1294481 ^ 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種發電機之控制裝置，發電機之控制方 法及機車，且尤其關於一種藉由引擎而驅動之發電機之發 電負荷之控制。 $ " 【先前技術】 先前，於藉由引擎而驅動之發電機控制裝置中，存在有 如下者，其於引擎啟動時，直至引擎不受到起動馬達之驅 • 動力而自行運轉為止，停止對電池之充電電流之輸出，並 於引擎不受起動馬達之驅動力而自行開始運轉後，使充電 電流之輸出逐漸增大（下述日本專利文獻1}。又，存在有如 下者，其於引擎加速時，以由節流閥感應器等所檢測出之 外部仍號為依據推算引擎負荷，並於特定引擎負荷中終止 電池充電狀態，且於經過特定時間後逐漸增大對引擎之發 電負荷，藉此提高引擎之加速性能（下述日本專利文獻2)。 [專利文獻1]曰本專利特開平〇9-〇〇9695號公報 ，[專利文獻2]曰本專利特開2〇〇〇-2〇1439號公報 【發明内容】 上述先别之技制裝置係於丨引擎循環中，即於自引擎爆發 灯程起直至壓縮行程為止之一系列行程中，將用以驅動發 電機之發電負荷施加於引擎中而並不特殊考慮到行程推 移。因此，存有如下問題：於引擎扭矩較小之行程中引擎 說轉速度會大幅減速，故i引擎循環中之引擎旋轉速度之變 動將會較大，導致引擎旋轉速度之加減速並不圓滑。 105996-960330.doc 1294481 本發明係鑒於上述問顳w制 门喊研製而成者，其目的在於提供一 種發電機之控制裝置，發雷嫲夕&心 ’、 設定於引擎循環中之特定眸皮二a 康 将疋時序而增減給予引擎之發電負 荷，因此可抑制於引擎循# 士 >，丨你 、 丨拏循％中之引擎旋轉速度之變動。 為解決上述技術問題，本發明之發電機之控制裝置，其 係藉由引擎而驅動之發電機之控制裝置，其特徵為包含檢 測設定於上述引擎之料循環中特定時序料之時序檢測 機構以及根據藉由上述時序檢測機構所檢測出之上述特 定時序之到達，而對上械与丨敬― 边引擎施加於上述發電機之發電負 街進行控制之發電負荷控制機構。 又’本發明之發電機之控制方法，其係藉由引擎而驅動 之發電機之控制方法，其特徵為包含檢測設定於上述引擎 之引擎循環中特定時序到達之時序檢測步驟，以及根據由 上述時序檢測步驟所檢測出之上述特定時序之到達，對上 述發電機施與上述引擎之發電負荷進行㈣之發電負荷控 制步驟。 本發明之發電機之控制裝置，其係檢測設定於引擎循環 中之特疋時序之到達’並且根據該特定時序控制施與引擎 之發電負荷者。故而’例如可將上述特定時序設定為與引 擎扭矩較小之行程—致，以限制引擎扭矩較小之行程内的 表電負荷。或者，可將上述特定時序設定為與引擎扭矩較 105996-960330.doc 1294481 大之行程一致，以增加引擎扭矩較大之行程内之發電負 荷。藉此，可控制引擎循環中引擎旋轉速度之變動。 再者，發電機可為例如永久磁石式交流發電機或者勵磁 式父流發電機。作為勵磁式交流發電機時之發電負荷之控 制，可藉由增減磁場電流，或者可藉由改變轉子及定子之 距離而實現。又，作為永久磁石式交流發電機之情形時， 可藉由使用對發電機動作所產生之發電電流輸出至電池及 其它各種電裝品進行接通/斷開控制之調節器，或者藉由改 變轉子以及定子之距離而實現。 由上述時序;)：欢測機構所檢測出之特定時序設定於引擎循 %中。於此所謂引擎循環係指為於4衝程引擎中曲柄進行2 旋轉（活塞2個來回）之期間，而於2衝程引擎中曲柄進行^走 轉（活塞1個來回）之期間。繼而，上述特定時序，例如既可 設定為爆發行程開始時，亦可設定為自爆發行程開始時經 過特定時間後之時刻。或者，亦可設定為爆發行程開始前。 又，亦可將複數時序設定於丨引擎循環中。特定時序之檢測 例如可藉由檢測曲柄角，檢測進氣管壓力，或檢測凸輪角 等而實現。 對於引擎之發電負狀控制係可根據上述特冑時序之到 達而執行者。於此上述發電負荷之控制既可於上述特定時 序到達之同時增加或者減少上述發電負荷，亦可於自上述 特定時序之到達經過特定時間後之時刻上增加或者減少上 述發電負荷。 於本發明之一態樣中，上述特定時序以上述引擎之引擎 105996-960330.doc 1294481 循環中扭矩變動為依據而設定。例如可將上述特定時序設 定為與引擎扭矩較小之行程-致，而限制於引擎扭矩較: 之行程内的發電負荷。又，亦可將上述特定時序設定為與 引擎扭矩較大之行程一致，故而亦可增加引擎扭矩較大之 行程内的發電負荷。藉此可抑制引擎之丨循環中之引擎旋轉 速度之變動。爆發行程（旋轉速度將會上升）中扭矩較大，而 其它行程（旋轉速度降低）中則扭矩較小。為此，上述扭矩之 變動，例如亦可基於引擎行程進行判斷。又，可基於引擎 旋轉速度之增減進行判斷。如以此方式，則可考慮引擎扭 矩變動，而壻減給予引擎之發電負荷，故可有效對引擎施 加發電負荷。 於本發明之-態樣中，上述發電負荷控制手段根據上述 特定時序之到達，於上述引擎之丨引擎循環内，使上述發電 機對上述引擎之發電負荷增加至特定發電負荷為止，其 後，使上述發電機對上述引擎之發電負荷減少，而上述發 電機進而包含增加或者減少上述特定時間之時間增減機 構。 根據此態樣，可隨時間之經過而增加或者減少對引擎施 加特定發電負荷之上述特定時間^為此，例如於啟動時或 者加速時引擎旋轉速度較慢之階段中，可將施加於上述特 定發電負荷之特定時間設為較短，而於自引擎啟動或者加 速開始隨時間經過，引擎旋轉速度不斷變快之階段中，可 將特定時間設為較長等》其結果，可於引擎旋轉速度較慢 之階段中，使引擎扭矩詩引擎旋轉速度之加速上之比例 105996-960330.doc -10- 1294481 4乓夕，故而可使引擎旋轉速度平 伽1 疋厌十禚上升。於此特定時間 如既可直接設定2 msec、3 msec蓉b主pq . ,Λ〇^ mSeC專時間，亦可藉由20〇、 0 4曲柄相位變化而設定。1294481 ^ IX. The invention relates to a control device for a generator, a control method for a generator and a locomotive, and more particularly to a control of a power generation load of a generator driven by an engine . $ " [Prior Art] Previously, in the generator control device driven by the engine, there was a case where the engine was started until the engine was operated without being driven by the starter motor. The output of the charging current of the battery is gradually increased after the engine is started without being driven by the driving force of the starting motor (Japanese Patent Laid-Open Publication No. 1). Further, there is the following: During acceleration, the engine load is estimated based on the external still number detected by the throttle sensor, etc., and the battery charging state is terminated in a specific engine load, and the power generation load on the engine is gradually increased after a certain period of time. In this way, the acceleration performance of the engine is improved (Japanese Patent Document 2). [Patent Document 1] Japanese Patent Laid-Open Publication No. Hei 9-〇〇9695, [Patent Document 2] 〇24391 SUMMARY OF THE INVENTION The above-mentioned prior art device is in the engine cycle, that is, in one series of strokes from the engine bursting to the compression stroke, The power generation load for driving the generator is applied to the engine without special consideration for the stroke. Therefore, there is a problem that the engine speed is greatly decelerated during the stroke with less engine torque, so the engine in the i engine cycle The variation of the rotation speed will be large, and the acceleration and deceleration of the engine rotation speed will not be smooth. 105996-960330.doc 1294481 The present invention has been developed in view of the above-mentioned problem, and aims to provide a generator. The control device, the thunder and the heart, the specific mink set in the engine cycle will increase or decrease the timing to give the engine the power generation load, so it can be suppressed to the engine. In order to solve the above technical problem, the control device for the generator of the present invention is a control device for a generator driven by an engine, characterized in that the detection is set to the engine. a timing detecting mechanism for a specific timing material in the material cycle and the arrival of the specific timing detected by the timing detecting mechanism And the 丨 ― - the power generation load control mechanism that the side engine is applied to the power generation negative street of the generator. The control method of the generator of the present invention is a control method of the generator driven by the engine, The method includes the following steps: detecting a timing detection step set in a specific timing of an engine cycle set in the engine, and performing a power generation load on the generator on the generator according to the arrival of the specific timing detected by the timing detection step (4) Power generation load control step. The control device for the generator of the present invention detects the arrival of the characteristic timing set in the engine cycle and controls the power generation load of the engine according to the specific timing. Therefore, for example, the above The specific timing is set to be the stroke with less engine torque to limit the meter load during the stroke with less engine torque. Alternatively, the above specific timing can be set to coincide with the engine torque greater than 105996-960330.doc 1294481 to increase the load on the engine with a larger engine torque. Thereby, the variation of the engine rotation speed in the engine cycle can be controlled. Furthermore, the generator can be, for example, a permanent magnet alternator or an exciter parent generator. The control of the power generation load in the case of an excitation type alternator can be achieved by increasing or decreasing the field current or by changing the distance between the rotor and the stator. Further, in the case of a permanent magnet type alternator, it is possible to change the power generation current generated by the operation of the generator to the battery and other various electrical components for on/off control, or by changing It is realized by the distance between the rotor and the stator. From the above timing;): The specific timing detected by the entertainment mechanism is set in the engine cycle %. The term "engine cycle" as used herein refers to a period in which the crank is rotated 2 times (two strokes of the piston) in the 4-stroke engine, and during the cranking in the 2-stroke engine (the piston is 1 back and forth). Then, the specific timing may be set, for example, at the start of the bursting stroke, or may be set to a timing after a certain time elapses from the start of the bursting trip. Alternatively, it can be set before the start of the burst trip. Also, the complex timing can be set in the engine cycle. The detection of the specific timing can be realized, for example, by detecting the crank angle, detecting the intake pipe pressure, or detecting the cam angle. The power generation negative control system for the engine can be executed according to the arrival of the above-mentioned characteristic timing. The control of the above-described power generation load may increase or decrease the power generation load at the same time as the specific timing is reached, or may increase or decrease the power generation load at a time after a certain time has elapsed since the arrival of the specific timing. In one aspect of the invention, the particular timing is set based on the torque variation in the engine engine 105996-960330.doc 1294481 cycle. For example, the specific timing described above can be set to a stroke that is less than the engine torque, and is limited to the power generation load within the stroke of the engine torque. Further, the specific timing can be set to match the stroke of the engine torque, so that the power generation load in the stroke with a large engine torque can be increased. This suppresses variations in engine rotation speed in the engine cycle. The torque is larger in the burst stroke (the rotation speed will rise), and the torque is smaller in the other strokes (reduced rotation speed). For this reason, the above-described torque variation can be judged based on, for example, the engine stroke. Further, it can be judged based on the increase or decrease of the engine rotation speed. In this way, the engine torque variation can be considered, and the power generation load given to the engine can be reduced, so that the power generation load can be effectively applied to the engine. In the aspect of the invention, the power generation load control means increases the power generation load of the engine to the specific power generation load in the engine cycle of the engine based on the arrival of the specific timing, and thereafter, The generator generates a power generation load on the engine, and the generator further includes a time increase/decrease mechanism that increases or decreases the specific time. According to this aspect, the specific time for applying a specific power generation load to the engine may be increased or decreased over time. For this purpose, for example, during the startup or during the slower engine rotation speed, the specificity may be applied to the above-mentioned specific The specific time of the power generation load is set to be shorter, and the engine can be rotated at the engine speed when the engine starts or accelerates over time, and the engine rotation speed becomes faster. In the slower phase, the engine torque poetry engine rotation speed is accelerated by the ratio of 105996-960330.doc -10- 1294481 4, so that the engine rotation speed can be increased by one. At this specific time, if you can directly set 2 msec, 3 msec, the main pq., Λ〇^mSeC time, or by 20〇, 0 4 crank phase change.
又、’於本發明之-態樣中，進而包含敎與上述引擎相 關之溫度之溫度測定機構，而上述時間增減機構於使上述 特定時間依次增加之情料，基於由上述溫度敎機構而 冽定之溫度決定隨上述特定時間之時間經過而增加之比 例。根據該態樣，由於基於溫度而決定各引擎循環中隨著 特定發電負荷施加於引擎之時間經過而增加之比例，故而 可根據引擎相關之溫度控制發電負荷。為此，例如可於低 溫時使特定發電負荷施加於引擎之特定時間緩慢增加，反 之於高溫時可使其快速增加。其結果，可於低溫時，於長 於高溫時之期間内使引擎扭矩用於引擎旋轉速度之增加。 於此，上述引擎相關之溫度既可為引擎本身之溫度，亦可 為引擎之冷卻水溫度。又，亦可為引擎機油之溫度。 又，本發明之一態樣中，上述發電負荷控制機構藉由使 上述發電機為發電狀態或者非發電狀態，而控制發電機給 予上述引擎之發電負荷。根據該態樣，於發電機處於非發 電狀恶之情形時’可使給予引擎之發電負荷為零。藉此， 於非發電狀態時可更有效增加引擎旋轉速度而不致降低來 自發電之引擎扭矩。 於此，於使用勵磁石發電機作為上述發電機之情形時， 可藉由接通/斷開控制磁場電流等，將發電機之動作狀態設 為發電狀態、非發電狀態。又，於使用磁石式發電機作為 105996-960330.doc -11 - 1294481 上述發電機之情形時，可藉由使用對由發電機之動作而產 生之發電電流輸出至電池其它各種電裝品之處理進行接通 :斷開控制之調節器等’而將發電機之動作狀態設為發電狀 B、非發電狀態。 ^於本發明之一態樣中，作動上述發電機之引擎為單 汽知引擎。單汽w丨擎巾，於H丨擎循環巾之5丨擎旋轉速度 之變動特別大。為此，於根據引擎循環中特定時序之到達 控:對引擎之發電負荷，並抑制引擎循環中引擎旋轉速度 之變動時，使用單汽缸引擎作為驅動發電機之引擎，較之 使用多汽缸引擎之情形，較為合適。 又本毛明之'嗤樣之特徵在於，進而包含檢測上述引 擎啟動開始時之啟動開始時間檢測機構，且上述發電負荷 ::機構’於藉由上述啟動開始時檢測機構所檢測之上述 引擎之啟動開始時，開始控制上述發電機對上述引擎之發 電負荷。於引擎啟動時，因作用於曲柄之慣性力較小，故 =於1引擎循環中之扭矩變動，即引擎旋轉速度之變動㈣ :為此，於引擎啟動時’根據引擎循環中之特定時序之 ^達而控制發電負荷，較之通常行歇時控制發電負荷之情 :’可更加有效發揮所謂抑制引擎旋轉速度之變動之功 ;::Γ提高引擎之啟動性。再者’引擎之啟動開始時 二=，既可檢測出使主鍵接通操作時刻作為引擎之啟 =，亦可檢測出引擎開始旋轉之時刻作為引擎之啟 2始時。又’亦可設為檢測出引擎旋轉數超過特定值之 夺4作為引擎之啟動開始時。 105996-960330.doc 1294481 又，本發明之一態樣之特徵在於，進而包含檢測上述引 "啟動束時之啟動結束時檢測機構，且上述發電負荷 控制機構，於藉由上述啟動結束時檢測機構所檢測之上述 引擎之啟動結束時，結束對上述發電機給予上述引擎之發 電負何進行控制。根據此態樣，於對於引擎之發電負荷之 栓制中，引擎之啟動將結束，故引擎可發揮充分扭矩之情 形時，可停止對於引擎之發電負荷之控制，而於早期開始 通常發電。例如，引擎於控制對於引擎之發電負荷中達到 完全爆發，故可發揮充分扭矩之情形時，可藉由結束對於 引擎之發電負荷之控制，而防止電池充電量極端降低。再 者，啟動結束時檢測機構既可檢測出發電機給予引擎之發 電負荷與通常發電時相等之時刻作為引擎之啟動結束時， 亦可檢測引擎之完全爆發，並檢測出該時刻作為引擎之啟 動結束時。 又本發明之機車係搭載有上述發電機之控制裝置者。 與汽車等相比較，機車因引擎旋轉速度之變動而引起之引 擎振動將更易於傳遞至搭乘者。根據包含本發明之上述發 電私；之控制表置之機車，由於發電機之動作所引起之引擎 方疋轉速度之變動得到抑制，故而可提高搭乘者之乘坐感 覺。尤其於小型機車中，因車輛重量較小，引擎之振動易 於傳遞至搭乘者。為此，尤其合適的是，於小型機車中具 有上述發電機之控制裝置。 【實施方式】 以下，以圖面為依據對本發明之一實施態樣加以詳細說 105996-960330.doc •13- J294481 * 明。 八回係本I明之—實施態樣之機車之整體結構圖。該圖所 晉。Γ車中包合本發明之—實施態樣之發電機之控制裝 體包S車體前部A以及車體後部B，車體前部A以及 車體後部靖以構成該車體骨架之車架49以及底 而連接。Further, in the aspect of the invention, the temperature measuring means for the temperature associated with the engine is further included, and the time increasing and decreasing means sequentially increases the specific time, based on the temperature 敎 mechanism. The temperature of the determination determines the proportion that increases with the passage of the specific time mentioned above. According to this aspect, since the ratio of the increase in the time during which the specific power generation load is applied to the engine in each engine cycle is determined based on the temperature, the power generation load can be controlled in accordance with the temperature of the engine. For this reason, for example, a specific power generation load can be slowly increased at a specific time when the engine is applied to the engine at a low temperature, and it can be rapidly increased at a high temperature. As a result, the engine torque can be used for an increase in the engine rotation speed at a low temperature and during a period of time higher than the high temperature. Here, the temperature associated with the engine may be the temperature of the engine itself or the cooling water temperature of the engine. Also, it can be the temperature of the engine oil. Further, in one aspect of the invention, the power generation load control means controls the power generation load given to the engine by the generator by causing the power generator to be in a power generation state or a non-power generation state. According to this aspect, the power generation load given to the engine can be zero when the generator is in a non-electrical state. Thereby, the engine rotation speed can be more effectively increased in the non-power generation state without lowering the engine torque from the power generation. Here, when a field magnet generator is used as the generator, the operating state of the generator can be set to a power generation state or a non-power generation state by turning on/off the control field current or the like. Moreover, when a magnet type generator is used as the above-mentioned generator of 105996-960330.doc -11 - 1294481, it can be output to other various electrical components of the battery by using the generated current generated by the action of the generator. Turn on: Turn off the control regulator, etc., and set the operating state of the generator to the power generation state B and the non-power generation state. In one aspect of the invention, the engine that operates the generator is a single steam engine. The single steam w 丨 巾 , , , , 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨 丨To this end, in accordance with the arrival of a specific sequence in the engine cycle: the engine's power generation load, and suppress the engine rotation speed changes in the engine cycle, the use of a single-cylinder engine as the engine to drive the generator, compared to the use of multi-cylinder engines The situation is more appropriate. Further, the present invention is characterized in that it further includes a detection start time detecting means for detecting the start of the engine start, and the power generation load: the mechanism 'starting the engine detected by the start detecting means at the start of the start At the beginning, the control of the generator's power generation load on the engine is started. When the engine is started, the inertia force acting on the crank is small, so the torque variation in the 1 engine cycle, that is, the change of the engine rotation speed (4): for this reason, according to the specific timing in the engine cycle when the engine is started ^To control the power generation load, compared with the usual control of the power generation load: 'It can more effectively play the so-called suppression of the change of the engine rotation speed;:: Improve the engine's startability. Furthermore, when the start of the engine is started, the second time can be detected as the start of the engine when the primary key is turned on, and the time when the engine starts to rotate can be detected as the start of the engine. Further, it is also possible to detect that the number of engine revolutions exceeds a certain value as the start of the engine start. 105996-960330.doc 1294481 Further, an aspect of the present invention is characterized by further comprising: detecting a detection mechanism at the end of the start when the start beam is detected, and the power generation load control mechanism is detected by the start of the start When the startup of the engine detected by the mechanism is completed, the control of the power generation of the engine by the generator is ended. According to this aspect, in the case of the engine power generation load, the start of the engine is ended, so that the engine can exert sufficient torque, the control of the engine's power generation load can be stopped, and the power generation is usually started at an early stage. For example, when the engine reaches a complete explosion in the power generation load of the engine, it is possible to prevent the battery charge amount from being extremely lowered by ending the control of the power generation load of the engine when sufficient torque is exerted. Furthermore, at the end of the startup, the detecting means can detect that the power generation load given by the generator to the engine is equal to the time when the power is normally generated. When the engine is started, the engine can be detected to be completely erupted, and the time is detected as the start of the engine. Time. Further, the locomotive of the present invention is equipped with a control device for the above-described generator. Compared with cars and the like, the locomotive vibration caused by the change of the engine's rotational speed will be more easily transmitted to the rider. According to the locomotive including the above-described control unit of the present invention, since the fluctuation of the engine speed due to the operation of the generator is suppressed, the rider's ride feeling can be improved. Especially in small locomotives, the vibration of the engine is easily transmitted to the rider because of the small weight of the vehicle. For this reason, it is particularly suitable to have a control device for the above generator in a small locomotive. [Embodiment] Hereinafter, an embodiment of the present invention will be described in detail based on the drawings. 105996-960330.doc • 13- J294481 * Ming. Eight times is the overall structure of the locomotive of this embodiment. The picture is promoted. The vehicle includes the control package of the generator of the present invention, the front part A of the vehicle body and the rear part B of the vehicle body, the front part A of the vehicle body and the rear part of the vehicle body to constitute the vehicle body skeleton. The frame 49 and the bottom are connected.
山車體⑴A構成為包含：前叉53，其安裝於該車架之前 端部且可操縱方向；前輪51，其軸支於該前叉53下端部； 以及操縱方向用之握把47，其受到前叉犯端部之支持。 車體後部轉成為包含：„39,其延伸於車體前後方向 ^且=其後部側可上下搖動之方式，將其前部側軸支於車 木49則後方向上之中途部；後輪37，其安裝於該後臂μ可 搖動之後端部；懸掛裝置41，其架設於車架49之後端部以 及後臂39之可搖動之後端部；以及驅動單元48，其配置於 座位45下方且受到後臂39以及車架的之支持。 驅動單元4 8構成為包含：4衝程單汽缸引擎2，其於配置 於座位前部下方處；自動變速機構，其藉以自動離合器而 將引擎驅動力傳動至後輪；散熱器43，其配置於座位中央 部下方處；發電機（未圖示）等之各種電裝裝置，其同樣配置 於座位中央部之下方處；以及控制裝置C。 圖2係適用本申請發明之一實施態樣之控制裝置之發電 控制系統之整體構成圖。又，圖3係引擎2之一部分剖面圖。 該發電控制系統構成為包含引擎2，藉由該引擎2而驅動之 永久磁石式交流發電機3，以及對藉由發電機3之動作而產 105996-960330.doc -14- 1294481 - ^ 生之發電電流進行充電之電池5以及控制裝置C。控制裝置 C構成為包含：以微處理器為中心而構成之引擎控制單元 (ECU)l，調節器4,曲柄角檢測感應器7,進氣管壓力檢測 感應器8 ’水溫感應器u ’節流閥開度檢測感應器9。該發 電控制系統進而構成為包含：於啟動時使引擎旋轉之起動 馬達6，對引擎2喷射燃料之噴射器1〇。 引擎2包含曲柄箱17以及與曲柄箱17連通之汽缸18，並於 曲柄箱17中，以曲軸16受到軸支且可旋轉之方式收納有曲 • 柄14。而於汽缸18中收納有活塞21。再者，圖2中表示有以 垂直於曲軸16且平行於汽缸軸之面切開引擎2之概略剖面 圖。又，圖3中表示有以平行於曲轴16且平行於汽缸軸之面 切開引擎2之詳細剖面圖。 於引擎2中，連接有進氣管24以及排氣管26，且可與均設 於活塞21上部之燃燒室相連通。於進氣管24之中途部安裝 有噴射器10，貯藏於燃料槽12中之燃料藉由燃料泵13而得 ，到吸取，並藉由喷射器10而喷射至進氣管24内。於汽缸18 之頭部中，以放電部位於汽缸18内之燃料室内位置之方式 安裝有點火塞22。 於引擎2啟動時，藉由起動馬達6而強制曲柄14旋轉驅 動，並且於進氣管24導入有空氣23。於進氣管24中亦藉由 噴射器10導入有燃料。如此般，可使汽缸18之燃料室内導 入有混合氣體。該混合氣體藉由點火塞22之放電而燃燒， 該燃燒氣體作為排氣27通過排氣管26而排出。藉由汽缸18 内之燃燒而於活塞21中添加有如圖中朝下之力，該力藉由 105996-960330.doc •15- 1294481 連=19而傳遞至曲柄14，轉換為旋轉驅動力。進而曲柄Μ 之疑轉驅動力藉以變速機構等而傳遞至機車後輪”等，故 可使該機車行駛。 “機3如圖3所示，設置於與曲柄14相同之軸上。活塞 21及曲柄14藉由連桿19而相連接，並藉由活塞21之上下: 作而圍、、兀軸心旋轉。藉由曲柄14之旋轉驅動，發電機3之轉 子29將圍繞軸心旋轉，故而發電機將於定子28處產生電動 勢。The mountain body (1) A is configured to include: a front fork 53, which is mounted at a front end of the frame and steerable; a front wheel 51 pivotally supported at a lower end of the front fork 53; and a handle 47 for steering direction Supported by the front fork. The rear part of the vehicle body is rotated to include: „39, which extends in the front-rear direction of the vehicle body and=the rear side thereof can be rocked up and down, and the front side axle is supported on the vehicle wood 49 and then in the middle direction; the rear wheel 37 Mounted on the rear end of the rear arm μ that can be rocked; the suspension device 41 is mounted on the rear end of the frame 49 and the swingable rear end of the rear arm 39; and the drive unit 48 is disposed under the seat 45 and Supported by the rear arm 39 and the frame. The driving unit 48 is configured to include a 4-stroke single-cylinder engine 2 disposed at a lower portion of the front portion of the seat, and an automatic shifting mechanism for driving the engine driving force by an automatic clutch The rear radiator; the radiator 43 is disposed below the center portion of the seat; and various electrical equipment such as a generator (not shown) are disposed in the lower portion of the center of the seat; and the control device C. An overall configuration diagram of a power generation control system to which a control device according to an embodiment of the present invention is applied. In addition, FIG. 3 is a partial cross-sectional view of the engine 2. The power generation control system is configured to include an engine 2 driven by the engine 2 The permanent magnet type alternator 3 and the battery 5 for charging the generated current of 105996-960330.doc -14-1294481 - ^ by the operation of the generator 3 and the control device C. The control device C is configured as Including: Microprocessor-centered engine control unit (ECU) 1, regulator 4, crank angle detection sensor 7, intake pipe pressure detection sensor 8 'water temperature sensor u 'throttle opening The detection sensor 9. The power generation control system is further configured to include a starter motor 6 that rotates the engine at the time of startup, and an injector 1 that injects fuel to the engine 2. The engine 2 includes a crankcase 17 and a cylinder that communicates with the crankcase 17. 18, in the crankcase 17, the crankshaft 16 is rotatably received by the crankshaft 16 and the crank handle 14 is accommodated. The piston 18 is housed in the cylinder 18. Further, in Fig. 2, it is shown perpendicular to the crankshaft 16. And a schematic cross-sectional view of the engine 2 is cut parallel to the face of the cylinder shaft. Further, FIG. 3 shows a detailed cross-sectional view of the engine 2 cut parallel to the crankshaft 16 and parallel to the cylinder axis. In the engine 2, the connection is advanced. a gas pipe 24 and an exhaust pipe 26, and The fuel can be connected to the combustion chamber which is disposed in the upper portion of the piston 21. The injector 10 is installed in the middle of the intake pipe 24, and the fuel stored in the fuel tank 12 is obtained by the fuel pump 13 to be sucked up. The injector 10 is injected into the intake pipe 24. In the head of the cylinder 18, the ignition plug 22 is mounted such that the discharge portion is located in the fuel chamber in the cylinder 18. When the engine 2 is started, the starter motor 6 is activated. The forced crank 14 is rotationally driven, and air 23 is introduced into the intake pipe 24. The fuel is also introduced into the intake pipe 24 by the injector 10. Thus, the mixed gas can be introduced into the fuel chamber of the cylinder 18. The mixed gas is combusted by the discharge of the ignition plug 22, and the combustion gas is discharged as the exhaust gas 27 through the exhaust pipe 26. By the combustion in the cylinder 18, a downward force as shown in the figure is added to the piston 21, and the force is transmitted to the crank 14 by 105996-960330.doc • 15-1294481 = 19, and is converted into a rotational driving force. Further, the crank driving force is transmitted to the rear wheel of the locomotive or the like by the shifting mechanism or the like, so that the locomotive can be driven. "The machine 3 is provided on the same shaft as the crank 14 as shown in FIG. The piston 21 and the crank 14 are connected by a connecting rod 19, and are rotated by the upper and lower sides of the piston 21. Driven by the rotation of the crank 14, the rotor 29 of the generator 3 will rotate about the axis, so that the generator will generate an electromotive force at the stator 28.
_郎器4具備有藉由發電機3之動作而將交流之發電電流 =⑽為直流電流之整流電路，以及使上述直流電流之電壓 平穩化之定電壓電路。調節器4，尤其於自ECU1輸入有發 電切斷#唬之期間，將藉由發電機之動作而產生之發電電 流之輸出斷開。該期間中發電機3處於非發電狀態，即處於 奄電機之線圈中未流經有發電電流之狀態，因而對引擎2並 不施加發電負荷。另一方面，於調節器4中並未輸入有發電 切斷信號之期間中，將藉由發電機3之動作而產生之發電電 流之輸出接通。該期間中，發電機3處於發電狀態，即處於 藉由發電機3之動作發電電流流入發電機3線圈之狀態，故 而對引擎2施加發電負荷。如此般，根據有無輸入發電切斷 信號’發電機3過渡於發電狀態以及非發電狀態之兩種狀 恶’由此控制對引擎2之發電負荷。 又’調節器4中所包含之定電壓電路監測電池電壓，並當 電、池電壓達到特定值以上之情形時，停止對電池供給藉由 ♦電機3之驅動所產生之發電電流，故可防止電池過度充 105996-960330.doc -16- 1294481 電。 再者’於發電機3中，亦可使用勵磁式發電機。於該情形 時’可使用以自ECU1所輸入之控制信號為依據，控制磁場 電流之眾所周知之調節器。 於ECU1中’連接有曲柄角檢測感應器7、將進氣管壓力 信號輸出至ECU1之進氣管壓力檢測感應器8、水溫感應器 11 ’以及上述調節器4，並且為監測電池5之電池電壓而亦 可連接至電池5。 曲柄角檢測感應器7係檢測曲柄14之旋轉角（旋轉相位）之 感應器。與曲柄14同步旋轉之發電機3之轉子29之外周面， 沿著其周邊，於圓周方向上分開形成有複數個轉子突起部 15 ’曲柄角檢測感應器7以對向於轉子29之外周面之方式固 定於曲柄箱17側。繼而，可藉由轉子29之旋轉，而使轉子 突起部15依次位於曲柄角檢測感應器7之正面。即，複數個 轉子突起部15可設為旋轉移動於共通之圓形軌道上。繼 而，曲柄角檢測感應器7於任一轉子突起部15正面到來之情 形時’可將表示該情形之曲柄脈衝信號供給至Ecu 1。ECU 1 可以該曲柄脈衝信號為依據判斷曲柄角。 即，如圖5所示，於轉子29之外周面上，於圓周方向上以 12等分而成之12個位置中U個位置處形成有轉子突起部 15，而於剩餘1個位置處並未形成有轉子突起部15。於圖$ 中於轉子突起部15附近所出現之編號係識別上述12個位置 之編號，並對應於曲柄角。即，引擎之活塞21位於上死點 時，以位於曲柄角檢測感應器7之正面之轉子突起部1 $之編 105996-960330.doc -17· .1294481 # 號為零之方式設定編號。編號η對應於曲柄角為（30xn)之度 數。於編號5之位置上並未形成有轉子突起部15，於此處將 其稱為轉子突起部非形成位置。曲柄角檢測感應器7含有拾 取線圈、纏繞有該線圈之鐵心及磁石。繼而，通過曲柄角 檢測感應器7之鐵心之磁通量，因包含鐵之轉子突起部15之 到達而產生變化，與該磁通量之變化同步於拾取線圈處產 生電動勢。曲柄角檢測感應器7將依據該電動勢之曲柄脈衝 信號輸出至ECU 1。即，曲柄角檢測感應器7構成為對應於 隹編號0至4,以及編號之轉子突起部15可以位於曲柄角 感應器7正面位置之時序進行接通，並將以其以外之時序斷 開之信號輸出至ECU1。 進氣管壓力檢測感應器8連接於進氣管24，並將表示進氣 管24内壓力之進氣管壓力信號輸出至ECU1。ECU1以進氣 管壓力信號為依據檢測進氣管内壓力。水溫感應器丨丨，設 於位於汽缸1 8頭部周圍之冷卻水流路20中，並將冷卻水之 溫度情報輸出至ECU1。 於此，就ECU1之功能加以說明。圖4係功能性表示ECU1 構成之方塊圖。於此，以ECU1中所包含之功能中與本發明 相關者為中心加以表示。ECU1構成為包含引擎旋轉速度檢 測部31 ’時序檢測部32，溫度獲得部33，發電時間增減部 34，電池電壓檢測部35及發電負荷控制部36。又，於此仍 中如上所述，連接有曲柄角檢測感應器7，進氣管壓力檢測 感應器8，水溫感應器11，電池5，調節器4以及主鍵3〇。自 主鍵30至機車中插入有鍵，因此表示由駕車者指示引擎啟 105996-960330.doc -18 - J294481 動之信號可輸出至ECU 1。 時序檢測部32係檢測μ擎循環中所 到達者。具體而言，以自曲柄…丨“之特疋時序之 θ曲抦角檢測感應器7所輪 脈，信號及自進氣管壓力檢測感應輸人之進氣管^ ::號為依據’檢測引擎循環中所設定之特定時 _ 擎爆發仃程所開始之時序，或者燋菸 行程結束後#氣行程所開始 2 、又 驟、全士 > 士― 亦可為設於各步The _lang device 4 is provided with a rectifying circuit that converts the alternating current generating current = (10) into a direct current by the operation of the generator 3, and a constant voltage circuit that smoothes the voltage of the direct current. The regulator 4, in particular, disconnects the output of the generated current generated by the operation of the generator during the period when the power-off #唬 is input from the ECU 1. During this period, the generator 3 is in a non-power generating state, that is, a state in which the generated current is not flowing through the coil of the neon motor, and thus no load is applied to the engine 2. On the other hand, in the period in which the power generation cutoff signal is not input to the regulator 4, the output of the power generation current generated by the operation of the power generator 3 is turned on. During this period, the generator 3 is in a power generating state, i.e., in a state where a current is generated by the operation of the generator 3 and flows into the coil of the generator 3, so that a power generation load is applied to the engine 2. In this manner, the power generation load on the engine 2 is controlled in accordance with the presence or absence of the input power generation cutoff signal 'the generator 3 transitions between the power generation state and the non-power generation state'. Moreover, the constant voltage circuit included in the regulator 4 monitors the battery voltage, and when the voltage of the battery or the battery reaches a certain value or more, the supply of the generated current generated by the driving of the motor 3 is stopped, so that it can be prevented. The battery is overcharged 105996-960330.doc -16-1294481. Furthermore, in the generator 3, an excitation generator can also be used. In this case, a well-known regulator that controls the magnetic field current based on the control signal input from the ECU 1 can be used. In the ECU 1, 'the crank angle detecting sensor 7 is connected, the intake pipe pressure signal is output to the intake pipe pressure detecting sensor 8 of the ECU 1, the water temperature sensor 11', and the above-mentioned regulator 4, and is the monitoring battery 5 The battery voltage can also be connected to the battery 5. The crank angle detecting sensor 7 is an inductor that detects the rotation angle (rotational phase) of the crank 14. The outer peripheral surface of the rotor 29 of the generator 3, which rotates in synchronization with the crank 14, is formed with a plurality of rotor projections 15' in the circumferential direction along the periphery thereof, and the crank angle detecting sensor 7 is opposed to the outer peripheral surface of the rotor 29. The manner is fixed to the side of the crankcase 17. Then, the rotor projections 15 are sequentially positioned on the front side of the crank angle detecting sensor 7 by the rotation of the rotor 29. That is, the plurality of rotor projections 15 can be rotationally moved on a common circular orbit. Then, the crank angle detecting sensor 7 can supply the crank pulse signal indicating the situation to the Ecu 1 when the front surface of any of the rotor projections 15 comes. The ECU 1 can determine the crank angle based on the crank pulse signal. That is, as shown in Fig. 5, on the outer circumferential surface of the rotor 29, the rotor projections 15 are formed at U positions of 12 positions which are equally divided into 12 in the circumferential direction, and are at the remaining one position. The rotor protrusion 15 is not formed. The number appearing in the vicinity of the rotor projection 15 in Fig. $ identifies the number of the above 12 positions and corresponds to the crank angle. That is, when the piston 21 of the engine is at the top dead center, the number is set such that the rotor projection portion 1 of the crank angle detecting sensor 7 is 105996-960330.doc -17.1294481 # is zero. The number η corresponds to the degree of the crank angle of (30xn). The rotor projection 15 is not formed at the position of No. 5, and is referred to herein as a rotor projection non-forming position. The crank angle detecting sensor 7 includes a pickup coil, a core around which the coil is wound, and a magnet. Then, the magnetic flux of the core of the inductor 7 is detected by the crank angle, and changes occur due to the arrival of the rotor portion 15 including the iron, and the electromotive force is generated in synchronization with the change of the magnetic flux at the pickup coil. The crank angle detecting sensor 7 outputs a crank pulse signal according to the electromotive force to the ECU 1. That is, the crank angle detecting sensor 7 is configured to correspond to the numbers 0 to 4, and the numbered rotor protrusions 15 can be turned on at the timing of the front position of the crank angle sensor 7, and will be disconnected at other timings. The signal is output to ECU1. The intake pipe pressure detecting sensor 8 is connected to the intake pipe 24, and outputs an intake pipe pressure signal indicating the pressure in the intake pipe 24 to the ECU 1. The ECU 1 detects the pressure in the intake pipe based on the intake pipe pressure signal. The water temperature sensor 丨丨 is disposed in the cooling water flow path 20 around the head of the cylinder 18, and outputs the temperature information of the cooling water to the ECU 1. Here, the function of the ECU 1 will be described. Fig. 4 is a block diagram showing the structure of the ECU 1 in a functional manner. Here, among the functions included in the ECU 1, the person concerned with the present invention is mainly shown. The ECU 1 is configured to include an engine rotation speed detecting unit 31' timing detecting unit 32, a temperature obtaining unit 33, a power generation time increasing/decreasing unit 34, a battery voltage detecting unit 35, and a power generation load control unit 36. Further, as described above, the crank angle detecting sensor 7, the intake pipe pressure detecting sensor 8, the water temperature sensor 11, the battery 5, the regulator 4, and the main key 3 are connected. A key is inserted from the primary key 30 to the locomotive, so that it is indicated by the driver that the engine is activated and can be output to the ECU 1 by a signal of 105996-960330.doc -18 - J294481. The timing detecting unit 32 detects the person arriving in the μ engine cycle. Specifically, the pulse of the sensor 7 is detected by the θ 抦 angle of the crankshaft, which is the characteristic of the crank, and the signal and the intake pipe of the intake pipe are detected as the basis of the intake pipe. The specific time set in the engine cycle _ the timing of the start of the blast process, or the end of the smoky stroke # gas stroke start 2, and then, the full 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士
” 時序。於此，特定時序設為曲柄角為0度之時序， 即活塞2i到達上死點之時序。該時序係引擎2之扭矩開始上 升之時序，且其係依據引擎扭矩之變動而決定者。 就本實施態樣中特定時序之檢測，以圖6為依據進而加以 具體說明。時序檢測部32，首先監測曲柄脈衝信號之脈衝 間隔，並當該脈衝間隔大於臨限值之情形時，將表示曲柄 角之上述編號（以下稱為曲柄角編號。）設置為5。並且，其 一人於產生脈衝之情形時，使曲柄角編號增加至6，隨後每當 產生脈衝時以一個為單位增加曲柄角編號。並且，當曲柄 角編號增加至11時，於其後產生脈衝之時序中將曲柄角編 號设置為〇。其後，每當再次產生脈衝時以一個為單位增加 曲柄角編號。繼而，當脈衝間隔變得再次大於臨限值之情 形時’將曲柄角編號設置為5。如此般，以曲柄脈衝信號為 依據獲得表示當前曲柄角之曲柄角編號。 時序檢測部32以自進氣管壓力檢測感應器8所送至之進 氣管壓力信號為依據獲得進氣管内壓力，並基於進氣管内 壓力以及曲柄角編號，獲得表示引擎2當前進行何種行程動 105996-960330.doc -19- 1294481 * 作之引擎行程編號。引擎行程編號為〇至23之整數，例如〇 表=爆發订紅之開始時序。因引擎2係4衝程引擎，故而例 如獲得二號柄軸角編號之時序相當於爆發行程或者進氣行 2中任H此’當獲得曲柄角編號時’將會獲得進氣 管壓力及其變動，並將與事先獲得其之各行程相對應之進 氣管壓力及其變動加以比較，判別該曲柄角編號相當於何 者之行程。日夺序檢測部32於檢測出特定引擎行程編號（此處 為Μ時，將其情形通知發電負荷控制部36。 .再者，於上述實施態樣中，為檢測引擎循環中之特定時 序，而設有曲柄角檢測感應器7，但亦可藉由設置可算出凸 輪轉子之旋轉角度之凸輪角檢測感應器，並獲得凸輪脈衝 信號，而獲得上述特定時序。又，將本發明之控制裝置適 用於由2衝程引擎所驅動之發電裝置之情形時，引擎之1旋 轉相當於1引擎循環’故曲柄亦僅為1旋轉，故可使曲柄角 編號以及引擎行程編號1對1進行對應。為此，時序檢測部 32 ’於檢測引擎行程編號時，無需檢測進氣管壓力，即可 t 僅以曲柄脈衝信號為依據檢測該引擎行程編號。或者，亦 可檢測僅自排氣管壓力檢測引擎循環中所設定之特定時 序。 再次以圖4為依據說明ECU 1之功能。引擎旋轉速度檢測 部3 1，以自曲柄角檢測感應器7所輸入之曲柄脈衝信號為依 據，檢測引擎2之旋轉速度。例如，可於每單元秒數中將上 述脈衝間隔超過臨限值之回數作為引擎2之旋轉速度。溫度 獲得部33，以來自檢測引擎2中冷卻水溫度之水溫感應器之 105996-960330.doc -20- 1294481 信號為依據而獲得引擎溫度，並將引擎溫度之資訊輸出至 發電時間增減部34。 發電時間增減部34，以自溫度獲得部33所供給之引擎溫 度資訊為依據，算出增加於引擎之1循環中使特定發電負荷 ^加於引擎之時間（負荷時間）的比例（以下稱為「發電增加 率」）。發電增加率可算出作為例如下述發電緩增脈衝數n 以及發電緩增循環數m。於該情形時，可每m個引擎循環 中’使負荷時間僅增加曲柄脈衝信號之脈衝產生η次之時 間。再者，亦可將2 msec/m引擎循環，或者3 msec/m引擎 循環等，每m個引擎循環中所增加之負荷時間算出作為發電 增加率。可藉由於溫度較高時較高設定發電增加率，而於 溫度較低時較低設定發電增加率，而將發電負荷適當施加 至引擎2。 電池電壓檢測部35檢測出電池電壓，並將其電壓值供給 發電負荷控制部36。發電負荷控制部36根據由電池電壓檢 測部35所檢測之電池5之電池電壓對調節器4輸出發電切斷 k號’或者停止該輸出，由此控制對引擎2之發電負荷。當 發電切斷信號並未輸入至調節器4之情形時，調節器將發電 電流供給至電池5，使發電機3過渡至發電狀態，以將發電 負荷施加至引擎2。相反，於輸入有發電切斷信號之情形 時’調節器4將停止對電池5供給發電電流，並使發電機3過 渡至非發電狀態，由此並不使發電負荷施加至引擎2。藉由 此方式，調節器4根據自ECU1所輸入之發電切斷信號，設 定發電機3為發電狀態、非發電狀態，由此對引擎2施加發 105996-960330.doc •21 · 1294481 : 電負荷，或者並不對引擎2施加發電負荷。 尤其，該發電負荷控制部36中主鍵30為接通，並檢測引 擎2之啟動已得到指示之情形 '繼而，若於引擎2啟動時電 池5之電池電壓大於特定發電切斷許可電壓，則設為進行使 對引擎2之發電負荷緩慢增加之發電緩增控制。又，若於引 擎2啟動時電池5之電池電壓為上述較發電切斷許可電壓 以下，則設為使通常之發電控制開始。 發電緩增控制若出現來自時序檢測部32之特定時序（引 參 擎2進入爆發行程之時序，即引擎行程編號〇)之通知，則將 根據該通知對調節器4停止輸出發電切斷信號。並且，發電 機3過渡至發電狀態，對引擎3開始施加發電負荷。繼而， 於特定時間（發電接通時間）中，即於特定數（以下稱為「發 電接通脈衝數」）之脈衝出現於自曲柄角檢測感應器7所輸 出之曲柄脈衝信號為止之期間中，將持續停止輸出發電切 斷信號。其後，再次對調節器4重新開始輸出發電切斷信 0 號。自發電切斷信號停止輸出直至重新輸出為止將於丨引擎 循環以内進行。發電負荷控制部36,以自發電時間增減部 3 4所輸入之上述發電增加率（發電緩增脈衝數^以及發電緩 增循環數m)為依據，使各引擎循環中停止發電切斷信號之 時間，即發電機3處於發電狀態之時間緩慢增加。如此般， 於引擎啟動時’可使於各引擎循環中發電負荷施加於引擎2 之時間（發電機3處於發電狀態之時間）以及並未施加發電負 荷之時間（發電機3處於非發電狀態之時間）之比（占空比）缓 慢變化。 105996-960330.doc -22- 1294481 ' ® 7以及圖8係表示引擎啟動時ECU1中之發電控制之流 程圖。如圖7所示’腳！若自主鍵3()給予有引擎啟動之指 示（S101)，則電池電壓檢測部35將獲得電池電壓。繼而， 將判斷電池電壓是否大於特定之發電切斷許可電壓 (S102)。若電池電壓為發電切斷許可電壓以下，則將過渡 至通常發電控制（S106)。於此所謂通常發電控制係指於引 擎之爆發、排氣、壓縮之全行程中，發電機3處於發電狀態， 故發電負荷施加於引擎之控制。而另一方面，於電池電壓 • 大於發電切斷許可電壓之情形時，則發電負荷控制部36將 發電切斷信號輸出至調節器4(S103)。繼而，引擎旋轉速度 檢測部3 1檢測引擎旋轉速度。直至引擎旋轉速度變得大於 作為啟動時之發電開始條件之引擎旋轉速度（以下稱為「啟 動時發電開始引擎旋轉速度」）為止，發電負荷控制部36持 續將發電切斷信號輸出至調節器4(S103、S104)。在此期 間，藉由調節器4斷開發電電流向電池5之導通而停止發 電。藉此，發電機3將設為非發電狀態，故發電負荷不會施 籲 加於引擎2，其結果可將引擎扭矩用於引擎旋轉之速度加 速，因此可提高車輛之加速性。繼而，於引擎旋轉速度大 於啟動時發電開始引擎旋轉速度之時刻，將會過渡至發電 緩增控制（S105)。 發電緩增控制伴隨時間而使各引擎循環中發電機3處於 發電狀態之時間，即對引擎2施加有特定發電負荷之時間 (占空比）緩慢增加。圖8係表示ECU1中之發電緩增控制之流 程圖，亦係詳細表示圖7所示之發電緩增控制（s 1〇5)者。於 105996-960330.doc -23- .1294481 發電緩增控制中如圖8所示，時序檢測部32將參數i(發電接 通脈衝數）初始化為發電緩增脈衝數η，於此同時發電負荷 控制部36，將引擎循環計數器k初始化為〇(S2〇1)。發電緩 增脈衝數η係藉由發電時間增減部34並基於引擎之溫度而 決定之值。引擎之溫度係溫度獲得部33基於自水溫感應器 11所輸入之溫度資訊而檢測者。引擎循環計數器化係引擎行 程編號每次返回0時以一個為單位進行加算之值。 於此，於1為24以上之情形時（S202)，停止發電緩增控制 馨 並過渡至通常發電控制。而另一方面，於i為Μ以下之情形 (S202)時，ECU1之時序檢測部32將基於曲柄脈衝信號而依 次獲得曲柄角編號，並以進氣管壓力以及曲柄角編號為依 據檢測引擎行程編號（S203)。時序檢測部32，監測引擎行 程編號為0時之時序之到達（S204),並直至引擎行程編號成 為0時之時序到達為止，反覆S203之處理。繼而，若引擎行 程編號為0時之時序到達，則將其情形通知發電負荷控制部 36 〇 籲 發電負荷控制部36，若自時序檢測部32通知有引擎行程 編號為0之情形，則根據其，於引擎循環計數器k上加算 1(S205)。繼而，將會停止輸出發電切斷信號（S2〇6)。藉此， 調節器4開始將發電電流供給至電池5中，發電機3將過渡為 發電狀態，並對引擎2施加發電負荷。 其後’與S203之處理相同，時序檢測部32以曲柄脈衝信 號為依據依次獲得曲柄角編號，並基於進氣管壓力以及曲 柄角編號而檢測引擎行程編號（S2〇7)。於引擎行程編號不 105996-960330.doc •24- 1294481 足1之情形時（S208)，將重複S207之處理，並於該期間發電 機3將繼續設為發電狀態，故發電機3對引擎2施加有發電負 荷。而於檢測出引擎行程編號為1以上之情形時（S2〇8)，發 電負荷控制部36再次將發電切斷信號輸出至調節器 4(S209)。藉此，發電機3將過渡為非發電狀態，故發電機3 對引擎2之發電負荷將會消失。如此般，本實施態樣之發電 緩增控制可構成為，於各引擎循環中，於特定時序中發電 負荷接通’其後，於該引擎循環結束前再次將發電負荷斷 開。 如上所述，發電負荷控制部36於檢測有引擎行程編號〇 之時序中，將對引擎循環計數器k加算1(S2〇5)。繼而，於 S209中若將發電切斷信號輸出至調節器4，則發電負荷控制 部36將判斷至該時刻為止所計數之引擎循環計數器k是否 達到m(S210)。此處之m係發電緩增循環數。若引擎循環計 數器k達到m，則對參數i加算n(發電緩增脈衝數）（S2n)，並 返回至S202。於該情形時，引擎循環計數器k將會重置為〇。 而另一方面，若引擎循環計數器k未達到m，則不使參數i 產生變化，而返回至S202。當引擎2之溫度為低溫之情形 時’則可猎由使發電緩增循ί辰數m變大，而於高溫時使其變 小，而無需依靠溫度即可獲得同等之加速。同樣地，於引 擎溫度為低溫之情形時可藉由使發電緩增脈衝數η變小，而 於高溫時使其變大，而無需依靠溫度即可獲得同等加速。 藉由以上處理，本實施態樣之控制裝置c可以引擎2之相 關溫度為依據，於1引擎循環中，使將發電機3設為發電狀 105996-960330.doc -25 - 1294481 二時中:，-即:引擎施加特定發電負荷之時間緩慢增加。 增循環數二由發電時間增減部34所設定之發電緩 且發電緩增脈衝數11為1之,If形日f# 電缓增控制而對引擎2祐力古路u W字猎由發 間）會緩㈣/ 發電負荷之時間（發電接通時 時門 “口。如该圖所示，針對引擎旋轉1循環，發電 時間以1脈衝為單位增加。 七電 、圖1〇表示如下情形，使發電緩增循環數㈣，而發電緩Timing. Here, the specific timing is set to a timing at which the crank angle is 0 degrees, that is, the timing at which the piston 2i reaches the top dead center. This timing is the timing at which the torque of the engine 2 starts to rise, and is determined according to the variation of the engine torque. The detection of the specific timing in the present embodiment is further described based on Fig. 6. The timing detecting unit 32 first monitors the pulse interval of the crank pulse signal, and when the pulse interval is greater than the threshold value, The above number indicating the crank angle (hereinafter referred to as the crank angle number) is set to 5. Further, one of the persons increases the crank angle number to 6 in the case of generating a pulse, and then increases by one every time the pulse is generated. The crank angle number is used, and when the crank angle number is increased to 11, the crank angle number is set to 〇 in the timing at which the pulse is generated thereafter. Thereafter, the crank angle number is incremented by one every time the pulse is generated again. When the pulse interval becomes larger than the threshold again, 'set the crank angle number to 5. Thus, the representation is obtained based on the crank pulse signal. The crank angle number of the front crank angle. The timing detecting unit 32 obtains the pressure in the intake pipe based on the intake pipe pressure signal sent from the intake pipe pressure detecting sensor 8, and based on the pressure in the intake pipe and the crank angle number. Obtain the engine stroke number indicating the current stroke of the engine 2 105996-960330.doc -19-1294481 * The engine stroke number is an integer from 〇 to 23, for example, = table = start timing of the burst redout. Is a 4-stroke engine, so for example, the timing of obtaining the No. 2 shank angle number corresponds to the burst stroke or the H of the intake line 2, 'When the crank angle number is obtained,' the intake pipe pressure and its variation will be obtained, and The intake pipe pressure corresponding to each of the strokes obtained in advance and the change thereof are compared, and the stroke of the crank angle number is determined to be equivalent. The day-order detection unit 32 detects the specific engine stroke number (here, the time is The power generation load control unit 36 is notified of the situation. Further, in the above embodiment, the crank angle detecting sensor 7 is provided to detect a specific timing in the engine cycle, but it is also possible to borrow Providing a cam angle detecting sensor capable of calculating a rotation angle of the cam rotor and obtaining a cam pulse signal to obtain the specific timing described above. Further, when the control device of the present invention is applied to a power generating device driven by a 2-stroke engine, Since the rotation of the engine 1 corresponds to 1 engine cycle, the crank is only 1 rotation, so the crank angle number and the engine stroke number 1 can be matched. Therefore, the timing detecting unit 32' does not need to detect the engine stroke number. Detecting the intake pipe pressure, t can only detect the engine stroke number based on the crank pulse signal. Alternatively, it can also detect the specific timing set only from the exhaust pipe pressure detection engine cycle. The function of the ECU 1. The engine rotation speed detecting unit 3 1 detects the rotation speed of the engine 2 based on the crank pulse signal input from the crank angle detecting sensor 7. For example, the number of times the pulse interval exceeds the threshold value can be used as the rotation speed of the engine 2 in each unit of seconds. The temperature obtaining unit 33 obtains the engine temperature based on the signal of the water temperature sensor 105996-960330.doc -20-1294481 from the temperature of the cooling water in the detection engine 2, and outputs the engine temperature information to the power generation time increase and decrease unit. 34. The power generation time increase/decrease unit 34 calculates the ratio of the time (load time) at which the specific power generation load is added to the engine in one cycle of the engine based on the engine temperature information supplied from the temperature obtaining unit 33 (hereinafter referred to as "Power generation increase rate"). The power generation increase rate can be calculated as, for example, the number of power generation slow increase pulses n and the number of power generation slow increase cycles m. In this case, it is possible to increase the load time by only a pulse of the crank pulse signal every n engine cycles to generate n times. Furthermore, the 2 msec/m engine cycle, or the 3 msec/m engine cycle, etc., can be calculated as the power generation increase rate per m engine cycle. The power generation increase rate can be set higher by the higher temperature, and the power generation increase rate can be set lower when the temperature is lower, and the power generation load is appropriately applied to the engine 2. The battery voltage detecting unit 35 detects the battery voltage and supplies the voltage value to the power generation load control unit 36. The power generation load control unit 36 outputs the power generation cutoff k number ' to the regulator 4 based on the battery voltage of the battery 5 detected by the battery voltage detecting unit 35, or stops the output, thereby controlling the power generation load on the engine 2. When the power generation cutoff signal is not input to the regulator 4, the regulator supplies the power generation current to the battery 5, causing the generator 3 to transition to the power generation state to apply the power generation load to the engine 2. On the contrary, when the power generation cutoff signal is input, the regulator 4 stops supplying the power generation current to the battery 5, and the generator 3 is transitioned to the non-power generation state, whereby the power generation load is not applied to the engine 2. In this way, the regulator 4 sets the generator 3 to the power generation state and the non-power generation state based on the power generation cutoff signal input from the ECU 1, thereby applying the 105996-960330.doc • 21 · 1294481 to the engine 2: the electric load Or does not apply a power generation load to the engine 2. In particular, in the power generation load control unit 36, the primary key 30 is turned on, and it is detected that the activation of the engine 2 has been instructed. Then, if the battery voltage of the battery 5 is greater than the specific power generation cutoff permission voltage when the engine 2 is started, then In order to perform the power generation increase control for slowly increasing the power generation load of the engine 2. Further, when the battery voltage of the battery 5 is less than or equal to the above-described power generation cutoff permit voltage when the engine 2 is started, normal power generation control is started. When the power generation stagnation control is notified of a specific timing from the timing detecting unit 32 (the timing at which the engine 2 enters the burst travel, that is, the engine stroke number 〇), the regulator 4 stops outputting the power generation cutoff signal based on the notification. Further, the generator 3 transits to the power generation state, and the engine 3 starts to apply the power generation load. Then, in a specific time (power-on-on time), that is, a pulse of a specific number (hereinafter referred to as "power-on pulse number") appears in the period from the crank pulse signal output from the crank angle detecting sensor 7. , will continue to stop output power cutoff signal. Thereafter, the regulator 4 is restarted to output the power generation cutoff signal No. 0 again. The self-generation cutoff signal stops output until it is re-outputted and will be executed within the engine cycle. The power generation load control unit 36 stops the power generation cutoff signal in each engine cycle based on the power generation increase rate (the number of power generation increase pulses ^ and the number of power generation increase cycles m) input from the power generation time increase/decrease unit 34. The time, that is, the time during which the generator 3 is in the power generation state, slowly increases. In this way, when the engine is started, the time during which the power generation load is applied to the engine 2 in each engine cycle (the time when the generator 3 is in the power generation state) and the time when the power generation load is not applied (the generator 3 is in the non-power generation state) The ratio of time) (duty cycle) changes slowly. 105996-960330.doc -22- 1294481 ' ® 7 and Fig. 8 are flowcharts showing the power generation control in ECU 1 at the time of engine start. As shown in Figure 7 'foot! If the auto key 3 () is given an engine start indication (S101), the battery voltage detecting portion 35 will obtain the battery voltage. Then, it is judged whether or not the battery voltage is greater than a specific power generation cutoff permit voltage (S102). If the battery voltage is equal to or lower than the power generation cutoff permit voltage, the process will transition to normal power generation control (S106). Here, the normal power generation control means that the generator 3 is in a power generation state during the entire stroke of the explosion, exhaust, and compression of the engine, so that the power generation load is applied to the control of the engine. On the other hand, when the battery voltage is larger than the power generation cutoff permission voltage, the power generation load control unit 36 outputs the power generation cutoff signal to the regulator 4 (S103). Then, the engine rotation speed detecting unit 31 detects the engine rotation speed. The power generation load control unit 36 continues to output the power generation cutoff signal to the regulator 4 until the engine rotation speed becomes greater than the engine rotation speed (hereinafter referred to as "starting power generation start engine rotation speed") as the power generation start condition at the time of startup. (S103, S104). During this period, the power generation current is turned off by the regulator 4 to stop the conduction of the battery 5 to stop the power generation. Thereby, the generator 3 is set to the non-power generation state, so that the power generation load is not applied to the engine 2, and as a result, the engine torque can be used to accelerate the engine rotation speed, so that the acceleration of the vehicle can be improved. Then, at the time when the engine rotation speed is higher than the engine rotation speed at the start of the startup, the power generation gradual increase control (S105) is transitioned. The power generation slow increase control causes the time during which the generator 3 is in the power generation state in each engine cycle with time, that is, the time (duty ratio) at which the specific power generation load is applied to the engine 2 is slowly increased. Fig. 8 is a flow chart showing the power generation slow increase control in the ECU 1, and also shows the power generation slow increase control (s 1〇5) shown in Fig. 7 in detail. In the power generation gradual increase control, as shown in FIG. 8, the timing detecting unit 32 initializes the parameter i (the number of power-on-on pulses) to the number Δ of the power generation gradation pulse, and at the same time, the power generation load The control unit 36 initializes the engine cycle counter k to 〇 (S2〇1). The number of power generation ramp pulses η is determined by the power generation time increase/decrease unit 34 based on the temperature of the engine. The temperature temperature obtaining unit 33 of the engine detects the person based on the temperature information input from the water temperature sensor 11. The engine cycle counter system engine process number is incremented by one each time it returns 0. Here, when 1 is 24 or more (S202), the power generation increase control is stopped and the normal power generation control is transitioned. On the other hand, when i is the following (S202), the timing detecting unit 32 of the ECU 1 sequentially obtains the crank angle number based on the crank pulse signal, and detects the engine stroke based on the intake pipe pressure and the crank angle number. Number (S203). The timing detecting unit 32 monitors the arrival of the timing when the engine stroke number is 0 (S204), and waits until the timing when the engine stroke number becomes 0, and repeats the processing of S203. Then, when the timing of the engine stroke number is 0, the timing is notified to the power generation load control unit 36 to call the power generation load control unit 36, and when the timing detection unit 32 notifies that the engine stroke number is 0, Add 1 to the engine cycle counter k (S205). Then, the output power cutoff signal (S2〇6) will be stopped. Thereby, the regulator 4 starts to supply the generated current to the battery 5, and the generator 3 will transition to the power generation state, and a power generation load is applied to the engine 2. Thereafter, the timing detecting unit 32 sequentially obtains the crank angle number based on the crank pulse signal, and detects the engine stroke number based on the intake pipe pressure and the crank angle number (S2〇7). When the engine stroke number is not 105996-960330.doc •24-1294481 In the case of foot 1 (S208), the process of S207 will be repeated, and during this period, the generator 3 will continue to be in the power generation state, so the generator 3 pairs the engine 2 A power generation load is applied. On the other hand, when it is detected that the engine stroke number is 1 or more (S2〇8), the power generation load control unit 36 again outputs the power generation cutoff signal to the regulator 4 (S209). Thereby, the generator 3 will transition to a non-power generation state, so the power generation load of the generator 3 on the engine 2 will disappear. As described above, the power generation slow increase control of the present embodiment can be configured such that the power generation load is turned on at a specific timing in each engine cycle, and thereafter, the power generation load is again turned off before the end of the engine cycle. As described above, the power generation load control unit 36 adds 1 to the engine cycle counter k at the timing when the engine stroke number 检测 is detected (S2〇5). Then, when the power generation cutoff signal is output to the regulator 4 in S209, the power generation load control unit 36 determines whether or not the engine cycle counter k counted up to the time has reached m (S210). Here, m is the number of power generation slow increase cycles. If the engine cycle counter k reaches m, n (the number of power generation ramp pulses) is added to the parameter i (S2n), and the process returns to S202. In this case, the engine loop counter k will be reset to 〇. On the other hand, if the engine cycle counter k does not reach m, the parameter i is not changed, and the process returns to S202. When the temperature of the engine 2 is low, the hunt can be increased by increasing the number of power generations, and making it smaller at high temperatures, without the need to rely on temperature to achieve the same acceleration. Similarly, when the engine temperature is low, the number η of the power generation slow-increasing pulse can be made small, and it can be made large at a high temperature, and the same acceleration can be obtained without depending on the temperature. By the above processing, the control device c of the present embodiment can set the generator 3 to generate power 105996-960330.doc -25 - 1294481 in the first engine cycle based on the relevant temperature of the engine 2; , that is, the time during which the engine exerts a specific power generation load increases slowly. The number of cycles is increased by the power generation time increase/decrease unit 34, and the power generation slow increase pulse number 11 is 1. The If-day f# electric slow increase control is applied to the engine 2 Youli Gulu u W-word hunting by the hair room It will slow down (4) / time of power generation load (door when the power is turned on). As shown in the figure, for the engine to rotate 1 cycle, the power generation time increases by 1 pulse. Seven powers, Figure 1〇, the following situation, Make the power generation slow down the number of cycles (four), while the power generation is slow
=衝tn==1、5、24之各情形時，隨著引擎循環數增加，1 循衣中之發電接通時間之比例，即占空率將會增加。 電緩増脈衝數n=1之情形時，於發電緩增控制過渡後，第 a久之引擎循環中將於自檢測出行程編號〇之時序直至&個 、曲柄脈衝;f双測出為止之時間中，進行發電。而於發電緩 立曰脈衝數n=5之情形時，於發電緩增控制過渡後，第a次之 引擎循環中將於自檢測出行程編號〇之時序直至ax5個之曲 柄脈衝檢測出為止之時間中進行發電。進而，於發電緩增 脈衝數n==24之情形時，於發電緩增控制過渡後，立即於引 擎之1週期内進行發電，自發電最初起發電效率與通常發電 控制相同。 根據上述實施態樣，亦可於引擎啟動時，於爆發行程中 將發電負荷施加於引擎2，並於其後於其他行程中亦將發電 負荷施加於引擎2。其結果，可控制1引擎循環中之引擎旋 轉速度之變動。又，可藉由使發電接通時間隨著引擎循環 數之增加，即隨時間經過而增加，而平穩加速引擎旋轉速 度。進而，由於基於冷卻水溫度而決定使發電接通時間增 105996-960330.doc • 26- 1294481 ΰ 加之比例，因而可於依據引擎2溫度之態樣下對引擎2施加 發電負荷。 再者，本發明並非限定於上述實施態樣。 上述實施態樣中，引擎旋轉速度檢測部3 1將檢測引擎旋 轉速度為啟動時發電開始引擎旋轉速度以上之情形，並自 該時刻開始發電緩增控制，但發電緩增控制之開始亦可並 不以啟動時發電開始引擎旋轉速度為條件，而例如自ECU 1 檢測出引擎之旋轉開始的時刻開始發電緩增控制。 # 又，上述實施態樣中，發電緩增控制將持續至1引擎循環 中之發電接通時間之比例，即占空率達到1〇〇〇/0為止，並於 時序檢測部32檢測出占空率達到1〇〇〇/0時之時刻結束發電 緩增控制，但發電緩增控制之結束條件並不限定於此，例 如，亦可使ECU 1於發電緩增控制之途中檢測引擎之完全爆 發，並於該時刻結束發電缓增控制。 又，於上述實施態樣中，對引擎施加有特定發電負荷之 特定發電時間，可通過計數曲柄脈衝信號，並基於曲柄14 _ 之相位變化而決定。然而，亦可藉由實際時間而決定特定 發電時間。例如，可於過渡至發電緩增控制後，於引擎之 第一次旋轉中，發電3 msec，而於第二次旋轉中發電6 mseo ’並使依次發電時間以3 msec為單位增加，藉此進行 發電負荷之緩增控制。 【圖式簡單說明】 圖1係本發明之機車之側視圖。 圖2係適用有本發明之發電控制系統之整體構成圖。 105996-960330.doc -27- 1294481 圖3係引擎之一部分剖面圖。 圖4係ECU之功能方塊圖。 圖5係說明曲柄角編號之檢測方法之圖。 圖6係表示曲柄角編號、引擎行程編號、曲柄脈衝信號以 及引擎之各行程關係之圖。 圖7係表示引擎啟動時發電控制之流程圖。 圖8係表示發電緩增控制之流程圖。 圖9係表示藉由發電缓增控制發電接通時間緩慢增加之 ϋ 情形之圖。 圖10係藉由緩增脈衝數而表示占空率之增加比例出現變 化之情形之圖。 【主要元件符號說明】 A 車體前部 B 車體後部 C 控制裝置 1 ECU 2 4衝程單汽缸引擎 3 永久磁石式交流發電機 4 調節器 5 電池 6 起動馬達 7 曲柄角檢測感應器 8 進氣管壓力檢測感應器 9 節流閥開度檢測感應器 105996-960330.doc -28- 1294481= In the case of tn==1, 5, and 24, as the number of engine cycles increases, the ratio of the power-on time in 1 cycle, that is, the duty ratio will increase. When the number of electric slow-pulse pulses is n=1, after the transition of the power generation slow-increasing control, the engine cycle of the a-th long-term engine cycle will be detected from the timing of the stroke number 直至 to & crank pulses; In the time, power is generated. In the case where the number of generated power-down 曰 pulses is n=5, after the transition of the power generation gradual increase control, the engine cycle of the ath time will be detected from the timing of detecting the stroke number 直至 until the crank pulses of ax5 are detected. Generate electricity during the time. Further, in the case where the number of power generation slow-increasing pulses is n ==24, power generation is performed in one cycle of the engine immediately after the transition of the power generation slow increase control, and the power generation efficiency is the same as that of the normal power generation control from the first power generation. According to the above embodiment, the power generation load can be applied to the engine 2 during the explosion stroke at the start of the engine, and the power generation load can be applied to the engine 2 in the other strokes thereafter. As a result, it is possible to control the variation of the engine rotation speed in the 1 engine cycle. Moreover, the engine rotation speed can be smoothly accelerated by increasing the power-on time as the number of engine cycles increases, i.e., as time passes. Further, since the power-on time is increased by the ratio of 105996-960330.doc • 26-1294481 based on the temperature of the cooling water, the power generation load can be applied to the engine 2 in accordance with the temperature of the engine 2. Furthermore, the present invention is not limited to the above embodiment. In the above-described embodiment, the engine rotational speed detecting unit 31 detects that the engine rotational speed is equal to or higher than the start-up power generation start engine rotational speed, and starts the power generation slow increase control from the time, but the power generation slow increase control may be started. The power generation gradual increase control is not started at the time when the ECU 1 detects that the rotation of the engine is started, without being conditioned by the engine rotation speed at the start of power generation. # Further, in the above embodiment, the power generation slow increase control is continued until the ratio of the power generation ON time in the one engine cycle, that is, the duty ratio reaches 1 〇〇〇 / 0, and is detected in the timing detecting portion 32. When the air rate reaches 1〇〇〇/0, the power generation slow increase control is ended. However, the end condition of the power generation slow increase control is not limited thereto. For example, the ECU 1 may detect the complete engine in the middle of the power generation slow increase control. The explosion broke out and the power generation slowdown control was ended at that moment. Further, in the above embodiment, the specific power generation time for which the engine is subjected to the specific power generation load can be determined by counting the crank pulse signal based on the phase change of the crank 14 _. However, the specific power generation time can also be determined by the actual time. For example, after transitioning to the power generation mitigation control, 3 msec is generated during the first rotation of the engine, and 6 mseo ' is generated during the second rotation, and the sequential power generation time is increased by 3 msec. The mitigation control of the power generation load is performed. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of a locomotive of the present invention. Fig. 2 is a view showing the overall configuration of a power generation control system to which the present invention is applied. 105996-960330.doc -27- 1294481 Figure 3 is a partial cross-sectional view of the engine. Figure 4 is a functional block diagram of the ECU. Fig. 5 is a view for explaining a method of detecting a crank angle number. Fig. 6 is a view showing the relationship between the crank angle number, the engine stroke number, the crank pulse signal, and the stroke of the engine. Fig. 7 is a flow chart showing the power generation control at the time of engine start. Fig. 8 is a flow chart showing the power generation slow increase control. Fig. 9 is a view showing a state in which the power-on time is gradually increased by the power generation slow increase control. Fig. 10 is a view showing a change in the ratio of the increase in the duty ratio by the number of pulses being increased. [Description of main components] A Front part of the car B Rear part of the car C Control device 1 ECU 2 4-stroke single-cylinder engine 3 Permanent magnet-type alternator 4 Regulator 5 Battery 6 Starter motor 7 Crank angle detection sensor 8 Intake Tube pressure detecting sensor 9 throttle opening detecting sensor 105996-960330.doc -28- 1294481
10 喷射器 11 水溫感應器 12 燃料槽 13 燃料泵 14 曲柄 15 轉子突起部 16 曲軸 17 曲柄箱 18 汽缸 19 連桿 20 冷卻水流路 21 活塞 22 點火塞 23 空氣 24 進氣管 26 排氣管 27 排氣 28 定子 29 轉子 30 主鍵 31 引擎旋轉速度檢測部 32 時序檢測部 33 溫度獲得部 34 發電時間增減部 105996-960330.doc -29- 1294481 35 電池電壓檢測部 36 發電負荷控制部 37 後輪 39 後臂 41 懸掛 43 散熱器 45 座位 47 握把 48 驅動單元 49 車架 50 底板構件 51 前輪 53 前叉10 Injector 11 Water temperature sensor 12 Fuel tank 13 Fuel pump 14 Crank 15 Rotor protrusion 16 Crankshaft 17 Crank box 18 Cylinder 19 Connecting rod 20 Cooling water flow path 21 Piston 22 Ignition plug 23 Air 24 Intake pipe 26 Exhaust pipe 27 Exhaust gas 28 Stator 29 Rotor 30 Main key 31 Engine rotation speed detecting unit 32 Timing detecting unit 33 Temperature obtaining unit 34 Power generation time increase and decrease unit 105996-960330.doc -29- 1294481 35 Battery voltage detecting unit 36 Power generation load control unit 37 Rear wheel 39 Rear arm 41 Suspension 43 Radiator 45 Seat 47 Grip 48 Drive unit 49 Frame 50 Base plate member 51 Front wheel 53 Fork
105996-960330.doc -30105996-960330.doc -30