KR19990077857A - Device for controlling a starting at Engine stop and Vehicle mounted with it - Google Patents

Abstract

It is an object of the present invention to provide an engine stop start control device and a vehicle equipped with the engine which enables the engine to be started automatically only when the accelerator is operated based on the driver's active intention.

During the "starting mode", the operation mode signal S ₃₀₁ is at the "L" level and the AND circuit is in the 'enable' state, so the stop switch 59 is turned ON when the engine speed is lower than idle. When the starter switch 58 is turned ON, the starter relay 62 conducts and the starter motor 71 rotates. Since the AND circuit 405 is allowed in the "stop oscillation mode", when the engine speed is less than the throttle opening when the seating switch is in the ON state, the starter relay 62 conducts and the starter motor 71 is turned on. Rotates.

Description

Device for controlling a starting at Engine stop and Vehicle mounted with it}

The present invention relates to an engine stop start control device and a vehicle equipped with the engine stop start control device. In particular, an engine stop start control device for stopping the engine during a stop and automatically restarting the engine to start the vehicle when the accelerator is operated in the stop state, and It relates to a vehicle equipped with this.

In consideration of environmental considerations and energy savings, the engine is automatically stopped when the vehicle is stopped, and the engine is operated by instructing the engine to start. An engine stop start control device for automatically restarting and starting a vehicle is described in Japanese Patent Laid-Open No. 4-246252.

In light vehicles such as two-wheelers or three-wheelers, the driver may push the vehicle. The driver supports the vehicle by holding the throttle grip of the steering wheel as in riding. In the case of applying the above-described engine stop start control device to a motorcycle or the like, whether the throttle is opened based on the driver's active intention or the driver's intention or not, It is desirable to prevent the engine from starting.

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 stop start control device and a vehicle equipped with the engine which starts and starts the engine automatically only when the accelerator is operated based on the driver's active intention. It is to provide.

In order to achieve the above object, in the present invention, the engine mounted on the engine start control device for stopping the engine mounted on the vehicle in response to a predetermined stop condition during operation, and restarting in response to a predetermined start operation during the stop. The driver's ride is detected by the riding detecting means for detecting that the driver is riding on the vehicle, the accelerator opening degree detecting means for detecting that the accelerator opening has exceeded a predetermined value, and the riding degree is also detected by the riding detecting means. A start command means for giving an engine start command and an engine start means for starting the engine in response to the engine start command provided that an accelerator opening degree of a predetermined value or more is detected.

According to the above configuration, the engine can be automatically started in response to the accelerator operation only when the driver operates the accelerator in the riding state, that is, only when the driver actively wants to start the engine.

1 is an overall side view of a scooter type motorcycle equipped with an engine stop start control device according to an embodiment of the present invention;

2 is a plan view around the instrument panel of a scooter type motorcycle;

Figure 3 schematically shows the structure of the hinge portion of the front seat,

4 is a sectional view of an essential part of a throttle grip;

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

6 is a block diagram showing an overall configuration of a start stop control system;

7 is a block diagram showing the functions of the main controller, and

8 is a table comparing main operations of the main controller.

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

2: front part of the body 3: rear part of the body

4: Floor Part 6: Down Tube

7: main pipe 8: sheet

11 handle 12 front-fork

13 front wheel 15 brackets

16: link member 17: swing unit

18: hanger bracket 21: rear wheel

22: rear cushion 23: intake pipe

24: carburetor 25: air cleaner

26: main stand 27: kick axis

28: kick-arm 29: kick-pedal

200: internal combustion engine 201: crank shaft

202: crankcase 203: cylinder block (cylinder-block)

204: cylinder-head 206: spark plug

210: belt driven pulley 211: boss

212: V-belt 250: starting and generating device

251: inner rotor 300: operation mode switching unit

400: starter relay control unit 500: bi-starter control unit

600: indicator control unit 700: ignition control unit

800: headlight control unit

Hereinafter, the present invention will be described in detail with reference to the drawings. 1 is an overall side view of a scooter type motorcycle 1 equipped with an engine stop start control device according to an embodiment of the present invention.

The vehicle body front part 2 and the vehicle body rear part 3 are connected via the lower floor part 4, and the vehicle body frame which forms the frame | skeleton of a vehicle body generally consists of the down tube 6 and the main pipe 7. As shown in FIG. The fuel tank and the storage box (not shown together) are supported by the main pipe 7, and the seat 8 is disposed above.

On the other hand, the front part 2 of the vehicle body is rotatably supported by a steering-head 5 so that a handle 11 is formed on the upper side, the front fork 12 extends downward, and a front wheel on the lower end thereof. The shaft 13 is rotatably supported. The upper part of the handle 11 is covered with a handle cover 33 serving as an instrument panel. A bracket 15 protrudes from the lower end of the upper portion of the main pipe 7, and the swing unit 17 is connected to the bracket 15 so that the swing unit 17 freely rotates.

The swing unit 17 is equipped with a two-stroke internal combustion engine 200 which is a short-term cylinder in front of it. In this internal combustion engine 200, the belt type continuously variable transmission 35 is comprised over the back, and the rear wheel 21 is rotatably supported by the reduction mechanism 38 comprised through the centrifugal clutch at the back part. A rear cushion 22 is provided between the upper end of the reduction mechanism 38 and the upper bent portion of the main pipe 7. On the upper part of the swing unit 17, the vaporizer 24 connected to the intake pipe 23 extending from the upper part of the cylinder head of the internal combustion engine 200, and the air cleaner 25 connected to this vaporizer 24 are arrange | positioned. It is.

The main stand 26 is joined to the hanger bracket 18 protruding from the lower part of the unit swing case 31, and the kick shaft protruding from the transmission case cover 36 of the belt-type continuously variable transmission 35 27) the base of the kick arm 28 is fixedly attached, and a kick pedal 29 is provided at the tip of the kick arm 28.

FIG. 2 is a plan view around the instrument panel of the motorcycle 1, in which a standby indicator 56 is formed in the instrument panel 90 of the handle cover 33 together with the speed meter 91. This standby indicator 56 flashes at the engine stop during engine stop start control as described later, and informs the driver that the engine is ready to start as soon as the throttle is opened. The handle cover 33 is provided with an idling switch 53 for permitting or limiting idling and a starter switch 58 for starting the starter motor. At the right end of the handle 11, a throttle grip 92 and a break-lever 93 are provided. The base portion of the left and right throttle grips and the like is provided with a horn switch and a winger switch as in the conventional two-wheeled vehicle, but the illustration is omitted here.

FIG. 3 is a view schematically showing the structure of the hinge portion in front of the sheet 8, which is indicated by a dotted circle in FIG. In the present embodiment, the hinge member 81 is fixed to the front side of the back of the sheet 8. The hinge member 81 is formed with an opening 82 in the vertical direction, and a hinge shaft 85 fixed to the vehicle body side penetrates the opening 82 in the elongated shape, thereby allowing the seat 8 to be seated. Is supported so that it swings freely and moves up and down about the hinge axis 85. On the vehicle body side facing the rear surface of the hinge member 81, a coil spring 83 and a seating switch 54 for elastically pressing the follower 83a are formed.

In this configuration, in the non-sitting state in which the driver is not seated on the seat 8, as shown in FIG. 3 (a), when the hinge shaft 85 comes into close contact with the lower end of the long opening 82. Until the seat 8 is pushed up by the coil spring 83, the seating switch 54 is turned off.

On the other hand, in the seated state where the driver is seated on the seat 8, as shown in Fig. 3B, the seat 8 is pushed down against the elastic force of the coil spring 83, so that the seating switch ( 54) turns ON. Therefore, by monitoring the state of the seating switch 54, it is possible to confirm whether or not the driver is seated. In addition, in this embodiment, since the seating switch 54 is provided in front of the seat 8, even if the driver's body size is small, it can be reliably detected.

Fig. 4 is a cross sectional view of an essential part of the throttle grip 92, and Fig. 4B is a cross sectional view taken along the line I-I of Fig. 4A. As illustrated in FIG. 4A, the throttle grip main body 182 is fitted to the handle pipe 181 so as to rotate freely, and the circumference of the throttle grip main body 182 is covered with a grip cover 183. The throttle grip main body 182 is provided with the flange part 182a along the circumference, and as shown in FIG.4 (b), the one end 185a of the throttle wire 185 is caught by this flange part 182a. Supported. The throttle grip main body 182 is always elastically pressed to the closed side of the accelerator by the elastic force of the spring 184, the driver twists the throttle grip main body 182 in the open direction against the elastic force of the spring 184, The throttle wire 185 is curled to open the throttle.

Moreover, in this embodiment, the throttle switch 52 which closes a contact when the throttle grip main body 182 opens only a predetermined angle is formed. The throttle switch 52 is configured such that the contact opens within an angle θ of the idle range before the throttle actually starts to open. According to such a structure, the throttle switch 52 can be turned ON without opening a throttle. Accordingly, the engine can be driven by the driver even in the stopped state.

In addition, when the idle angle range ends and the vehicle rushes to an angle (> θ) (an angle greater than θ) at which the throttle starts to open, the elastic force of the throttle spring (not shown) is newly added, so that the throttle only within the idle angle range Opening and closing of the switch 52 becomes easy.

FIG. 5 is a cross-sectional view of the internal combustion engine 200 shown in FIG. 1 taken along line II-II. The internal combustion engine 200 includes a cylinder block 203 and a cylinder head (crankcase 203) in a crankcase 202 incorporating crankcases 202L and 202R which support the crankshaft 201 located in the horizontal and horizontal directions so as to rotate freely. 204 are sequentially combined, and in the cylinder block 203, a scavenging passage 205 is formed from a scavenging port opening in a cylinder-bore in addition to the exhaust passage not shown, and the crankcase 202 is formed. It communicates with the crankcase of.

A spark plug 206 is fitted to the cylinder head 204, and the cylinder head 204 and the cylinder block 203, except for the exposed portion of the spark plug 206, are connected to the fan shroud 207. Covered. The left crankcase 202L also serves as a belt type CVT case, and the belt drive pulley 210 is rotatably formed on the crankshaft 201 extending through the left crankcase 202L.

The belt drive pulley 210 consists of a fixed side pulley half body 210L and a movable side pulley half body 210R, and the fixed side pulley half body 210L has a boss 211 at the left end of the crankshaft 210. It is fixed and attached through the (), the movable pulley half body 210R is splined to the crankshaft 201 on the left side, and can approach and space apart the fixed side pulley half body 210L. The V-belt 212 is wound around both pulley halves 210L and 210R.

On the left side of the movable pulley half body 210R, a cam plate 215 is fixedly attached to the crankshaft 201, and the slide piece 215a formed at the outer circumferential end thereof is the outer periphery of the movable side pulley half body 210R. The cam plate sliding boss portion 210Ra formed at the end in the axial direction is engaged so as to slide freely. The cam plate 215 side surface of the movable side pulley half body 210R is tapered toward the cam plate 215 side, and is fitted to the chem plate 215 inside the tapered surface to dry drive controller 216. Is accommodated.

Therefore, when the rotational speed of the crankshaft 201 increases, the dryway controller 216 rotating together between the movable pulley half body 210R and the cam plate 215 moves in the centrifugal direction by centrifugal force, The movable pulley half body 210R is pressurized by the driveway controller 216 and moved to the left to approach the fixed side pulley half body 210L and is fitted between the two pulley half bodies 210L and 210R. ) Is moved to the centrifugal direction to increase the engagement diameter. In response to the caught belt drive pulley 210, the V-belt 212 is wound on a belt driven pulley (not shown) at the rear, and the power is automatically adjusted to be transmitted through a centrifugal clutch to a rear deceleration mechanism and the like. Drive.

The transmission case cover 220 covering the caught belt-type continuously variable transmission chamber from the left side extends from the front belt drive pulley 210 to the rear side, and penetrates and supports the kick shaft 27 freely in front of the front side. A driving helical gear 222 is fitted to the inner end of the kick shaft 27 and a force is applied by the return spring 223. In addition, the inner surface of the front part of the electric case cover 220, the sliding shaft 224 is supported coaxially with the crank shaft 201 to enable rotation and sliding in the axial direction, the driven sliding shaft 224 is driven helical gear A 225 is formed and engaged with the driving helical gear 222, and at the same time, a ratchet wheel 226 is fixedly attached to the left end, and the force is applied to the left side by the friction spring 227.

On the other hand, a ratchet is formed in the boss 221 on the crankshaft 201 side opposite to the ratchet wheel 226, and both of them can approach and be spaced apart by sliding the sliding shaft 224. Therefore, when the kick pedal 29 is pushed in and the kick shaft 27 rotates against the return spring 223, the kick shaft 27 and the driving helical gear 222 rotate integrally, and the driven body engages with the kick pedal 27. The helical gear 225 rotates integrally with the sliding shaft 224 and slides to the right against the friction spring 227, and the ratchet wheel 226 meshes with the ratchet of the boss 211 to crank the shaft 201. By forcibly rotating the internal combustion engine 200 can be started.

On the other hand, the right crankcase 202R extends in a substantially cylindrical shape on the left side of the main bearing 209 supporting the crankshaft 201 so as to rotate freely, and the crankshaft 201 protrudes from the center side thereof. have. In the cylinder of this right crankcase 202R, the starting and power generation apparatus 250 which combined the starter motor and the AC generator is arrange | positioned.

An inner rotor (rotational rotor) 251 is expected on the tip tapered portion of the crankshaft 201, and is fixedly attached with a nut 253 to rotate integrally. Six inner cross-sectional arc-shaped grooves are formed on the inner circumferential surface of the inner rotor 251, and a magnet 271 made of neodium iron boron is fitted in each groove.

The outer stator 270 disposed on the outer circumference of the inner rotor 251 is supported by being screwed to the cylindrical wall 202a of the crankcase 202 by bolts 279. . The stator core of the outer stator 270 is formed by laminating thin steel sheets, and the power generation coil 272 and the starting coil 273 are wound around a plurality of yokes that protrude in the center direction from the annular portion of the outer circumference. The power generation coil 272 and the starting coil 273 are inclined inwardly in the crankshaft direction and wound around the yoke to reduce the amount of protrusion toward the outward direction in the axial direction.

On the other hand, the power generation coil 272 and the starting coil 273 protruding the inside of the cylindrical wall 202a of the crankcase 202 larger than the outside in the axial direction are annular to form an inner space therein. The rectifying brush mechanism 263 is formed in the inner space. The brush holder 262 penetrated to the crankshaft 201 in the inner space is fitted to prohibit relative rotation in the circumferential direction with respect to the crankshaft 201 and to allow only sliding in the axial direction, and the inner rotor 251. A spring 274 is mounted between the springs and the brush holder 262 is applied in an axial direction.

On the inner surface of the brush holder 262, a plurality of predetermined positions of the brush 263 are applied with a force by a spring to protrude. The commutator holder 265 is opposed to the inner surface of the brush holder 262, the power generating coil 272 and the starting coil 273, which penetrates the center through the crank shaft 201 and protrudes the outer circumference largely inward in the axial direction. It is fixed to the part of).

The commutator piece 267 is arrange | positioned concentrically at the predetermined location of the surface which faces the brush holder 262 of the commutator holder 265. As shown in FIG. The brush holder 262 which rotates with the crank shaft 201 with respect to the fixed commutator holder 265 comes into contact, and when approaching, the brush 263 makes contact with the desired commutator piece 267.

On the other hand, the outer crank axial outer side of the inner rotor 251 is an inner cylindrical portion 231 covering the periphery of the nut 253 screwed to the tip of the crank shaft 201, and a concentric outer cylindrical portion covering the outer side thereof. An extension 232 extends outward in the axial direction, and the governor mechanism 230 is formed therein. That is, the outer cylinder portion 232 has a taper formed on the inner circumferential surface to form a governor outer, and the governor inner 233 which slides freely in the axial direction is fitted to the outer circumference of the inner cylinder portion 231, and the governor inner A ball 234 which is a governor weight is attached between 233 and the outer cylindrical portion 232.

A connecting shaft 235 having one end fixed to the governor inner 233 sliding in the axial direction of the governor mechanism 230 penetrates the inner rotor 251 in parallel with the crank shaft 201 and brushes the tip. It is fitted to the holder 262. The connecting shaft 235 connects the governor inner 233 and the brush holder 262 so as to be able to move in the crankshaft direction integrally with each other.

When the crankshaft 201 is stopped, the brush holder 262 is moved inward in the axial direction by the force of the spring 223, and the brush 263 is in contact with the commutator piece 267. Therefore, when a current is supplied from the battery, the brush 263 flows into the starting coil 273 through contact with the commutator piece 267 to generate a rotational torque in the internal rotor 251, and rotates the crankshaft 201. The internal combustion engine 200 may be started.

When the engine speed increases, the ball 234 moves the taper inner surface of the outer cylindrical portion 232 in the circumferential direction by the centrifugal force to slid the governor inner 233 outward in the axial direction, and through the connecting shaft 235. The brush holder 262 also moves outwardly in the direction of the shaft, and when a predetermined number of revolutions is exceeded, the brush 263 automatically falls from the commutator piece 267, and then the power generation coil 272 is used to charge the batter. .

A crank angle detecting annular plate-shaped rotor 240 is integrally attached to the inner peripheral portion of the outer cylinder portion 232 constituting the governor mechanism 230, and is integrally installed. The pulser 241 is arrange | positioned at the predetermined position near the outer periphery part of (circle). The pulser 241 detects an engraving portion formed at an outer circumference of the rotor 240 which is integrally rotated through the crank shaft 201 and the inner rotor 251 to determine the crank angle. The annular rotor 240 covers the power generation coil 272 and the starting coil 273 of the external stator 270 from the outside. And the fan member 280 for forced air cooling of an internal combustion engine is integrally provided in the axial direction outer side of the rotor 40. As shown in FIG.

The fan member 280 is fixed to the outer cylindrical portion 232 of the inner rotor 251 by fixing the end of the central cone portion 280a to the bolt 246, and formed on the outer periphery of the fan 280b. Has a structure in which the rotor 240 stands up in the outward direction. The fan member 280 is covered by the fan cover 281.

The vehicular starting and generating apparatus according to the present embodiment is configured as described above, and the rectifying brush mechanism 263 is disposed on the axial direction inner side of the internal rotor 251, and is separated from the rectifying brush mechanism 263 on the axial outer side. Since the governor mechanism 230 is disposed, the amount of expansion in the crankshaft outward direction is suppressed to be small.

In addition, since the coiled state of the power generation coil 272 and the starting coil 273 wound on the yoke of the stator core of the outer rotor 270 is axially inward, the amount of protrusion to the outside is reduced, so that the outer rotor 240 ) And the fan member 280 do not have to be positioned outward in the axial direction, and the amount of expansion in the crankshaft outward direction can be further reduced.

The outside air introduced from the outside air intake port 281a of the fan cover 281 by the rotation of the fan 280b spreads along the center cone portion 280a to the outer periphery, but the rotor 240 blocks the introduced air to start the vehicle. Since the intrusion to the side of the power generating device 250 is prevented, outside air is hard to invade into the rectifying brush mechanism 263 which is further inside (axially inner side) than the vehicle starting and power generating device, and therefore, The influence of the rectification brush mechanism 263 is prevented.

Fig. 6 is a block diagram showing the overall configuration of the start stop control system in the internal combustion engine 200 equipped with the start-up and power generation apparatus 250 for directly rotating the crankshaft 201 as described above. Symbol represents the same or equivalent part.

The engine stop start system of the present embodiment has an operation mode in which idling is limited and an operation mode allowed. More specifically, when the vehicle is stopped, the engine stops automatically, and when the accelerator is operated in the stopped state, the engine is automatically restarted to start the vehicle and start the vehicle. It is equipped with a "starting mode (idle permitting mode)" for allowing idling for the purpose.

In FIG. 2, the starter and power generator 250 is connected to the crankshaft 201 of the engine 200 coaxially with this. The start-up and generator 250 is composed of a starter motor unit 71 and an AC generator unit 72. The power generated by the AC generator unit 72 is a battery 68 via the regulator rectifier 67. ) Is charged. The battery 68 supplies electric power to various electrical appliances 74, main controller 60, and the like through the main switch 73.

The main controller 60 allows the Ne sensor 51 for detecting the engine speed Ne, the throttle switch 52 for closing the contact when the throttle opening degree exceeds a predetermined opening degree, and permits idling of the engine 200. Restricted idle switch 53, seating switch 54 for closing the contact when the driver is seated in the driver's seat, vehicle speed sensor 55 for detecting the vehicle speed, and standby indicator 56 flashing in the stop oscillation mode described later ), A headlight switch 57 for turning on / off the headlight 69, a starter switch 58 for starting the engine 200 by driving the starter motor 71 of the starting and generating device 250, and The stop switch 59 for closing the contact in response to the brake operation is connected.

In addition, the main controller 60 controls the ignition control device (including the ignition coil) 61 for igniting the ignition plug 206 and the starter relay 62 for supplying power to the starter motor 71. Control of the terminal, the control terminal of the headlight relay 63 for supplying power to the headlamp 69, and the control of the by-starter relay 64 for supplying power to the by-starter 65 mounted to the carburetor 66. The terminal is connected.

7 is a block diagram showing the function of the main controller 60, wherein the same reference numerals indicate the same or equivalent parts. In addition, in FIG. 8, the main operation | movement of the main control apparatus 60 is shown by the table | surface.

The operation mode switching unit 300 sets the operation mode of the engine stop start control device according to the state of the idling switch 53 and the state of the vehicle, to " start mode " Switch to "Stop oscillation mode".

In this operation mode switching unit 300, the state signal of the idle switch 53 is input to the operation mode signal output unit 301 and the inverter 302. The state signal of the idle switch 53 indicates the "L" level in the OFF state (the idle limit) and the "H" level in the ON state (idle permit). The inverter 302 inverts and outputs the state signal of the idle switch 53.

The vehicle speed continued determination unit 303 includes a timer 303a, and outputs a signal of " H " level when a vehicle speed of a predetermined speed or more is detected over a predetermined time. The AND circuit 304 outputs the logic of the output signal of the determination unit 303 and the output signal of the inverter 302 to the operation mode signal output unit 301.

The operation mode signal output unit 301 is the "start mode" in which idling is permitted when the state signal of the idle switch 53 is "H" level (idle permitting) when the main switch 73 is turned on. Start up. In this " starting mode ", when the output of the AND circuit 304 becomes " H " level, that is, when the idling switch 53 is turned off and a vehicle speed of a predetermined speed or more is detected over a predetermined time, the operation mode is recalled. In the "start mode", the operation shifts to the "stop oscillation mode" in which idling is limited. When the idle switch 53 is turned ON again in this "stop oscillation mode", the operation mode is shifted from "stop oscillation mode" to "start mode".

The starter relay controller 400 manually or automatically starts the starter relay 62 under a predetermined condition according to the operation mode. In the starter relay control unit 400, the detection signal of the Ne sensor 51 is supplied to the idle below determination unit 401. The determination unit 401 outputs a signal of "H" level when the engine speed is equal to or less than a predetermined idle speed (for example, 800 rpm). The AND circuit 402 outputs the logic of the output signal of the determination unit 401, the state signal of the stop switch 59, and the state signal of the starter switch 58. The AND circuit 403 outputs the logic of the output signal of the AND circuit 402 and the inverted signal of the operation mode signal S ₃₀₁ .

The AND circuit 404 outputs a logic of the output signal of the idle idle determination unit 401, the state signal of the throttle switch 52, and the state signal of the seating switch 54. The AND circuit 405 outputs the logic of the output signal of the AND circuit 404 and the operation mode signal. The OR circuit 406 outputs the logic of the AND circuits 403 and 405 to the starter relay 62.

In this configuration, the AND circuit 403 enters the allowable state because the operation mode signal S ₃₀₁ is at the "L" level during the "starting mode". Therefore, if the starter switch 58 is turned ON by the driver when the engine speed is equal to or less than idle and the stop switch 59 is in the ON state (during brake operation), the starter relay 62 is turned on and the starter motor 71 is turned on. ) Is activated.

On the contrary, the AND circuit 405 is allowed during the "stop oscillation mode". Therefore, when the engine speed is equal to or less than idling and the throttle is opened while the seating switch is in the ON state (while the driver is seated in the driver's seat), the starter relay 62 conducts and the starter motor 71 is started.

In the by-starter control unit 500, the output signal from the Ne sensor 51 is input to the Ne determiner 501. The Ne determination unit 501 outputs a signal of " H " level when the engine speed is greater than or equal to the predetermined value to close the by-starter relay 64. FIG. According to this configuration, in any operation mode, the fuel can be thickened if the engine speed is higher than a predetermined value.

In the indicator control unit 600, the output signal from the Ne sensor 51 is input to the Ne determiner 601. The Ne judgment unit 601 outputs a signal of " H " level when the engine speed is less than the predetermined value. The AND circuit 602 outputs a logic of the state signal of the seating switch 54 and the output signal of the Ne determination unit 601. The AND circuit 603 outputs a logic between the output signal of the AND circuit 602 and the operation mode signal S ₃₀₁ to the standby indicator 56. The standby indicator 56 turns off when the input signal is at the "L" level, and blinks when the input signal is "H".

The ignition control unit 700 allows or prohibits the ignition operation by the ignition device 31 for each operation mode under a predetermined condition. In this ignition control unit 700, the detection signal of the vehicle speed sensor 55 is input to the travel determining unit 701. The driving determination unit 701 outputs a signal of the "H" level when it is determined that the vehicle is in the driving state based on the detection signal. The OR circuit 702 outputs the logic of the output signal of the travel determination unit 701 and the state signal of the throttle switch 52. The OR circuit 703 outputs the logic of the output signal of the OR circuit 702 and the inversion signal of the operation mode signal S ₃₀₁ to the ignition control device 61. The ignition control device 61 executes the ignition operation at predetermined timing when the input signal is at " H " level, and stops the ignition operation when at the " L " level.

According to this configuration, since the inversion signal of the operation mode signal S ₃₀₁ is at the "H" level in the start-up mode, the "H" level signal is always output from the OR circuit 703. Therefore, in the "starting mode", the ignition control device 61 always executes the ignition operation. In contrast, in the stationary starting mode, the ignition operation is executed on the condition that the vehicle is running or the throttle is open. On the contrary, the ignition operation is prohibited when it is at a stop state and the throttle is closed.

The headlight control unit 800 automatically turns on or off the headlight according to the driving state of the vehicle and the seating state of the driver for each operation mode. The status signal of the seating switch 54 is input to the non-seat continuity determining unit 801. The non-sitting continuity determining unit 801 includes a timer 801a, and outputs a signal of " H " level when the non-sitting state is detected over a predetermined time. The non-ignition continuity determining unit 802 includes a timer 802a, and outputs a signal of " H " level when the ignition OFF state continues for a predetermined time or more. The OR circuit 804 outputs the logic of the output signals of the determination units 801 and 802. The AND circuit 805 outputs the logic of the output signal of the OR circuit 804 and the operation mode signal S ₃₀₁ to the reset terminal R of the flip-flop 810.

The AND circuit 807 outputs the logic of the state signal of the throttle switch 52 and the operation mode signal S ₃₀₁ . The Ne determination unit 806 inputs an output signal of the Ne sensor 51, and outputs a signal of " H " level when the engine speed is less than a predetermined value. The AND circuit 808 outputs the logic of the inverted signal of the output signal of the Ne determination unit 806 and the operation mode signal S ₃₀₁ . The OR circuit 809 outputs the logic 809 of each AND circuit 807 and 808 to the set terminal S of the flip-flop 810. The AND circuit 811 outputs the logic 811 between the Q output of the flip-flop 810 and the state signal of the headlight switch 57, to the headlight relay 63 fh. The headlight relay 63 turns on the headlight 69 when a signal of "H" level is input and turns off when a signal of "L" level is input.

According to this configuration, the AND circuit 808 enters the allowable state because the inversion signal of the operation mode signal S ₃₀₁ is at the "H" level in the start mode. Therefore, since the flip-flop 810 is set when the engine is more than the predetermined rotational speed, the headlight is turned on when the headlight switch 57 is ON.

On the other hand, in the stop oscillation mode, since the operation mode signal S ₃₀₁ is at the "H" level, the AND circuits 805 and 807 are allowed to enter. Therefore, when the output of the OR circuit 804 is at the "H" level, the flip-flop 810 is reset and the headlamp is automatically turned off. In addition, when the throttle is opened in this stop oscillation mode, the output of the AND circuit 807 is at " H " level so that the headlamp is automatically turned on.

That is, the headlamp in the stop oscillation mode is turned off when the non-sitting state is detected over a predetermined time or when the ignition OFF state continues for a predetermined time or more, and is re-lit when the throttle is opened. According to this configuration, when the driver temporarily gets off the vehicle or when the driver is riding, the headlight can be turned off and restarted at the same time without starting the switch, even if the driver is waiting for signal or right turn.

As mentioned above, according to this invention, the following effects are achieved.

(1) Since the driver detects whether the driver is riding in the vehicle and makes the engine start only in response to the accelerator operation, the engine is automatically started only when the driver actively wants to start the engine. Can be.

(2) Under predetermined conditions (for example, immediately after the main switch is turned ON), even if the driver is not riding, the engine is started in response to an active engine start operation by the driver. The degree of freedom in relation is widened, for example, turbulence operation is possible.

(3) Since the seating switch is provided in front of the driver's seat, whether or not the driver's body is small can be reliably detected.

(4) When the engine is restarted by turning the throttle grip, the engine can be restarted within the idling range before the throttle actually starts to open. Therefore, the engine can be operated as the driver's intention even when the vehicle is stopped.

(5) Because the headlights are automatically turned off when the driver's non-sitting and engine ignition conditions continue, the headlights should be turned off without operating the switch if the vehicle is temporarily lowered or in the case of a signal or right turn standby. It can also be re-lit at the same time as the oscillation.

Claims (7)

An engine stop start control device for stopping an engine mounted on a vehicle in response to a predetermined stop condition during its operation and restarting in response to a predetermined oscillation operation during stop, Ride detection means for detecting that the driver is in the vehicle; An accelerator opening detection means for detecting that the accelerator opening has exceeded a predetermined value; A start command means for generating an engine start command on the condition that the ride of the driver is detected by the ride detection means, and the accelerator opening degree of a predetermined value or more is detected by the accelerator opening degree detection means; And an engine start means for starting the engine in response to the engine start command. The method of claim 1, The engine stop start control device, Means for starting an operating mode in which idling is permitted; A start switch means for instructing only to start the engine separately from the oscillation operation; A brake operation detecting means for detecting a brake operation; In the operation mode in which the idling is permitted, when the engine start is instructed by the start switch instructing means and the brake operation is detected by the brake operation detecting means, the engine start command irrespective of the detection result by the ride detecting means. Engine stop start control device characterized in that the generated. The method according to claim 1 or 2, The ride detection means is a seat detection means for detecting that the driver is seated in the driver's seat, And the seating detecting means detects the seat of the driver from the front of the driver's seat. The method according to any one of claims 1 to 3, And a predetermined value of the accelerator opening degree detected by the accelerator opening degree detection means is within an idle range that can maintain a closed state of the throttle moving by the accelerator operation. In a vehicle equipped with an engine stop start control device for stopping an engine in response to a predetermined stop condition during its operation and restarting in response to a predetermined start operation during stop, Relay means for controlling the feeding of the headlights, Ignition detection means for detecting an ignition state of the engine, Ride detection means for detecting whether the driver is riding; Accelerator opening degree detecting means for detecting an accelerator opening degree, And a headlight control means for interrupting the relay means based on the detection result by at least one of the ride detection means and the ignition detection means, and conducting the relay means based on the detection result by the accelerator opening degree detection means. A vehicle equipped with an engine stop start control device. The method of claim 5, And the headlight control means cuts off the relay means when the driver's non-ride state continues for a predetermined time or more. The method according to claim 5 or 6, And the headlight control means cuts off the relay means when the non-ignition state of the engine continues for a predetermined time or more.