal of the seat switch 54 is input to the non-seat continuation determining unit 801. Non-seat continuation determination unit 801
Are two timers 801 for measuring the non-seat time of the driver
1 and 8012, and when each of the timers ₈₀₁₁ and ₈₀₁₂ times out, it outputs signals S ₈₀₁₁ and S ₈₀₁₂ of “H” level, 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 of the engine. In the non-ignition state, the signal S _{8023 of} “H” level is immediately obtained.
Is output, and when each of the timers ₈₀₂₁ and 8022 times out, the signal S ₈₀₂₁ of “H” level,
S ₈₀₂₂ is output. In this embodiment, each timer 80
21, 8022 time out at 3.5 and 3 minutes, respectively.

The AND circuit 812 outputs a 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,
3 to the control terminal. The headlight relay 63 is “H”
When a level signal is input, the headlight 69 is turned on,
The light 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.

[0084] 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.

That is, in the headlight in the stop / start mode, the non-ignition state continues for more than the time-out period of the timer 8021 (3.5 minutes in the present embodiment) for the output signal S.
_When the output signal of the AND circuit 812 becomes “H” level when the signal ₈₀₂₁ becomes “H” level or the non-seating state in the non-ignition state continues for the timeout period of the timer 8011 (3 seconds in this embodiment). It is turned off.

According to the investigations by the inventors, waiting for a traffic light or a right turn in an intersection is about 30 seconds to 2 minutes, and a stop exceeding this time is a stop other than a wait 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 stops, it is highly likely 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.

If the throttle is opened from the stop state in the stop / start mode, the output of the AND circuit 807 becomes "H" level and the flip-flop 810 is set, so that the headlight is automatically turned on. I do.

The AND circuit 813 of the headlight / buzzer control section 800 outputs the output signal S ₈₀₁₂ of the non-seat continuation determination section 801,
The logical product of the output signal S _{8023 of the} non-ignition continuation determining unit 802 and the operation mode signal S ₃₀₁ is output to the buzzer driving unit 814. The AND circuit 815 calculates the logical product of the output signal S ₈₀₂₂ of the non-ignition continuation determining unit 802, the operation mode signal S ₃₀₁ , and the status signal of the headlight switch 57 by a buzzer driving unit 814
Output to

The buzzer driving section 814 has an AND circuit 813
Becomes "H" level, that is, the non-seat state in the non-ignition state in the stop / start mode is the timer 8012.
Is continued for more than the timeout period (1 second in this embodiment), a buzzer drive signal that repeats ON for 0.2 seconds and OFF for 1.5 seconds is output. The buzzer drive signal at this time is continuously output until the main switch 73 is shut off or the driver is seated again.

On the other hand, the output signal of the AND circuit 815 becomes "H" level, that is, in the stop / start mode, the headlight switch 57 is on, and the non-ignition state is the time-out period of the timer 8022 (this embodiment). (3 minutes) or more, the same buzzer driving signal as described above is output for the scheduled time until the timer 8141 times out. This eliminates the need for an operation for stopping the buzzer.

According to the present embodiment, when the engine is automatically stopped, if a non-seated state for one second or longer is detected without shutting off the main switch, the driver may leave the vehicle without forgetting to turn off the main switch. Then, the buzzer 75 is sounded and the driver can recognize that he has forgotten to turn off the main switch.

Furthermore, according to the present embodiment, the buzzer 75 is sounded before the condition for automatically turning off the vehicle at the time of stopping (the non-ignition state is 3.5 minutes or more) is satisfied (the non-ignition state is 3 minutes or more). Therefore, the driver can recognize in advance that the headlight is automatically turned off, and it is possible to prevent the headlight from being turned off automatically without the driver's knowledge.

In the above-described embodiment, if the non-seated state is detected for one second or longer without shutting off the main power source when the engine is automatically stopped, the main switch 73 is shut off or the driver is disengaged. Although the description has been made assuming that the buzzer continues to ring until the driver gets on the vehicle again, it is assumed that the driver leaves the vehicle without shutting off the main switch 73 as in the case of, for example, a delivery business or a collection business. In this case, the buzzer may be automatically stopped after the elapse of the scheduled time.

Further, in the above-described embodiment, the headlight is automatically turned off when the ignition is turned off or the driver is not seated for a predetermined time or more. The light may be reduced to reduce the light, or the headlight may be turned off, and the position lamp may be turned on instead.

FIG. 14 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 the present 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.

[0098]

As is apparent from the above description, according to the present invention, the increase in grip load in the latter half of the rotation angle increasing stroke of the throttle grip is suppressed, so that the throttle grip structure with a built-in return spring can be used in the engine. Even when employed in a vehicle, a good operational feeling can be obtained at each rotation angle of the throttle grip.

[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 throttle grip structure according to an embodiment of the present invention.

FIG. 5 is an enlarged sectional view taken along the line AA of FIG. 4;

6 is an enlarged cross-sectional view taken along line BB of FIG. 4 at the time of a low accelerator opening.

FIG. 7 is an enlarged cross-sectional view taken along the line BB of FIG. 4 at the time of a high accelerator opening.

FIG. 8 is a perspective view showing a method of temporarily assembling a return spring.

FIG. 9 is a side view showing a temporarily assembled state of the return spring.

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

FIG. 11 is a block diagram showing an example of the overall configuration of a start / stop control system.

FIG. 12 is a block diagram showing functions of a main control device.

FIG. 13 is a diagram showing a list of main operations of a main control device.

FIG. 14 is a block diagram showing another configuration example of the start / stop control system.

FIG. 15 is a diagram showing a relationship between a grip rotation angle and a grip load.

FIG. 16 is a diagram (part 1) illustrating a method of assembling the throttle grip.

FIG. 17 is a diagram (part 2) illustrating a method of assembling the throttle grip.

[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 / buzzer control unit

Claims (3)

[Claims] A throttle grip having an annular cable take-up portion erected along the circumference of a tubular portion rotatably inserted into a handle pipe; and one end locked to the cable take-up portion. A throttle wire that opens and closes a throttle valve that controls the intake of the engine, and is wound around the cable winding section in response to a rotation operation of the throttle grip, and a screw-shaped return that biases the throttle grip in the accelerator closing direction. A throttle grip, wherein a rate of increase in a winding amount of the throttle wire by the cable winding section with respect to an increase in the throttle grip rotation angle decreases in a second half of a rotation angle increase process of the throttle grip. Construction. 2. The cable winding unit according to claim 1, wherein the cable winding unit is eccentric from a rotation axis of the throttle grip so that a winding radius decreases in a latter half of a rotation angle increasing process of the throttle grip. The throttle grip structure described. 3. A belt type switch comprising: a switch for detecting that the slot is in a fully closed state, wherein the engine is stopped when the throttle is fully closed and the vehicle is stopped, and the engine is started when the throttle is not fully closed. The throttle grip structure according to claim 1, wherein the throttle grip structure is applied to a vehicle equipped with a step transmission and a centrifugal clutch.