KR100436683B1 - Engine starting system for vehicle - Google Patents

Abstract

Provided is an engine starter with a low starting sound by preventing the catching at engine start.

A vehicle engine starter having a starter motor for cranking an engine in response to a predetermined start operation, and an ignition device for igniting the engine at a predetermined rotational angle in response to the start operation, wherein the ignition operation of the ignition device is performed by the engine. An ignition prohibiting means is provided to prohibit in the stop process (after time t0) from this driving state to the stop state, and the ignition prohibiting means is provided when the engine speed A is less than a predetermined speed 800 rpm in the stop process. The ignition operation of the ignition device is prohibited only a predetermined number of times (3 times: P2, P3, P4).

Description

Engine starting system for vehicle

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine starting device for starting an engine using a starter motor. In particular, the engine is automatically stopped in response to a predetermined stop condition while the vehicle is running, and restarted in response to a predetermined start operation after the engine is stopped. A vehicle engine starting device suitable for a vehicle employing an engine auto stop start system.

When the engine is started, the ignition device starts ignition at the same time as the start of the starter motor, so when the engine starts to rotate and the ignition is performed at a very low engine speed, the piston reaches its top dead center due to its explosive force. Pushed back before, the starter motor is loaded and at the same time noise is generated. This phenomenon is commonly called "quenching".

In order to reduce the ketching noise generated at the start of such an engine, for example, Japanese Laid-Open Patent Publication No. 60-187766 or Japanese Laid-Open Patent Publication No. 2-1473 discloses that the engine speed reaches a predetermined speed. Has proposed a technique for prohibiting the operation of an ignition device.

In the above-described prior art, the engine speed is measured only when the start operation is detected, and the operation of the ignition device is permitted when the engine speed is higher than or equal to a predetermined value. Here, in the prior art, it is assumed that the engine is always started in the stopped state, so the engine speed is cranked by the starter motor and gradually rises. Therefore, if the measured engine rotational speed is equal to or greater than the predetermined value, the engine rotational speed at the subsequent actual ignition timing always exceeds the predetermined value, so that the occurrence of the catching can be effectively prevented.

On the other hand, if the starting operation is performed in the stop process in which the engine in operation reaches a stopped state, the ignition operation was permitted because the engine speed was higher than the predetermined value at the measurement timing of the engine speed. In many cases, the number of revolutions is less than a predetermined value, and in this case, ketching may occur.

On the other hand, from the viewpoint of environmental problems and energy saving, an engine auto stop starter is mounted which stops the ignition operation of the engine ignition device in response to a predetermined stop condition while the vehicle is running, and resumes in response to a predetermined start operation after the suspension. A vehicle has been developed and is on the market. In a vehicle equipped with such an engine automatic stop start device, the above-mentioned catching may occur because the start operation may be performed in a stop process in which the engine in operation reaches a stopped state.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems of the prior art and to provide an engine starting apparatus in which the starting sound is suppressed to a low level by preventing the starting of the engine.

In order to achieve the above object, the present invention provides a vehicle engine start having a starter motor for cranking the engine in response to a predetermined start operation, and an ignition device for igniting the engine at a predetermined rotational angle in response to the start operation. The device is characterized by taking the following means.

(1) An ignition prohibiting means is provided which prohibits the ignition operation of the ignition device in the stopping process from the engine to the stop state.

(2) The ignition operation of the ignition device is prohibited at the first engine speed or less in the stop process in which the engine reaches the stop state and at the second engine speed or less in the start process in which the engine is started in the stopped state. An ignition prohibiting means is provided, and the first engine speed is set higher than the second engine speed.

According to the above feature (1), since the operation of the ignition device is prohibited in the stop process in which the engine reaches the stop state, the start operation is performed in the stop process, and the engine is ignited immediately before the top dead center at low speed. Since the engine does not ignite when the position is reached, no ketching occurs.

According to the above-mentioned feature (2), since the upper limit value of the engine speed which prohibits the ignition operation of the ignition device is set higher than the start process in the stop process, not only the start process but also the stop process can be suppressed while minimizing the prohibition number of the ignition operation. In the process it is possible to reliably prevent the catching.

1 is a sectional view of a first embodiment of a swing unit of a vehicle equipped with an engine auto stop start system;

2 is a sectional view in a plane perpendicular to the crankshaft of the swing unit of the first embodiment,

3 is a sectional view of a second embodiment of a swing unit with an engine auto stop start system;

4 is a sectional view of a third embodiment of a swing unit with an engine auto stop start system;

5 is a side view of a motorcycle equipped with an engine auto stop start system;

6 is a sectional view of a fourth embodiment of a swing unit with an engine auto stop start system;

7 is a sectional view in a plane perpendicular to the crankshaft of the swing unit of the fourth embodiment,

8 is a block diagram of an engine auto stop start system according to one embodiment of the present invention;

9 is a block diagram (1 thereof) showing the functions of the main controller;

10 is a block diagram (2 thereof) showing the functions of the main controller;

11 is a block diagram (3 thereof) showing the functions of the main controller;

12 is a block diagram (4 thereof) showing the functions of the main controller;

FIG. 13 is a table showing main operations of the main control device (1);

14 is a table showing main operations of the main control device (2) thereof;

15 is a view showing a switching condition of an operation mode;

FIG. 16 is a diagram showing the relationship between the engine speed Ne and the throttle opening degree θ and the standard ignition timing;

17 is a diagram showing a relationship between an engine speed and an ignition timing;

18 is a timing chart showing the operation of the start signal extension of FIG. 9;

FIG. 19 is a diagram illustrating a method of determining an extension time of a start time by the start signal extension of FIG. 9; FIG.

20 is a flowchart showing an operation of an ignition start control unit;

21 is a flowchart showing the operation of the ignition stop controller;

22 is a flowchart showing an operation of an ignition prohibition control unit;

23 is a view for explaining the control content of the ignition prohibition control;

24 is a flowchart showing the operation of another embodiment of the ignition inhibiting control section;

It is a figure for demonstrating the control content of the other embodiment of an ignition prohibition control part.

<Description of the symbols for the main parts of the drawings>

9: crankcase 12: crankshaft

17: swing unit 21: tire

31: swing unit case 32: cylinder head

40: chain 44: generator

49: starter motor 50: one-way clutch

58: sprocket for starter motor 70: air cleaner cover

71: air cleaner 83: pulley

Hereinafter, the present invention will be described in detail with reference to the drawings. 5 is an overall side view of a motorcycle equipped with an engine stop start control device according to the present invention. The whole body 2 and the body rear part 3 are connected via the low floor part 4, and the frame | skeleton of a vehicle body is comprised by the vehicle body frame containing the down tube 6 and the main pipe 7. The fuel tank and the storage box (both not shown) are supported by the main pipe 7, and the seat 8 is disposed above it. The seat 8 can also serve as a cover of a baggage box provided at the lower part thereof, and the baggage box is configured to be opened and closed freely by a hinge mechanism installed at all of the FRs.

In the whole vehicle body 2, the steering head 5 is provided in the down tube 6, and the front fork 12A is axially supported by this steering head 5. As shown in FIG. A handle 11A is mounted on the upper end of the front fork 12A extending upward, while a front wheel 13A is axially supported on the lower end. The upper portion of the handle 11A is covered with a handle cover 33 serving as an instrument panel.

A link member (hanger) 37 is pivotally supported freely in the middle of the main pipe 7, and the swing unit 17 is swingably supported to the main pipe 7 by the hanger 37. The swing unit 17 is equipped with a short-cycle 4-cycle engine 200 'in its entirety. The belt type continuously variable transmission 35 is comprised from the back of this engine 200 ', and the rear wheel 21 is axially supported by the deceleration mechanism 38 provided through the centrifugal clutch in the rear part. The rear cushion 22 is attached between the upper end of the deceleration mechanism 38 and the upper bent portion of the main pipe 7.

An intake cylinder 23 extending from the cylinder head 32 of the engine 200 'is connected to all of the swing units 17, and the intake cylinder 23 is provided with a vaporizer 24 and this vaporizer 24. The air cleaner 25 connected to this is arrange | positioned. The main stand 26 is conically joined to the pivot 18 provided in the lower part of the swing unit case 31, and this main stand 26 is erected at the time of parking (shown by the dotted line).

FIG. 1 is a cross-sectional view of the first embodiment of the swing unit 17, and shows a cross-sectional structure on the A-A plane of FIG. 2 is a cross-sectional view in a plane perpendicular to the crankshaft of the swing unit 17. The swing unit 17 is an engine 200 'positioned at the front of the vehicle, a generator unit G connected to one end of the crankshaft 12, and a drive unit AT1 of the automatic transmission connected to the other end of the crankshaft 12. And a follower AT2.

The crankshaft 12 which is rotatably supported by the main bearings 10 and 11 is installed in the swing unit case 31, and the connecting rod 14 is connected to this crankshaft 12 through the crank pin 13, have. A generator 44 is provided at one end of the crankshaft 12 extending from the crank chamber 8.

The sleeve 57a of one (crankshaft side) of the one-way (one-way) clutch 50 is fixed to the outer rotor 42 of the generator 44 by the screw 43, and the sleeve of the other (sprocket side) The 55a is rotatably supported by the crankshaft 12 between the sprocket 58 and the generator 44 and the main bearing 11. The sprocket 58 is hooked with a chain 40 for obtaining starting torque from the starter motor 49 shown in FIG.

The clutch portion 56a of the one-way clutch 50 prevents the outer rotor 42 of the generator 44, that is, the crankshaft 12 from revolving in the reverse direction relative to the sprocket 58, and the electrostatic Allows to rotate in the direction. Therefore, when the starter motor 49 is driven at engine start and the sprocket 58 is driven in the electrostatic direction of the crankshaft 12, the crankshaft 12 is also driven in the electrostatic direction following this.

On the other hand, since the crankshaft 12 revolves with respect to the sprocket 58 even after the starter motor 49 stops after the engine starts, the driving force of the crankshaft 12 is not transmitted to the starter motor 49. .

The sprocket 59 is fixed on the crankshaft 12 between the sprocket 58 and the main bearing 11. The sprocket 59 is hooked with a chain 60 for obtaining power to drive the cam shaft 69 from the crankshaft 12. The sprocket 59 is formed integrally with a gear 61 for transmitting power to a pump (not shown) for circulating lubricating oil.

The piston 63 disposed in the cylinder 62 is connected to the small end side of the connecting rod 14. The spark plug 65 is screwed on the cylinder head 32, and the electrode portion thereof faces the combustion chamber formed between the head of the piston 63 and the cylinder head 32. As shown in FIG. The periphery of the cylinder 62 is surrounded by a water jacket 66.

The cam shaft 69 is rotatably supported above the cylinder 62 in the cylinder head 32, and the cam sprocket 72 is fixed to the cam shaft 69. The chain 60 is caught by the cam sprocket 72. The rotation of the sprocket 59, ie the rotation of the crankshaft 12, is transmitted to the camshaft 69 by the chain 60.

A rocker arm 73 is provided above the cam shaft 69, and the rocker arm 73 swings along the cam shape of the cam shaft 69 in accordance with the rotation of the cam shaft 69. The cam shape of the camshaft 69 is determined so that the intake / exhaust valves 95 and 96 may be opened and closed according to the predetermined reciprocation distance of a four cycle engine.

A pulley 83 for winding the V-belt 82 is provided at the end of the crankshaft 12 opposite to the side on which the generator 44 is installed. The pulley 83 is composed of a fixed pulley piece 83a in which rotational and axial movements are fixed with respect to the crankshaft 12 and a movable pulley piece 83b which is slidable in the axial direction with respect to the crankshaft 12. . The holder plate 84 is attached to the back surface of the movable pulley piece 83b, that is, the surface which is not in contact with the V belt 82. The holder plate 84 is integrally rotated because its movement is restricted in both the rotational direction and the axial direction with respect to the crankshaft 12. The space surrounded by the holder plate 84 and the movable pulley piece 83b forms a pocket for accommodating the roller 85 as the governor weight.

A fan 83c is integrally formed on the rear surface of the fixed pulley piece 83a, that is, the surface that is not in contact with the V belt 82, and is formed in an opening facing the fan 83c of the swing unit case 31. An air cleaner cover 70 having an air cleaner 71 for introducing clean air into the automatic transmission chamber is mounted. The fan 83c is formed to suck outside air into the automatic transmission chamber through the air cleaner 71 when the crankshaft 12 is electrostatic.

In the driven part AT2 of the automatic transmission, the fixed pulley piece 132a of the pulley 132 is supported by the main shaft 125 of the clutch. The cup-shaped clutch plate 134 is fixed to the end of the main shaft 125 by the nut 133. The movable pulley piece 132b of the pulley 132 is provided on the sleeve 135 of the fixed pulley piece 132a to be slidably movable in the longitudinal direction of the main shaft 125. The movable pulley piece 132b is fitted to the disk 136 so that it can rotate integrally around the main shaft 125. A compression coil spring 137 is provided between the disk 136 and the movable pulley piece 132b in which a repulsive force acts in the direction of extending the distance between them. The main shaft 125, the idle shaft 142 and the output shaft 145 mesh with each other, and the rim 21a of the rear wheel 21 is fixed to the output shaft 145.

As described above, according to this embodiment, the starter motor 49 and the crankshaft 12 are connected by the chain 40 as an endless connection means, and the crankshaft 12 is chain driven at engine start-up. The start sound by the starter motor 49 can be suppressed lower than in the prior art.

In addition, when the generator 44 and the pulleys 83 of the automatic transmission are provided on both sides of the crankshaft 12 with the crank chamber 9 in the same manner as in the present embodiment, the axial direction on the crankshaft 12 Occupied area of the automatic transmission pulley 83 is larger than the generator 44. Therefore, the length of the crankshaft on both sides with the crank chamber 9 also tends to be longer on the pulley 83 side than on the generator 44 side. On the other hand, in this embodiment, since the sprocket 58 and the one-way clutch 50 were provided in the generator 44 side, the crankshaft length of both sides can be equalized across the crank chamber 9, The rotational balance can be stabilized.

Moreover, according to this embodiment, the chain 40 for connecting the crankshaft 12 and the starter motor 49, and the chain 60 for connecting the crankshaft 12 and the camshaft 69 are connected to the engine. Maintenance can be improved because it can be concentrated on one side.

Next, the engine automatic stop start system to which the present invention is applied will be described. This system has an operation mode that allows idling (hereinafter referred to as a "start & idle switch (SW) mode") and an operation mode that restricts (or prohibits) idling (hereinafter referred to as "stop oscillation mode"). Doing.

In the &quot; start & idle switch (SW) mode &quot; that permits idling, idling is temporarily permitted after the first engine startup after the main power is turned on, for example, for warm operation at engine startup. In addition, idling is permitted by the driver's intention ("child SW" on) after the initial start of the engine.

On the other hand, in the "stop oscillation mode" in which the idling is restricted, the engine is automatically stopped when the vehicle is stopped, and when the accelerator is operated in the stopped state, the engine is automatically restarted to enable the vehicle to start.

Fig. 8 is a block diagram showing the overall configuration of the engine automatic stop start system, and the same reference numerals indicate the same or equivalent parts.

The crankshaft 12 is provided with a generator (AC generator 172) coaxially with this, and the generated power by the generator 172 is a battery through a regulator / rectifier 167. 168 is charged. The regulator and rectifier 167 controls the output voltage of the generator 172 to 12V or 14.5V. The battery 168 supplies the drive current to the starter motor 49 when the starter relay 162 is turned on, and at the same time, through the main switch 173, various general electric appliances 174 and the main controller 160, and the like. Supply the load current.

The main controller 160 includes a pulser 153 for detecting the ignition timing and the engine speed Ne, an idle switch 253 for permitting or limiting the idling of the engine 200 to the driver's intention, and the driver. Is seated on the seat, the seating switch 254 closes the contact point and outputs an "H" level, the vehicle speed sensor 255 detecting the vehicle speed, the standby indicator 256 flashing in the "stop oscillation mode", and the throttle The throttle sensor 257 (including the throttle switch 257a) for detecting the opening degree θ, the starter switch 258 for driving the starter motor 49 to crank the engine 200, and the brake operation. A stop switch 259 that outputs an “H” level in response, a battery indicator 276 that lights when the voltage of the battery 168 becomes lower than a predetermined value (for example, 10 V) and warns the driver of a lack of charge; The water temperature sensor 155 for detecting the coolant temperature of the engine There are in.

The main controller 160 also supplies power to the ignition device (including the ignition coil) 161 which ignites the spark plug 65 in synchronization with the rotation of the crankshaft 12, and the starter motor 49. By-starter relay for supplying power to the control terminal of the starter relay 163, the control terminal of the headlight driver 163 for supplying power to the headlight 169 and the by-starter 165 mounted to the carburetor 166 ( The control terminal of 164 is connected. The headlamp driver 163 is constituted by a switching element such as an FET. The headlamp driver 163 employs a chopping control in order to substantially control the voltage applied to the headlamp 169 by interrupting the switching element at a predetermined synchronization and duty ratio.

9 to 12 are block diagrams (1, 2, 3, 4 of them) functionally showing the configuration of the main controller 160, and the same reference numerals as in FIG. 8 denote the same or equivalent parts.

13 and 14, the starter relay control unit 400, the starter control unit 900, the standby indicator control unit 600, the headlight control unit 800, and the non-sitting control unit 100 that constitute the main control unit 160 are shown. Each control content of the ignition control unit 700, the ignition knock control unit 200, and the charging control unit 500 is displayed in a list.

In FIG. 9, when the state of the idle switch 253 and the state of the vehicle are predetermined conditions, the operation switching unit 300 sets the operation mode of the main controller 160 to &quot; start & idle SW mode &quot; Mode ”.

The state signal of the idle switch 253 is input to the operation mode signal output unit 301 of the operation switching unit 300. The state signal of the idle switch 253 represents the "L" level in the off state (idling limit) and the "H" level in the on state (idling permit). The operation mode signal output unit 301 sets the operation mode of the main controller 160 in response to the output signals of the idle switch 253, the vehicle speed sensor 255, and the water temperature sensor 155. And a mode signal S301 which is designated as one of &quot; stop oscillation mode &quot;.

FIG. 15 is a diagram schematically showing the switching mode of the operation mode by the operation mode signal output unit 301. When the main switch 173 is turned on and the main control device 160 is reset (condition 1 is established), FIG. The "start & idle SW mode" is started with the operation mode signal S301 set to the "L" level.

In this &quot; start & idle SW mode ", a vehicle speed of a predetermined speed (e.g., 10 kilograms per hour) or more is detected, and the water temperature is higher than or equal to a predetermined temperature (e.g., a temperature at which warming up is expected to be completed) If the idle switch 253 is off (condition 2 holds), the operation mode signal S301 is shifted from the "L" level to the "H" level to start the "stop oscillation mode".

When the idle SW goes from "on" to "off" (condition 3 holds) in the "stop oscillation mode", the operation mode signal S301 is transferred from the "H" level to the "L" level, and the operation mode is changed. Return from the "start oscillation mode" to the "start & idle SW mode". In addition, in any of the "stop oscillation mode" or the "starting & idle SW mode", when the main SW173 is interrupted (condition 4 is established), the state is turned off.

9, the starter relay control unit 400 activates the starter relay 162 under predetermined conditions according to the respective operation modes. The detection signal of the pulser 153 is input to the cranking speed or less determination unit 401 and the idling rotation speed or less determination unit 407 '. The cranking speed or less determination unit 401 outputs a signal of "H" level when the engine speed is less than or equal to a predetermined cranking speed (for example, 600 rpm). The idling lower determination unit 407 'outputs a signal of " H " level if the engine speed is lower than or equal to a predetermined idling speed (for example, 1200 rpm).

The AND circuit 402 outputs the logical product of the output signal of the cranking speed or less determination unit 401, the state signal of the stop switch 259, and the state signal of the starter switch 258. The AND circuit 404 outputs the logical product of the output signal of the idling determination unit 407 ', the detection signal of the throttle switch 257a, and the status signal of the sitting switch 254.

The AND circuit 403 outputs the logical product of the output signal of the AND circuit 402 and the inverted signal of the operation mode signal S301. The AND circuit 405 outputs the logical product of the output signal of the AND circuit 404 and the operation mode signal S301. The OR circuit 406 outputs the logical sum of each of the AND circuits 403 and 405 as a start signal Sin. If the pulse width of the start signal Sin is shorter than the predetermined reference time, the start signal extension unit 407 extends it over the reference time and outputs it to the starter relay 162.

The start signal extension unit 407 detects the start signal Sin to output a one-shot pulse signal, and extends the logical sum of the start signal Sin and the output signal of the multi vibrator 407a. An OR circuit 407b output as the start signal Sout is included. The multivibrator 407a can arbitrarily extend the pulse width of the output pulse in accordance with the resistance value of the variable resistor.

18 is a timing chart showing the operation of the start signal extension unit 407, and the variable resistance value of the multivibrator 407a is set such that the pulse width of the output pulse is 0.6 seconds regardless of the pulse width ton of the start signal Sin. have. Therefore, even when the starter switch 258 is turned on only for a period shorter than 0.6 seconds, the output pulse width of the multivibrator 407a is 0.6 seconds.

In addition, since the OR circuit 407b outputs the logical sum of the output pulse of the multivibrator 407a and the start signal Sin, the output signal Sout of the start signal extension 407 has a pulse width ton of the start signal Sout of less than 0.6 seconds. If the pulse width ton of the start signal Sin is 0.6 seconds, the signal of the pulse width is longer.

In addition, in the above embodiment, the start signal has been described as extending to 0.6 seconds. However, the present invention is not limited to this, and it is necessary to set it optimally according to the rotational speed and the reduction ratio of the starter motor 49.

That is, as shown in FIG. 19, when the engine is stopped, the piston has a high probability of stopping in the compression step just before reaching the compression top dead center (TDC). When the starter motor 49 is driven in this state at the time of the next engine start, it does not ignite the engine immediately before the compression TDC immediately after it, but explodes for the first time immediately before the next compression TDC immediately after. Therefore, the starter motor 49 must rotate the engine so that at least the piston reaches the next compression TDC immediately after.

However, if the starter motor 49 stops when the piston reaches the vicinity of the next compression TDC immediately after the above, the explosion weight acts in the reverse direction, so that the crankshaft 12 reverses, that is, the keching occurs. . Therefore, the extension time by the start signal extension 407 is set to the time required for the piston stopped just before the compression TDC to be driven to a position exceeding the compression TDC immediately after and the next compression TDC. desirable.

As described above, in the present embodiment, the starter motor 49 is driven for at least 0.6 seconds even when the start signal extension portion 407 is provided and the starter switch 258 is input only for a period shorter than 0.6 seconds. Therefore, the keching at the engine start is prevented and the engine start sound can be reduced.

In addition, according to the present embodiment, since the accelerator grip is kept open for a short time, the starter motor can be driven for the minimum necessary time for starting the engine. There is no worry about a raise, and an engine can be started by easy throttle operation.

In addition, according to the starter relay control described above, the AND circuit 403 is enabled in the "starting & idle switch mode". Therefore, if the engine speed is equal to or less than the cranking speed and the start switch 258 is turned on by the driver when the stop switch 259 is on (during brake operation) (the output of the AND circuit 402 is "H"). The starter relay 162 is turned on, and the starter motor 49 is started.

In the "stop oscillation mode", the AND circuit 405 is enabled. Therefore, if the engine speed is equal to or less than idling and the throttle is opened when the seating switch 254 is on (the driver is seated on the seat) (the output of the AND circuit 404 becomes the "H" level), the starter relay 162 is turned on to start the starter motor 49.

In the standby indicator control unit 600 in FIG. 10, the detection signal of the vehicle speed sensor 255 is input to the vehicle speed zero determination unit 601, and when the vehicle speed is substantially zero, a signal having an "H" level is output. The Ne determination unit 602 obtains the engine speed based on the detection signal of the pulser 153, and outputs a signal of " H " level if it is equal to or less than a predetermined value. The AND circuit 603 outputs the logical product of the output signals of the determination units 601 and 602.

The AND circuit 604 outputs the logical product of the output signal of the AND circuit 603 and the inverted signal of the sitting switch 254. The AND circuit 605 outputs the logical product of the output signal of the AND circuit 603 and the output of the seating switch 254. The lighting / flashing control unit 606 generates a lighting signal if the output signal of the AND circuit 604 is at the "H" level, and generates a flashing signal if it is at the "L" level. The AND circuit 607 outputs the logical product of the output signal of the lighting / flash control unit 606 and the operation mode signal S301. The standby indicator 256 lights up in response to the lighting signal and blinks in response to the flashing signal.

According to such a standby indicator control, as shown in FIG. 13, the standby indicator 256 lights up when a driver is not seated at the time of a stop during "stop oscillation mode", and blinks when seated. Therefore, when the standby indicator 256 is blinking, the driver can recognize that even if the engine is stopped, the vehicle can start immediately by opening the accelerator grip.

The ignition control unit 700 of FIG. 10 starts, stops or suspends (prohibits) the ignition operation by the ignition device 161 under the predetermined conditions for each of the above operation modes.

The ignition start control unit 701 turns the ignition start signal S701 on (“H” level) in response to the predetermined vehicle start operation, and permits the ignition operation by the ignition device 161. The ignition stop control unit 702 turns on the ignition stop signal S702 in response to a predetermined vehicle stop condition, and stops the ignition operation by the ignition device 161. The ignition prohibition control unit 703 turns on the ignition prohibition signal S703 only for a predetermined period including the ignition timing in which the occurrence of the ketting is predicted, and supplies the ignition device 161 regardless of the state of the ignition start signal S701. Prohibit ignition. The operation of each control unit 701, 702, 703 will be described later with reference to a flowchart.

The AND circuit 704 outputs the logical product of the inversion signal of the ignition start signal S701 and the ignition stop signal S702. The AND circuit 705 outputs the logical product of the output signal of the AND circuit 704 and the inverted signal of the ignition prohibition signal S703. The OR circuit 706 outputs the logical sum of the output signal of the AND circuit 705 and the inverted signal of the operation mode signal S301.

Therefore, in the present embodiment, the ignition operation is always permitted because the output of the OR circuit 706 is always at the "H" level in the "starting & idle SW mode". On the other hand, in the "stop oscillation mode", the ignition operation is permitted only when the ignition start signal S701 is on and the ignition prohibition signal S703 is off. Otherwise, the ignition operation is prohibited.

20 is a flowchart showing the operation of the ignition start control executed by the ignition start control unit 701, and is repeatedly executed at a predetermined cycle.

In step S201, it is determined whether or not the throttle grip is open based on the output signal of the throttle switch 257a, and if it is open, the flow proceeds to step S203. In step S203, it is determined whether or not the driver is in a seated state based on the output signal of the seating switch 254. If the driver is seated, the ignition start signal S701 is turned on (" H " level) in step S205. That is, the ignition operation of the ignition device 161 is permitted.

In step S201, if it is determined that the throttle grip is not open, if it is determined in step S202 that the vehicle speed is greater than zero based on the detection signal of the vehicle speed sensor 255, the flow advances to step S203, and if it is determined that the driver is seated here, In step S205, the ignition start signal S701 is turned on and the ignition operation of the ignition device 161 is permitted.

If the throttle grip is not opened and the vehicle speed is zero, the ignition start signal S701 is turned off ("L" level) in step S204. That is, the ignition operation of the ignition device 161 is not permitted.

As described above, according to the ignition start control of the present embodiment, the ignition start signal S701 is turned on when the throttle grip is opened or the vehicle speed is greater than zero when the driver is seated. That is, the ignition operation by the ignition device 161 is permitted.

FIG. 21 is a flowchart showing the operation of the ignition stop control executed by the ignition stop control section 702, and is repeatedly executed at a predetermined cycle.

In step S211, it is determined that the throttle grip is closed based on the output signal of the throttle switch 257a, and in step S212 it is determined that the vehicle speed is zero based on the detection signal of the vehicle speed sensor 255, and the seating in step S213 If it is determined that the driver is in the seated state based on the output signal of the switch 254, the timer starts if the timer is not started in step S214.

Thereafter, when the timer timeout (3 seconds in this embodiment) is detected in step S215, the ignition stop signal S702 is turned on ("H" level) in step S216. As a result, since the AND circuit 704 is disabled, the output signal becomes " L " level, so that the ignition operation of the ignition device 161 is prohibited.

If any one of steps S211, S212, and S213 is negative, the ignition stop signal S702 is turned off ("L" level) in step S217, so that the AND circuit 704 is enabled and the ignition device 161 ) Ignition continues.

According to the ignition stop control described above, if the driver is seated when the throttle is restored and the vehicle stops, the ignition stop signal S702 turns on and the AND circuit 704 is closed, so that the ignition by the ignition device 161 The operation is stopped.

Fig. 22 is a flowchart showing the operation of the ignition prohibition control by the ignition prohibition control section 703. In this embodiment, when the stop condition is satisfied (ignition stop signal S702 is turned on), the engine is stopped. In the stopping process from the driving state to the stopping state, the ignition operation of the ignition device 161 is prohibited to prevent the occurrence of the catching.

Fig. 23 is a diagram for explaining the control contents of the ignition prohibition control, in which the horizontal axis represents the stroke of the four-cycle engine, "pressure" represents compression top dead center, and "ship" represents exhaust top dead center. The vertical axis represents the engine speed Ne.

When the stop condition is satisfied at time t0 in FIG. 23, and the ignition stop signal S702 of the ignition stop control unit 702 is turned on, the operation of the ignition device 16 is stopped, so the engine speed starts to decrease. . In step S221 of FIG. 22, for example, the rising of the ignition stop signal S702 is detected, and it is determined that the stop condition is newly established, and the flow proceeds to step S222.

Then, as shown by the solid line A in FIG. 23, when the engine speed Ne becomes 800 rpm or less at time t2, this is detected in step S222 and it progresses to step S223. In step S223, the ignition prohibition signal S703 is turned on ("H" level). As a result, in Fig. 10, since the AND circuit 705 is disabled, when the engine speed Ne becomes 800 rpm or less in the stop oscillation mode, the ignition start signal S701 turns on in response to a start operation, for example. Even if the ignition operation of the ignition device 161 is not permitted.

In addition, in this embodiment, when starting operation is performed before engine speed falls to 800 rpm in a stop process, since the next ignition timing will come and engine speed will change to an increase before engine speed falls to the speed which a ketching occurs, It is not necessary to prohibit the ignition operation of the ignition device 161.

In step S224, it is determined whether or not the ignition timing has been reached based on the output signal of the pulser 153. When the ignition timing P2 is reached, the ignition prohibition counter n is incremented in step S225. In addition, since the ignition prohibition signal S703 is on at this time, ignition at the ignition timing P2 is suspended (prohibited). In step S226, it is determined whether the ignition prohibition counter n has reached three times, and if less than three times, the process returns to step S224 to continue counting the ignition timing.

Thereafter, the ignition is held equally at the ignition timings P3 and P4, and when each ignition timing is counted and the ignition prohibition counter n reaches three times, in step S227, the ignition prohibition signal S703 is turned off (" L "level). Therefore, since the ignition operation by the ignition device 161 is permitted at the next ignition timing P5, when the oscillation operation is detected and the ignition start signal S701 is already on, and the starter motor 49 is driven, The engine is ignited and started. In step S228, the ignition prohibition counter n is reset.

As described above, according to the present embodiment, when the stop condition is satisfied and the engine is stopped, the ignition operation is suspended for a predetermined number of times if the engine is lower than the predetermined rotation speed. Therefore, no starting occurs because the start operation is performed before the engine stops, and the engine is not ignited even when the engine reaches the ignition position immediately before the top dead center at low speed.

In addition, when measuring the engine speed Ne based on the detection signal of the pulser 153, the measured value includes an error by the remarkable rotational deviation in an individual difference of an engine, especially an engine with few cylinders. For this reason, the measured engine speed can be shown between the lower limit shown by the dotted line B in FIG. 23, or the upper limit shown by the dotted line C. In FIG.

However, in the present embodiment, since the ignition timing is held three times after the engine speed reaches 800 rpm or less, when the dotted line B falls below 800 rpm at the time t1, the ignition timings P1, P2, and P3 three times thereafter are changed. You can withhold it. If the dotted line C falls below 800 rpm at time t3, three ignition timings P3, P4, and P5 can be held after that. Therefore, the ignition operation can always be inhibited at the ignition timing P3 at which quenching can occur even if the measured value of the engine speed includes the measurement error, and the occurrence of the quenching can be reliably prevented.

As described above, according to the ignition control unit 700 of the present embodiment, as shown in FIG. 14, since the output of the OR circuit 706 is always at the "H" level in the "starting & idle SW mode", the ignition is performed. Startup is always allowed.

On the other hand, when the vehicle is stopped and the engine is automatically stopped in the "stop oscillation mode", the ignition operation is permitted when the throttle is opened when the driver is seated or when the vehicle speed is greater than zero. On the other hand, when the vehicle is stopped in the running state, if the driver's seating is detected, the ignition operation is inhibited and the engine is automatically stopped. If the driver's seating is not detected, the engine is not automatically stopped because the ignition operation is permitted.

Therefore, if a problem occurs in the seating switch 254 and the driver cannot be seated even when the driver is seated, the engine is not automatically stopped even when the vehicle is stopped in the running state, so that engine starting at start is unnecessary. Therefore, even if a problem arises in the seating switch 254 in the system which permits automatic starting of the engine under the condition of the driver's seating, the driving is not impaired.

In addition, according to this embodiment, even if the driver's seating is detected when the vehicle is stopped in the running state, the ignition operation is not immediately inhibited, but after a predetermined time (3 seconds in the present embodiment). Therefore, the engine can be started continuously when the vehicle speed is almost zero and the throttle opening degree is almost closed when the driver is seated or when the driver is seated.

In addition, according to the present embodiment, since the ignition operation of the ignition device 161 is prohibited in the stop process in which the engine reaches the stop state from the operating state, the start condition is satisfied before the engine completely stops, and the engine has a low speed. Quenching does not occur because the engine does not ignite when reaching the ignition position just before the top dead center.

In the above-described embodiment, the ignition timing has been described as being held three times when the engine speed reaches 800 rpm or less in the engine stop process. However, the present invention is not limited to this, and the engine rotation speed is predetermined when the engine speed reaches 800 rpm or less. The ignition timing may be held for as long as time.

In the present embodiment, the ignition timing has been described as being held three times. However, if the engine speed can be accurately measured, the number of times of the holding may be two or one times. On the contrary, the engine speed can be measured accurately. If not, the holding count may be set to four or more times.

FIG. 24 is a flowchart showing the operation of another embodiment of the above-described ignition prohibiting controller 703, and FIG. 25 is a diagram for explaining the control content thereof.

In the present embodiment, when the stop condition is satisfied at time t0 in FIG. 25, and the ignition stop signal S702 of the ignition stop control unit 702 is turned on, in step S241 of FIG. 24, for example, the ignition stop signal S702. Detecting the rise of, it is determined that the stop condition is newly established, and the flow proceeds to step S242.

Then, when the engine speed Ne falls and becomes below the reference speed Nref1 (for example, 800 rpm) at the time t1, this is detected in step S242 and it progresses to step S243. In step S243, the ignition prohibition signal S703 is turned on ("H" level). As a result, in Fig. 10, the AND circuit 705 is disabled. Therefore, when the engine speed Ne becomes 800 rpm or less in the stop oscillation mode, even if the ignition start signal S701 is turned on in response to a start operation, for example. Ignition operation of the ignition device 161 is not permitted.

On the other hand, when the start condition is satisfied at time t2 after the engine stops and the ignition start signal S701 of the ignition start control unit 701 is turned on and the starter motor 49 is driven, for example, the ignition start is performed in step S244. The rise of the signal S701 is detected, and it is determined that the oscillation condition is newly established, and the flow proceeds to step S245.

After that, when the engine speed Ne rises and exceeds the reference speed Nref2 (for example, 400 rpm) at time t3, this is detected in step S245 and the process proceeds to step S246. In step S246, the ignition prohibition signal S703 is turned off ("L" level). As a result, in Fig. 10, the AND circuit 705 is enabled, and the ignition operation by the ignition device 161 is permitted. When the ignition timing is reached at time t4, the ignition operation is executed and the engine is started.

According to this embodiment, the reference speed Nref1 for prohibiting ignition in the stop process in which the engine reaches a stop state is made higher than the reference speed Nref2 for prohibiting ignition in the start process for starting the engine. Therefore, it is possible to effectively prevent the occurrence of the ketching while minimizing the number of ignition (prohibitions) of ignition.

Returning to FIG. 10, the ignition knock control unit 200 executes control to prevent the occurrence of knocking by delaying the ignition timing during acceleration in the respective operation modes than usual. In particular, in the present embodiment, the oscillation inherent in the vehicle equipped with the engine auto stop starter is made by making the delay amount at the start of the acceleration which accelerates in the engine stop state larger than the delay amount at the normal acceleration when the engine is rotating. The occurrence of knocking during acceleration is completely prevented.

The standard ignition timing determining unit 207 is registered in advance as a function of the engine speed Ne and the throttle opening degree θ as the advance ignition angle deg from the TDC (compression top dead center). have. FIG. 16 is a diagram showing the relationship between the engine speed Ne, the throttle opening degree θ, and the standard ignition timing in the present embodiment, and the engine speed is 15 degrees (deg; advancing angle) until the engine speed reaches 2500 revolutions. Since the time exceeds 2500 revolutions, the amount of advance is gradually increased in accordance with the engine speed Ne.

The Ne determination unit 201 sets the normal acceleration signal Sacc1 to the "H" level when the engine speed Ne is 700 rpm <Ne <3000 rpm, and when the engine speed Ne is 700 rpm <Ne <2500 rpm, the Ne determination unit 201 generates the acceleration signal Sacc2 when starting. The level is set to "H". In addition, it is preferable to set the lower limit value (700 rpm in this embodiment) of the engine speed Ne when generating the acceleration signal Sacc2 at the time of start-up to the cranking speed of an engine.

When the rate of change Δθ of the throttle opening degree θ detected by the throttle sensor 257 exceeds a predetermined value, the acceleration determination unit 205 determines that an acceleration operation has been performed, and outputs an acceleration detection signal having an "H" level. do. The water temperature determination unit 206 determines the water temperature of the engine coolant based on the detection signal of the water temperature sensor 155, and sets the output to the "H" level when the water temperature exceeds a predetermined temperature (50 ° C in this embodiment).

The AND circuit 202 outputs the logical product of the normal acceleration signal Sacc1, the acceleration detection signal, the water temperature determination signal, and the inverted signal of the operation mode signal S301. The AND circuit 203 outputs the logical product of the acceleration signal Sacc2, the acceleration detection signal, the water temperature determination signal, and the operation mode signal S301 at the time of oscillation.

When the acceleration ignition timing correction unit 204 has the outputs of each of the AND circuits 202 and 203 all at the "L" level, that is, the vehicle is in an acceleration state, the standard ignition timing determination unit 207 determines the standard ignition. The ignition device 161 is notified of the timing (FIG. 16). The ignition device 161 executes the ignition operation at the ignition timing notified through the acceleration ignition timing correction unit 204 during acceleration.

The output signal of the AND circuit 202 is " H " level, that is, as shown in Fig. 14, the engine speed Ne is 700 rpm &lt; Ne < 3000 in the &quot; start & idle SW mode &quot; Acceleration operation is performed, and when the water temperature exceeds a predetermined value (50 ° C in the present embodiment), as shown by the dotted line A in FIG. 17, the ignition timing is determined by the determination result by the standard ignition timing determination unit 207. Regardless, delay up to 7 degrees (true).

On the other hand, the output signal of the AND circuit 203 is " H " level, that is, as shown in Fig. 14, the engine speed Ne is 700 rpm < Ne < 2500 in the &quot; stop oscillation mode &quot; When the operation is made and the water temperature exceeds a predetermined value, as shown by the solid line B in FIG. 17, the ignition timing is delayed to 0 degrees regardless of the determination result by the ignition timing determining unit 207.

Further, the acceleration ignition timing corrector 204 includes a counter 204a, and when the output of any one of the AND circuits 202 and 203 reaches the " H " level, the delayed ignition described above is a predetermined number of times. In the embodiment, only three times) are executed, and immediately after that, the normal ignition timing determined by the standard ignition timing determining unit 207 is returned.

According to such ignition knock control, it is possible to set a different amount of delay between normal acceleration and oscillation acceleration in the medium speed rotation range, and by setting the delay amount during oscillation acceleration to be larger than normal acceleration in the medium speed rotation range, Knocking during oscillation acceleration can be prevented as well as during normal acceleration in the rotation range.

In the headlight control unit 800 of FIG. 11, the Ne determination unit 801 determines whether the engine speed is greater than or equal to a predetermined set speed (less than the idle speed) based on the detection signal of the pulser 153, and sets the set speed. If abnormal, the signal of "H" level is output. The AND circuit 802 outputs the logical product of the output signal of the Ne determination unit 801 and the inverted signal of the operation mode signal S301. The AND circuit 803 outputs the logical product of the output signal of the Ne determination unit 801 and the operation mode signal S301.

The on / off switching unit 804 outputs the "H" level when the output signal of the AND circuit 802 is at the "H" level, and outputs a pulse signal having a duty ratio of 50% when it is at the "L" level. When the output signal of the AND circuit 803 is at the "H" level, the on / off stage photosensitive switching unit 805 outputs the "H" level. If the "L" level is at the "L" level, the duration time is counted by the timer 805a and continues. Outputs a pulse signal whose duty ratio decreases step by step with time. In this embodiment, the duty ratio is reduced by 50% in steps from 95% for 0.5 to 1 second. According to such a stepwise photosensitive method, since the amount of light decreases instantly or linearly, power saving and maintenance of high merchandise are achieved.

According to the headlight control, as shown in FIG. 13, the headlight is turned on or dimmed according to the engine speed Ne in the "start & idle SW mode", and the engine speed Ne in the "stop oscillation mode". Therefore, the headlamps are turned on or dimmed. Therefore, discharge of the battery at the time of stopping can be suppressed while maintaining sufficient visibility from the counterpart difference. As a result, the charge amount of the battery from the generator can be reduced at the time of subsequent oscillation, and the acceleration performance at the time of oscillation is improved because the electrical load of the generator is reduced.

In the bi-starter control unit 900 of FIG. 11, the detection signal of the water temperature sensor 155 is input to the water temperature determination unit 901. The water temperature determination unit 901 outputs a signal of the "H" level when the water temperature is equal to or greater than the first predetermined value (50 ° C in this embodiment), closes the by-starter relay 164, and the second predetermined value (this embodiment). 10 degrees C) or less, the signal of the "L" level is output and the bi starter relay 164 is opened.

According to such bi-starter control, when the water temperature is increased, the fuel is thickened, and when it is lowered, it is automatically softened. In addition, in this embodiment, since hysteresis is set to the opening / closing temperature of the bi-starter relay 164, unnecessary opening / closing operation | movement of the bi-starter relay 164 which may generate | occur | produce in the vicinity of a threshold temperature can be prevented.

In the charging control unit 500 of FIG. 11, the detection signal of the vehicle speed sensor 255 and the detection signal of the throttle sensor 257 are input to the acceleration operation detection unit 502, and as shown in FIG. 14, the vehicle speed is larger than zero. In addition, when it is opened within 0.3 second from the throttle fully closed state to the unfolded state, it is determined that it is an acceleration operation and generates an acceleration detection pulse.

During acceleration, the charge limiter 504 controls the regulator rectifier 167 in response to the acceleration detection pulse signal, and always lowers the charging voltage of the battery 168 to 14.5V to 12.0V.

The acceleration charge limiting unit 504 also starts a six-second timer 504a in response to the acceleration detection pulse, and the timer 504a times out or the engine speed Ne exceeds a set rotation speed. Or when the throttle opening is reduced, the charge limit is released to return the charge voltage to 12.0V to 14.5V.

The detection signal of the vehicle speed sensor 255, the detection signal of the pulsor 153, and the detection signal of the throttle sensor 257 are input to the oscillation operation detection part 503, and as shown in FIG. If the throttle is open when the number Ne is equal to or less than the set rotational speed (2,500 rpm in the present embodiment), it is determined that the oscillation operation is performed, and the oscillation detection pulse is generated.

When the oscillation charge limiter 505 detects the oscillation detection pulse signal, it controls the regulator rectifier 167 to always lower the charging voltage of the battery 168 to 14.5V to 12.0V.

The oscillation charge limiting unit 505 also starts a 7 second timer 505a in response to the oscillation detection pulse, and the timer 505a times out, or the engine speed Ne is greater than or equal to the set rotation speed. If this is the case, or the throttle opening degree is decreased, the charge limit is released to return the charging voltage to 12.0V to 14.5V.

According to such charging control, when the driver suddenly accelerates by rapidly opening the throttle or when starting from the stop state, the charging voltage is suppressed low, and the electric load of the generator 172 is temporarily reduced. Therefore, the mechanical load of the engine 200 'caused by the generator 172 is reduced, and the acceleration performance is improved.

After the stop of FIG. 12, the non-sitting control unit 100 exceptionally allows the engine to be started by the starter switch 258 which is inherently prohibited at the timing at which the driver can start the engine by the starter switch empirically.

The AND circuit 102 outputs the logical product of the operation mode signal S301 and the inversion signal of the sitting switch 254. The non-seat continuation determining unit 101 includes a timer 101a, and the "H" level of the AND circuit 102 is detected for a predetermined time or more after the engine stops automatically. That is, when the driver's non-sitting continues for a predetermined time or more after the engine stops automatically in the "stop oscillation mode", the output signal is set to the "H" level. As a result, a force is applied to the ignition device 161 to enter the ignition permission state.

The OR circuit 103 outputs the logical sum of each output of the starter switch 258 and the throttle switch 257a. The AND circuit 104 outputs the logical product of the output signals of the non-seat continuation determining unit 101 and the OR circuit 103 to the starter relay 162. That is, after the engine stops automatically in the "stop oscillation mode" after the driver's non-sitting continues for a predetermined time or more (the output of the non-seat continuation determining unit 101 is "H" level), the starter switch 258 is turned on. Alternatively, when the throttle is opened, a force is applied to the starter relay 162 to drive the starter motor 49. At this time, since the force is applied by the non-seat continuation determining unit 101, the ignition device 161 can start the engine.

According to the non-sitting control after such a stop, if the driver's non-sitting state is detected for a predetermined time even after stopping the engine in response to the predetermined stop condition, the start of the engine by the starter switch 258 is exceptionally permitted. Therefore, the engine is automatically stopped at the stop and the driver leaves the vehicle as it is without shutting off the main power. After that, the driver who has returned to the vehicle forgets that the engine has been automatically stopped and the starter switch 258 is operated. You can start it up as usual.

In addition, in the non-sitting control described above, the start of the engine by the starter switch 258 is exceptionally permitted on the condition that the driver's non-sitting continues for a predetermined time or more after the engine stops automatically in the "stopping start mode". As described above, as indicated by a dotted line in FIG. 12, the engine is started by the starter switch 258 by controlling the operation switching unit 300 to switch the operation mode from the "stop oscillation mode" to the "start & idle SW mode". You may permit. Alternatively, as shown by &quot; condition 5 &quot; in FIG. 15, the main switch 173 may be cut off to allow the engine to be started by the starter switch 258 substantially.

3 is a cross-sectional view of the second embodiment of the swing unit 17, wherein the same reference numerals indicate the same or equivalent parts.

In the first embodiment described above, the sprocket 58 connected to the starter motor 49 is described as being coupled to the outer rotor 42 of the generator 44 via the one-way clutch 50. In the present embodiment, however, the crank The crankshaft 12 through the one-way clutch 50 having the same function as the sprocket 58 between the pulley 83 and the main bearing 10 on the opposite side to the generator 44 with the seal 9 therebetween. ) Is combined.

The one-way clutch 50 includes one sleeve 57b fixed to the crankshaft 12, the other sleeve 55b for rotatably supporting the sprocket 58 with respect to the crankshaft 12, and the respective angles. The sleeves 55b and 57b are constituted by a clutch portion 56b which prevents the crankshaft 12 from revolving in the reverse direction relative to the sprocket 58 and permits it to revolve in the electrostatic direction. .

According to this embodiment, the sprocket 58 for transmitting the driving force of the starter motor 49 to the crankshaft 12 is installed in the pulley 83 side of the automatic transmission rather than the crank chamber 9, and the crank chamber 9 Since the crank length of the automatic transmission side is longer than that of the generator side, the center position of the heavy engine is placed at the center of the tire, that is, at the center of the vehicle. Therefore, the torsion and the moment are less likely to occur in the swing unit 17, the weight distribution becomes good, and the running stability is improved.

Further, according to the present embodiment, since the sprocket 58 connected to the starter motor 49 is connected to the crankshaft 12 at a position away from the tire 21 in the axial direction of the crankshaft, the sprocket 58 Since a large diameter can be obtained and a large reduction ratio can be obtained, miniaturization and weight reduction of the starter motor 49 are attained.

4 is a cross-sectional view of the third embodiment of the swing unit 17, wherein the same reference numerals indicate the same or equivalent parts.

In this embodiment, the sleeve 57c of the crankshaft side of the said one-way clutch 50 is integrally formed in the back surface of the fixed pulley piece 83a, ie, the surface which does not contact the V-belt 82, By fixing the sleeve 55c to the flange portion 83d extending outward in the axial direction of the fixed pulley piece 83a, the sprocket 58 passes through the one-way clutch 50 and the fixed pulley piece 83a to form the crank shaft 12. To the end of the).

According to this embodiment, since the sprocket 58 and its chain 40 are mounted in the outermost part of the crankshaft 12, the attachment and detachment of the sprocket 58 becomes easy, and maintenance becomes easy, and also the existing swing Mounting by modifying the unit is also very easy.

In addition, also in this embodiment, since the sprocket 58 is connected to the crankshaft 12 in the position away from the tire 21 in the axial direction of a crankshaft, as the said 2nd embodiment, the stand of the sprocket 58 Since the diameter can be increased and a large reduction ratio can be obtained, the miniaturization and weight reduction of the starter motor 49 can be achieved.

6 is a sectional view of an essential part of the fourth embodiment of the swing unit 17, and FIG. 7 is a sectional view in a plane perpendicular to the crankshaft 12 of the swing unit 17, wherein the same reference numerals are the same or equivalent. The part is shown.

In the above first to third embodiments, since the start sound generated at engine start is suppressed low, the sprocket 58 and the starter motor 49 provided on the crankshaft 12 are connected by the chain 40. . On the other hand, in this embodiment, the sprocket 58 and the starter motor 49 are always connected in a gear train, and the crankshaft 12 and the sprocket 58 are connected via the one-way clutch 50 in the same manner as described above. Thus, power transmission from the crankshaft 12 side to the starter motor 49 side is interrupted without using the descent gear. To this end, the one-way connection from the starter motor to the crankshaft can be made without using the descent gear, thereby making it possible to reduce noise at engine start-up.

6 and 7, a gear cog 221 is formed in the rotational axis of the starter motor 49, and a large diameter cog wheel 222 connected to the drive shaft 234 is engaged with the gear cog 221. As shown in FIG. In addition, a small diameter gear 223 is formed in the drive shaft 234 in the same axis and adjacent to the large diameter gear 222, and the sprocket 58 of the crankshaft 12 is formed on the small diameter gear 223. This is interlocked.

The drive shaft 234 has a large diameter gear 222 and a small diameter gear in order to prevent an increase in noise caused by sliding movement wear or wear gutter in an engine starting apparatus in which an engine starts more frequently. Rotation is freely axially supported by bushing bearings 234a and 234b containing a pair of oils at both sides with the 223 interposed therebetween. Moreover, in this embodiment, in order to suppress the noise which generate | occur | produces in the gear train mentioned above, shaving processing or tooth grinding is given with respect to the gear teeth which mutually engaged.

Here, in this embodiment, since the gearwheel 58 and the starter motor 49 which are attached to the crankshaft 12 and the starter motor 49 are not employ | adopted, they are always connected by fixed gear train, A configuration for one-way connection that allows power transmission from the starter motor 49 side to the crankshaft 12 side and blocks power transmission from the crankshaft 12 side to the starter motor 49 side is required separately. Therefore, in this embodiment, the sprocket 58 is connected to the crankshaft 12 via the one-way clutch 50 similarly to the above.

Therefore, when the starter motor 49 is driven at engine start and the sprocket 58 is driven in the electrostatic direction of the crankshaft 12, the crankshaft 12 is also driven in the electrostatic direction following this. On the other hand, since the crankshaft 12 revolves with respect to the sprocket 58 even if the starter motor 49 stops after engine start, the driving force of the crankshaft 12 is not transmitted to the starter motor 49.

As described above, according to the present embodiment, since the starter motor 49 and the crankshaft 12 can be connected without using the descent gear, the noise at the start of the engine by the amount of operation noise of the dive gear does not occur. It becomes possible to suppress low.

According to this invention, the following effects are achieved.

(1) When the stop condition is established and the engine is stopped, the ignition operation is prohibited a predetermined number of times when the engine is lower than the predetermined rotational speed, so that the start operation is performed before the engine stops, and the engine is similar to the low speed. If the ignition position is reached immediately before the point, the engine will not ignite and no ketching will occur.

(2) Since the reference speed Nref1 for prohibiting ignition is set to be higher than the reference speed Nref2 for prohibiting ignition in the start-up process for starting the engine, the engine is stopped. It is possible to effectively prevent the occurrence of the ketching, while minimizing the number of holds.

Claims (5)

A vehicular engine starter comprising a starter motor for cranking the engine in response to a predetermined engine start operation and an ignition device for igniting the engine at a predetermined rotational angle in response to the engine start operation. And an ignition prohibiting means for prohibiting the ignition operation of the ignition device for a predetermined number of times or for a predetermined time when the engine is less than the predetermined rotation speed during the engine stop process when the stop condition is established and the engine reaches the stop state. Vehicle engine starting device. delete delete A vehicular engine starter comprising a starter motor for cranking the engine in response to a predetermined engine start operation and an ignition device for igniting the engine at a predetermined rotational angle in response to the engine start operation. The ignition operation of the ignition device is prohibited for a predetermined number of times or a predetermined time below the first engine speed in the stop process from the engine to the stop state, and the second engine speed during the start process in which the engine is started in the stopped state. Ignition prohibiting means for prohibiting a predetermined number of times or a predetermined time hereinafter, The engine starting device for a vehicle, wherein the first engine speed is higher than the second engine speed. The method according to claim 1 or 4, And an ignition control means for stopping the ignition operation of the ignition device in response to a predetermined stop condition while the vehicle is running, and resuming it in response to a predetermined start operation after the stop.