JPS63188590A - Retreat controller for saddling type car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] L1 Upright Plate Yuji 1 The present invention is capable of reversing a saddle-ride type vehicle such as a motorcycle using the driving force of a starter motor for starting the engine, without using the engine for driving the vehicle. The present invention relates to a reversing control device for a saddle type vehicle that can start a desired operation with a single switch even when starting an engine or reversing a vehicle.

A reversing device that uses the driving force of a starter motor for engine starting to move a large motorcycle backwards uses the driving force of a starter motor for starting the engine.
Patent application filed by the applicant on December 28, 1985
It has been filed as No.-299114.

This reversing device is provided with a starter switch for starting and a reversing switch for reversing.The starter switch is operated when starting the vehicle, and the reverse switch is operated when reversing.

As described above, in saddle-riding vehicles such as motorcycles equipped with the reversing device, the riding switch, dimmer switch,
In addition to the blinker switch and the like, a starter switch for starting and a reverse switch for in-line use must be placed near the handle grip, which complicates the arrangement of the switches and requires some ingenuity in the arrangement.

The present invention relates to an improvement of a reversing control device for a saddle-ride type vehicle that overcomes the above-mentioned difficulties, and relates to an improvement of a reverse control device for a saddle-ride type vehicle equipped with an engine using the driving force of a starter motor. In the reversing device for a vehicle, the power supply circuit of the starter motor is connected in series with a first switch for controlling the operation of the starter motor and an M2 switch that is turned on at the time of starting. A suppression circuit for suppressing and controlling the current flowing to the motor is connected in parallel to the second switch, the first switch is disposed near the handle grip, and the output of the starter motor is switched to transmit the output of the starter motor to the vehicle in the reverse direction. A detection circuit is provided to detect whether the vehicle has been moved, and the second switch is turned off in accordance with the output of the detection circuit. For example, the backward detection circuit operates, and according to the output of the detection circuit,
The second switch is turned off, the starter motor rotates, the wheels are rotationally driven in the backward direction, and the saddle-ride type vehicle can move backward.

Further, in the present invention, when starting, if the first switch is turned on without switching to the reverse direction, the first switch can be turned on.
When the switch is turned on, the starter motor rotates, and the engine is cranked and started by the driving force of the starter motor.

Below, an illustrated embodiment in which the present invention is applied to a motorcycle will be described.

First, the outline of the power transmission system of the present invention will be explained with reference to FIG.

Reference numeral 1 denotes a multi-cylinder engine mounted on a large motorcycle (not shown). A crankshaft 1a of this engine 1 is connected to a clutch 2 and a multi-stage gear transmission 3, and an output shaft 3a of the multi-stage gear transmission 3. sprockets, chains, gears,
It is connected to the rear wheels 5 via a power transmission system 4 consisting of a shaft, etc., and when the engine 1 is in operation, the clutch 2 is in a connected state, and the multi-gear transmission 3 is in a state other than neutral. , the power of the engine 1 is transmitted to the rear wheels 6
It is now possible to move forward.

Further, the output lllll6a of the cell starter motor 6 is connected to the crankshaft 1a via a switching clutch 7 and a one-way clutch 8 that have a built-in speed reducer, and an output of the multi-gear transmission 3 via a switching clutch 7 that has a built-in speed reducer. It is connected to the shaft 3a, and when the clutch 2 is disengaged or the multi-gear transmission 3 is set to neutral, and the reverse deceleration switching clutch 7 is connected to the crankshaft 1a, the cell starter motor 6 is turned to the positive position. When you turn it,
The engine 1 is cranked and started, and the clutch 2 is disengaged or the multi-gear transmission 3 is set to neutral, and the switching clutch 7 is connected to the output shaft 3a of the multi-gear transmission 3. When the cell starter motor 6 is rotated forward, the rear wheels 5 are significantly decelerated and driven in the backward direction.

Furthermore, the cell starter motor 6 is retracted J5,
An electric control device @40 controls its rotation/stopping on/off and also controls its rotational speed.

Further, the switching clutch 7 is constructed as shown in FIG. That is, one end of the starting shaft 9 is fitted into the shaft end of the output shaft 6a of the cell starter motor 6 disposed near the engine 1 so as to be relatively freely rotatable along the same axis as the pivot hole 6b concentrically therewith. At the same time, a starting shaft 9 is rotatably supported on the crankcase 1b via a bearing 1C.

Further, a switching gear shaft 10 parallel to the output shaft 5a and the starting shaft 9 is pivoted to the crankcase 1b so as to be movable in the axial direction and rotatable via a bearing 1C, and a gear 10a integrated with the switching gear shaft 10 is A gear 10b is constantly meshed with the gear 6C of the output shaft 6a and is integral with the switching gear shaft 10.
, 10c is removably fitted into a gear 3b integrated with the output shaft 3a of the multi-gear transmission 3 and a gear 9a integrated with the starting shaft, thereby forming a switching clutch 7.

Furthermore, the output shaft 3a of the multi-stage gear transmission 13 is also connected to the output shaft 6a, the starting #JII\19, and the switching gear shaft 10 via the bearing 1C.
The output gear 3C is fitted to the output shaft 3a, and the output @3 is rotatably supported by the crankcase 1b.
A damper 3d is interposed between a and the output gear 3C,
The output shaft 3a is connected to rear wheels 5 via a power transmission system 4.

Furthermore, a sprocket 11 is fitted to the starting shaft 9 via a one-way clutch 8, and this sprocket 11 is connected to the crankshaft 1a of the engine 1 via a chain wheel (not shown).
is connected to.

Further, a recess 13a for accommodating the rear assembly lever 14 is formed in the vehicle body cover 13 on the lower left side of the tank 12.
A stay 16 is fixed to the vehicle body frame 15 on the inside of 3a, and this stay 16 has two engagement holes 16a.

16b is formed, and the cylindrical portion 16 is formed on the stay 16.
C is provided integrally.

Furthermore, the pulley 17 has binding portions 17a and 17 that connect one ends of inner cables 26b and 27b of cables 26 and 27, which will be described later.
b, and the pulley 17 has an engagement hole 16a of the stay 16.

A through hole 17c is formed corresponding to the through hole 16b, and a recess 17e is formed at the end of the sleeve 17 (j) which is integral with the through hole 17c.

Furthermore, a base 18b is integrally fixed to the boss 18 in which a convex portion 18a that can engage with the concave portion 17e of the sleeve 17d is provided, and an undulating pivot portion 18c is provided on the base 18b.

The retraction lever 14 is made up of a lever main body 14a made of steel and a lever cover 14b made of plastic, and a base 14c of the lever main body 14a is provided with an undulation shaft hole 14d that matches the undulation pivot portion 18c of the base 18b. At the same time, a bottle pivot shaft 14e is integrally provided on the left side of the base 14c.

These retraction levers 14. Stay 16. Pulley 17. The retraction operation mechanism 19 can be assembled using the boss 18 in the following manner.

The sleeve 17 of the pulley 17 is attached to the cylindrical portion 16c of the stay 16.
d, fit the set screw 20 into the boss 18, and screw and tighten the tip of the set screw 20 into the cylindrical part 16c to connect the undulating shaft hole 14d of the base 14c and the undulating pivot part 18c of the base 18b. The coil spring 22 is wound around the pivot shaft 21, and the nut 23 is screwed onto the threaded end of the pivot shaft 21.
The top of the bottle 24 that engages with either of the pins 6a and 16b may be screwed onto the bottle pivot @14e.

Note that the stay 16 is provided with a cable holder 16d, which holds the outer 26a of the cable 26.27.

The end portion of 27c can be gripped and held.

The other ends of the inner cables 26b and 27b of the cables 26 and 27 are tied to binding portions 28a and 28b of a pulley 28, and a locking protrusion 28c is provided on the side surface of the pulley 28.

Roughly speaking, the swing arm 29 is provided with a groove 29a into which the locking projection 28c can be fitted, and a locking projection 29b is protruded from the outside of the groove 29a, and a gear 30 is attached integrally with the swing arm 29. ．． A coil spring 33 is fitted onto a bolt 31 that passes through the gear 30 via a collar 32, the tip of the pole 1-31 passes through the pulley 28 and is screwed onto the crankcase 1b, and both ends of the coil spring 33 are locked. The protrusion 28C1 holds the locking protrusion 29b,
The elastic deformation of the coil spring 33 allows the pulley 28 and the swing arm 29 to rotate relative to each other, and the spring force allows the swing arm 29 to perform a lost motion that follows the rotation of the pulley 28.

The crankcase 1b is further meshed with the gear 30.
A reverse arm 35 is attached integrally with the gear 34 which is pivotally connected to the gear 34, and an engagement pin 35a at the tip of the reverse arm 35 is engaged with an engagement groove 10d of the switching gear shaft 10.

Moreover, the cell starter motor 6 is more important than the reverse arm 35.
A reverse switch 49 is arranged near the pulley 1.
A protrusion 17f is protruding from the reverse lever switch 48, which is turned off by being pushed by the protrusion 17f at the lower limit position of the reverse lever 14, and whose contact 48b is turned on when the switching lever 14 is pulled upward. There is.

Further, a starter switch 47, which will be described later, is arranged inside the right handle grip 36, as shown in FIG.

Therefore, the electric control device 40 has a first starter motor magnetic relay 41 which is a first switch that controls the operation of the cell starter motor 6, a second forward starter magnetic relay 42 which is a second switch, and a reverse state. a power transistor unit 43 serving as a retraction control circuit that controls the current supplied to the cell starter motor 6 in the reverse state; and a resistor 4 that suppresses the current supplied to the cell starter motor 6 in the retracted state.
5.46, the starter switch 47 which is switched at the time of starting operation, the reverse lever switch 48 which is switched when the if23Q lever 14 is operated to the reverse position, and the multi-gear transmission 3 are operated to neutral. and a reverse switch 49 which is turned off when the reverse lever 14 is operated to the reverse position and turned on in that case, and a first starter magnetic relay 4.
1, a starter magnetic controller 51 that supplies a current necessary for self-holding to the coil 41b of the first starter magnetic relay 41 after the first starter magnetic relay 41 is turned on; A speed limiter relay 52 that connects the two electrodes of the cell starter motor 6 to a normal path when the cell starter motor 6 exceeds a predetermined rotation speed in the backward state, and a clutch switch 53 that turns on when the clutch 2 is in the disconnected state. A neutral switch 54 that is turned on when the multi-gear transmission 3 is operated in neutral, a side stand switch 55 that is turned on when the side stand (not shown) is raised, and an oil that is turned off when the engine 1 is in a rotating state. It includes a pressure switch 56 and an electronic control unit 57 that controls these.

Further, the a contact 41a of the first starter magnetic relay 41, the a contact 42a of the cell starter motor 6, and the second starter magnetic relay 42 are connected in series to the engine starting wiring 60 that connects the battery + terminal 58 and the battery ground terminal 59. is interposed in.

Furthermore, a resistor 45 of a power supply current suppression circuit 44 and a power transistor unit 43 are interposed in series with a vi exit wire 61 connected in parallel to the a contact 42a of the second starter magnetic relay 42. A resistor 46 is interposed in the leak wiring 62 connected in parallel to the power transistor unit 43, and a speed limiter relay 52 is connected to the brake wiring 63 connecting the + side terminal 6a of the cell starter motor 6 and the battery ground terminal 59. A contact 52a and a fuse 64 are interposed in series.

Furthermore, a reverse relay 5 is connected to the line connecting the B contact 47b of the starter switch 47 and the battery ground terminal 59.
The coil 41 of the first starter magnetic relay 41 is connected to the wire connecting the b contact 47b of the starter switch 47 and the battery ground terminal 59.
b, the a contact 50a of the reverse relay 50, and the clutch switch 53 are interposed in series.

Furthermore, a diode 46 and a coil 42b of the second starter magnetic relay 42 are connected in series to the line connecting the positive side terminal 6a of the cell starter motor 6 and the reverse switch 49.

Also, the reverse lever switch 4 is turned on by the battery + terminal 58 when the reverse lever 14 is operated to the non-reverse position.
A neutral indicator lamp 67 and a neutral switch 54 are connected in series to the contact 48a of the 8 and the battery ground terminal 59, and the reverse lever switch 48 is turned on by the battery + terminal 58 when the reverse lever 14 is operated to the reverse position. Contact 48b is connected to terminal 57-1 of electronic control unit 57.

Furthermore, the terminal 57-2 of the electronic control unit 57 is connected to the battery ground terminal 59 via the side stand switch 55, and the terminal 57-3 of the electronic control unit 57 is connected to the battery + terminal 58 via the oil pressure indicator lamp 68. and is connected to a battery ground terminal 59 via an oil pressure switch 56.

Furthermore, the terminal 57-4゜57 of the electronic control unit 57
-5 is connected to the positive side terminal 6a and one side terminal 6b of the cell starter motor 6, so that the voltage applied to the cell starter motor 6 is detected.

Further, the terminal 57-6 of the electronic control unit 1-57 is a terminal for detecting the applied voltage of the power transistor units 1-43, and the terminal 57-7 of the electronic control unit 57 is a terminal for detecting the switching operation of the starter switch 47. It is.

Furthermore, the terminal 57-8 of the electronic control unit 57 is connected to the coil 70b of the high beam relay 70 or the low beam relay 71 via the dimmer switch 69 even in the backward operation.
This is an output terminal for supplying current to the coil 71b of the high beam relay 70 or the coil 71b of the low beam relay 71, and when the coil 70b of the high beam relay 70 or the coil 71b of the low beam relay 71 is energized, the
1's A contact 71a is turned on, and the high beam lights 1-7
2 or the low beam light 73 is turned on.

Furthermore, the terminal 57-9 of the electronic control unit 57 is an output terminal for controlling the output of the power transistor unit 43, and the terminal 57-10 of the electronic small control unit 57 is an output terminal for controlling the speed limiter relay 52 on and off. It is connected to the coil 52b of the speed limiter relay 52, and when the coil 52b is energized, the a contact 52a of the speed limiter relay 52 is turned on.

Moreover, the terminal 57-11 of the electronic control unit 57 turns on the reverse relay 50 even when the reverse switch 49 is off, and connects the first starter magnetic relay 4.
The terminal 57-12 of the electronic control unit 1 is used to operate the starter magnetic controller 51 after a predetermined time has elapsed since the first starter magnetic relay 41 is turned on. This is an output terminal for supplying current to the coil 41b of the first starter magnetic relay 41 to the extent that it can self-hold the starter magnetic relay 41, and the terminal 57-13 of the electronic control unit 57 is in the retracted state. This is an output terminal for lighting the reverse display lamp 54 and displaying it.

Next, the electronic control unit 57 will be explained.

The electronic control unit 57 includes a constant voltage power supply circuit 75 that is connected to the terminal 57-1 of the electronic control unit 57 and supplies constant voltage power of 5V to the CPU 79, and a terminal 57-2.57 of the electronic control unit 57. -3 connected to CPU
A digital input circuit 76 that applies digital input to the input port 79, and a terminal 57- of the electronic control unit 57.
4゜57-5.57-6, CP connected to 57-7
An analog input circuit 77 that applies an analog input to the input port of U 79 and a terminal 57-8 of the electronic control unit 57.
．． 57-9゜57-10, 57-11, 57-12
, 57-13;
ROM 80 containing the sequence program necessary to execute the flowchart shown in FIG.
, a RAM 81 that can read the input data of the digital input circuit 76, the analog input circuit 77, data obtained by the operation of the CPU 79, and other data, and a ROM 80 according to the input signals of the digital input circuit 7G and the analog input circuit 77. It consists of a CPU 79 that executes stored sequence programs and instructions and outputs control signals to each part of the electrical control device 40 via an output circuit 78.

The operation of the control system of this embodiment will be explained below based on the flowcharts shown in FIGS. 11 and 12.

This control routine has an interrupt routine shown in FIG. 12 in addition to the main routine shown in FIG.
The same interrupt routine is executed for each eC.

First, to explain the interrupt routine, this interrupt routine is mainly a timekeeping routine for operating functions that require vehicle time, and in step A carry occurs every second, and in the next step [phase] it is determined whether there is a carry or not.
If the carry is not standing, jump to the step [stock],
If Carrie is standing, proceed to step ■.

Therefore, steps ① to [phase] are executed every p milliseconds.

Then, when the process proceeds to step ■ every p milliseconds, it is determined whether or not the start flag is set, and the starter switch 47 is set.
When turned on, the starter flag is set, so check the status of the next q milliseconds elapsed flag (step ■)
.

This q millisecond elapsed flag is timed for q milliseconds (p<1) from turning on the starter switch 47 in the next step [phase], and is let when q milliseconds have elapsed.

Therefore, at first, the flag is in a reset state and q milliseconds are counted in step (2), and the process proceeds to the next step (2).

In step [phase], the state of the 0N-Lock flag is determined.

The 0N-Lock flag is activated when an overload is applied to the cell starter motor, for example when the movement of the vehicle body is obstructed by an obstacle at the rear.
The condition □ is that the voltage across the cell starter motor remains below 3V for 3 to 5 seconds, and 0N-L
The ock flag is set to below the JXZ pressure, and in the next step (2), the 0)t-Lock time mentioned above is measured.

In the next step (■), it is determined whether or not the power transistor shoot flags (P, Tr, 5hort flags) are set, and if the power transistor unit 43 fails and the conduction state continues for r milliseconds (q<r) or more, It detects when P, Tr,
The 5hort flag is set, and in the next step 0, the P, Tr, and 5hort times are measured.

The above steps ① to [phase] are executed every p milliseconds to measure various times.

Then, in step [phase], each voltage is digitally converted to calculate the average terminal voltage of the cell starter motor 6, which will be described later. At the end of the conversion, an average flag (Ave,
flag) is set.

Next, on/off control of the power transistor unit 43 is performed in step [share], the interrupt is canceled (step [phase]), and the process returns to the main routine.

In the main routine, initial settings for various flags, conditions, etc. are first made (step ■), and then Ave is set in step ■.
, it is determined whether or not the flag is set, and if the digital conversion of each voltage of the starter motor terminal voltage is not completed, the Ave flag is in the reset state, so the process jumps to step ①, and if it has been completed, step Proceed to ■,
The average value of the terminal voltage of the cell starter motor 6 is calculated.

This voltage average value yn is obtained by adding the voltage xn detected this time and digitally converted to the previous average voltage value y n-1 based on a constant proportional distribution as shown in the following equation.

yn = a -yn-1+ (1-α) -xn, that is, yn is α and (1-α) for V n-1 and xn, respectively.
is multiplied by and added to average out the variation in the detected voltage.

Based on the motor terminal voltage Vm obtained in this way,
In the next step (2), vehicle speed is determined.

In this step (2), three flags to be determined later are set and reset based on the voltage Vm.

That is, as shown in FIG. 13, the power transistor off flag (P, Tr, OFF flag) is VTr
When L is less than bv, it is reset, and when it is more than bv, it is set, and the starter magnet switch off flag (S, M,
The OFF flag) is set when Vm exceeds CV in the reset state, and is reset when it falls below bV in the set state, and the limiter flag is reset when Vm is less than dV and set when it is more than dV. .

Since the motor terminal voltage Vm corresponds approximately to the vehicle speed, three flags are set depending on the vehicle speed state.

Once the vehicle speed has been determined in this way, the flag is reset (step ■), and it is first determined whether the limiter flag is set (step ■).

As mentioned above, when <V77L≧dV, the limiter flag is set, and at this time, it is assumed that the vehicle is moving backwards at a predetermined speed or higher on a slope, and in this case, the process jumps to step [phase].

In step [phase], current is passed from the brake relay output terminal 57-10 of the electronic control unit 57 to the speed limiter relay 52, turning on the same relay 52.

Therefore, the cell starter motor 6, the resistor 46. Hughes 64. A closed loop circuit of the speed limiter relay 52 is formed and the cell starter motor 6 is braked.

Then, proceeding to step [phase], the reverse display lamp 74 is turned off, and the reverse control is stopped (step [phase]).
Control by this routine ends.

In addition, in step ■, the vehicle speed is less than the predetermined limit speed (Vm
When <dV>, in the next step ■, S, H, O
The state of the FF flag is determined.

The backward vehicle speed is controlled by changing the ON/OFF duty ratio of the power transistor unit 43, and the motor terminal voltage vTrL due to this duty ratio
The control relationship is shown in FIG.

Duty control is performed in the range of Vm<bV, and the duty at that time (STD■) is determined by vTrLSav.
The control is stopped at VTrL=bV, and the duty (EDDT) at that time is the minimum (B
point).

Therefore, when the S, H, and OFF flags are set in step ■, it means that the motor terminal voltage Vm exceeds cV. Unlike the backward control when braking at step (2), the process returns to step (2) again and backward control is still possible.

Once the S, H, and OFF flags are set as described above, they are not reset unless the motor terminal voltage vm becomes less than bv, so that stability control is performed.

In other words, when the S, H, and OFF flags are in the reset state, the first
The vehicle speed is controlled between AB as shown in FIG.

Therefore, if the S, H, and OFF flags are in the reset state at step (2), the process proceeds to step (2), and the P, Tr.

It is determined whether the OFF flag is set.

If the motor terminal voltage vm is greater than or equal to bv, P, Tr.

With the OFF flag set, duty control is not performed and the process jumps to step [stock]. However, if VTrL≦bv, the process proceeds to step ■, where the vehicle speed and duty table are searched, and the power transistor unit 43 is energized. Determine the time or duty.

In the next step [phase], the state of the q millisecond elapsed flag is determined.

As will be described later in the startup control section, the vehicle speed is not controlled for 049 seconds after the starter switch 47 is turned on.
Since 0N-Lock detection in the next step ■ is not performed,
The q millisecond elapsed surface is a step @ with the flag set.
fly to

When q milliseconds have passed, proceed to step ■0N-Lo
ck detection is performed.

That is, in step (2), as described above, it is detected whether the starter motor is overloaded and the motor terminal voltage VTrL remains below 3V for 3 to 5 seconds (the time measurement is performed in step [phase] of the interrupt routine). ), when the condition is satisfied and it is determined to be 0N-Lock, jump to step @), step [phase], turn off the reverse display lamp 74, and stop reverse control (step [phase])
.

If it is determined in step @ that it is not 0N-Lock, the process proceeds to step @ and detects P, Tr, and 5hort.

When the motor terminal voltage remains at 1.5 mm or more for more than r milliseconds (time measurement is performed at step [share] of the interrupt routine
), it is determined that the power transistor 43 is short-circuited (step ■), the program jumps to step [phase], turns off the reverse display lamp 74, and stops the reverse control (step @).

When the power transistor 43 is not short-circuited,
Proceed to the next step ■.

In the same step ■, the status of the side stand switch 55° and oil pressure switch 56 is checked by the CPU.
79, and as determined in the next step [phase], if the side stand switch 55 is off or the oil pressure switch 56 is on, proceed to step O, turn off the reverse display lamp 74, Stop the backward control (step [phase]) and return to step ■.

In other words, reversing is prohibited when the side stand is out or when the engine 1 is rotating.

When the side stand switch 55 is on and the oil pressure switch 56 is off, the process moves from step ■ to step ■, and since it is possible to reverse, the reverse display lamp 74 is turned on, and then the state of the starter switch 47 is changed to CP. Enter U 79 (Step @), judge the state (Step ■), and turn off the starter switch 47.
If the condition is right, jump to step ■ and v! If the evacuation control is stopped and the starter switch 47 is in the ON state, it is determined whether the next q millisecond elapsed flag is set (step @).

If q milliseconds have not elapsed since the starter switch 47 was turned on, the process advances to step [phase] and has q milliseconds elapsed, and when q milliseconds have elapsed, the step [phase] starts at step [phase].
Controls to set the millisecond elapsed flag.

When it is determined that q milliseconds have elapsed in step @, the process moves to step (2) and the reverse relay 50 is turned off.

This means that when operating the first starter magnetic relay 41, it is operated via the reverse relay 50 for only q milliseconds, and then the starter magnetic controller 51 operates the first starter magnetic relay 41.
This is to maintain the ON state of the first starter magnetic relay 41 by controlling the supply of current necessary for self-holding to this coil 41b, thereby suppressing power consumption.

Then, in the next step ■, it is determined whether the startup control flag is set, but this startup control flag is set in the next step [
This is set when the vehicle speed control only at startup, which is executed at step [phase] and 0, is completed; in this case, step [phase]
fly to

Therefore, at startup, the flag goes to step [phase] with the flag in a reset state, and startup control is performed.

When starting in reverse, control as shown in FIG. 15 is performed to reduce the starting shock.

That is, for q milliseconds after the starter switch 47 is turned on, the power transistor unit 43 is in a non-conducting state and the voltage applied to the cell starter motor 6 is reduced to start at low rotation speed, and after q milliseconds have elapsed, the power transistor unit 43 is turned off. Startup control is performed by adjusting the time and duty ratio of the power transistor unit 43.

Here, the solid line B indicates the maximum value of the duty ratio that is allowed as time passes during startup, and initially the duty ratio is determined over time based on the solid line B.

Therefore, in step [phase], the duty ratio with respect to the elapsed time of the actual PilB is searched, and the start-up control time Td is monitored, and when the same time has elapsed, the start-up control flag is set.

Then, in the next step 0, the duty ratio of the dashed line C with respect to the vehicle speed is searched, compared with the solid line B, and the one with the smaller duty ratio is selected.

Then, proceed to the next step [phase], set the power transistor output flags (P, Tr, OUT flags), and return to step (2) again.

The contents of the flowcharts shown in FIGS. 11 and 12 have been explained above, but if we look at the operating state over time from the time when the starter switch 47 is turned on, the control of the electronic control unit 51 is started when the starter switch 47 is turned on. First, initial settings are made (step ■), and then the process jumps to step ■ until the motor terminal voltage is digitally converted (step ■). The switch state of the oil pressure switch 56 is judged (step ■), and if it is possible to move backwards, the backwards display lamp 74
(Step ■), and turn on the starter switch 47.
It is necessary to judge whether the is on or not (step ■), and if it is on, the same q milliseconds have elapsed before q milliseconds have elapsed (step [phase]).

While repeating the above steps, when the starter motor terminal voltage is digitally converted, the Ave flag is set (step ■), the average value of the voltage is determined (step ■), and the vehicle speed is determined. is determined (step ■), various flags are set and reset, and Ave
The flag is reset again (step ■).

Then, the vehicle speed does not exceed the predetermined limit speed (Vm=dV) (step ■), and the vehicle speed control upper limit speed (V, m=c
V) Lower sharpening (step ■), P, Tr, O
The state of the FF flag is judged, but (at the beginning until the start-up control is completed), the vehicle speed is low and it jumps over the step ■.
The state of the next q milliseconds elapsed flag is determined, and if q milliseconds have not elapsed, no detection is performed on 0N-LOC, and P,
Tr, 5hort is detected (step 0)
.

If the power transistor unit 43 is normal and not shorted (step ■), turn the side stand switch 55 again. Check the state of the oil pressure switch 56 (step ■, [phase]), and if it is possible to reverse, check the on state of the starter switch 47 (step [phase], ■), and then check the state of the q millisecond elapsed flag ( Step @).

If q milliseconds have elapsed, the reverse relay 50 is turned off (step ■), and starting control is performed in steps [phase] and ■.

This starting control is executed for about Td seconds after q milliseconds have elapsed since the starter switch 47 is turned on, and thereafter the process jumps from step 2 to step O, and the starting control is not performed.

At the end of the start control, the duty ratio has been determined based on the duty ratio for the normal vehicle speed (see Figure 15), so step (2) will be executed from then on, and the vehicle speed will be controlled by searching the duty ratio for the vehicle speed. Ru.

When reversing while controlling the vehicle speed in this way,
When the vehicle speed control upper limit speed (Vm=cV) is exceeded, the step is to stop (step ■), and when the vehicle speed exceeds the predetermined limit speed (Vm=dV), the speed limiter relay is activated. Turn on 52 (step [phase]
), after adding power generation control and stopping the reverse control (step [phase]), the control by the electronic control unit 57 is ended.

As described above, in the present invention, if the first switch is turned on without operating to the reverse side or switching to the reverse side, it is possible to reverse the vehicle or start the engine. Therefore, in the vicinity of the handle grip, it is sufficient to dispose only the first switch or a starter switch for turning on the first switch, and the rear door in the vicinity of the handle grip can be simplified and made compact.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram illustrating an embodiment of the reverse control bag 6 for a saddle-ride type vehicle according to the present invention, FIG. 2 is a side view of a motorcycle equipped with the reverse control device, and FIG. 3 is a switching A vertical sectional side view of the main parts of the clutch, Figure 4 is a cutaway side view of the main parts of Figure 2,
Fig. 5 is an exploded perspective view of the main part, and Fig. 6 is the IV of Fig. 4.
Fig. 7 is an exploded perspective view of the main part of Fig. 3, Fig. 8 is a front view of the starter switch, and Fig. 9 is a longitudinal sectional view cut along the line - ■. 10 is a circuit diagram illustrating details of the electronic control unit in FIG. 9, FIG. 11 is a flowchart illustrating the main routine of this embodiment, and FIG. 12 is a circuit diagram illustrating the interrupt routine of this embodiment. FIG. 13 is an explanatory diagram showing a flag setting method in vehicle speed determination. FIG. 14 is a diagram showing the relationship between motor terminal voltage and duty to explain the vehicle speed control method. FIG. 15 is a diagram showing the relationship between duty ratio and time for explaining control at startup. DESCRIPTION OF SYMBOLS 1... Engine, 2... Clutch, 3... Multi-stage gear transmission, 4... Power transmission system, 5... Rear wheel, 6
...Cell starter motor, 7...Switching clutch,
8... One-way clutch, 9... Starting shaft, 10...
...Switching shaft, 11...Sprocket, 12...Tank, 13...Vehicle cover, 14...Reverse lever, 1
5... Vehicle body frame, 15... Stay, 17...
Pulley, 18... Boss, 19... Reverse operation groove, 2
0...Set screw, 21...Pivot, 22...Coil spring, 23...Nut, 24...Pin, 25...
...Nut, 26...Cable, 27...Cable, 28...Pulley, 29...Swivel arm, 30...
・Gear, 31... Bolt, 32... Collar, 33.
... Coil spring, 34 ... Gear, 35 ... Reverse arm, 36 ... Handle clip, 40 ... Electric control device, 41 ... First starter magnetic relay, 42 ... No. 2 starter magnetic relay, 43... power transistor unit,
44... Power supply current suppression circuit, 45', 46... Resistor, 47... Starter switch, 48... Reverse lever switch, 49... Reverse switch, 50...
... Reverse relay, 51 ... Stark magnetic controller, 52 ... Speed limiter relay, 53 ... Clutch switch, 54 ... Neutral switch, 55 ... Side stand switch, 56
...Oil pressure switch, 51...Electronic control unit, 58...Battery + terminal, 59...Battery ground terminal, 60...Engine starting wiring, 61...
... Backward wiring, 62... Leak wiring, 63... Control wiring, 64... Fuse, 65.66... Diode, 67... Neutral indicator lamp, 68... Oil pressure indicator lamp, 69... Dimmer switch, 70... High beam relay, 71... Low beam relay, 72... High beam light, 73... Low beam light, 74... Reverse indicator lamp, 75...
・Constant voltage power supply circuit, 76...Digital input circuit, 7
7... Analog input circuit, 18... Output circuit, 79
...CPU, 80...ROM, 81...RAM.

Claims (1)

[Claims] In a vehicle reversing device that causes a saddle-type vehicle equipped with an engine to move backward using the driving force of a starter motor, a power supply circuit for the starter motor includes a first switch that controls the operation of the starter motor, and a first switch that is turned on at the time of starting. and a second switch interposed in series, and a suppression circuit for suppressing and controlling current to the starter motor is connected in parallel to the second switch, and the first switch or the starter motor turns on the first switch. The switch is disposed near the handle grip, and includes a detection circuit that detects that the output of the starter motor is switched to transmit the output to the vehicle in the reverse direction, and the second switch is turned off in response to the output of the detection circuit. A reverse control device for a saddle type vehicle, characterized by: