1295980 、九、發明說明： 【發明所屬之技術領域】 本發明係關於跨坐型車輛之車燈控制裝置及跨坐型車 輛0 【先前技術】 以往，機車等跨坐型車輛係利用引擎之驅動力驅動發電 機’並利甩發電機輸出之電力充電電池。而，安裝於跨坐 型車輛之前照燈等之燈具係被連接於電池，依照對應於該 電池之端子間電壓之亮度點亮。然而，在電池滿充電時及 降低對引擎之發電負載，以提高車輛之加速性時，有可能 發生停止發電機之驅動之情形。又，在下列專利文獻i 中’曾揭示在車輛加速時抑制發電機之驅動，在經過特定 時間後，再開始執行發電機之驅動之技術。 [專利文獻1]日本特開2000-253597號公報 (發明所欲解決之問題） 但’停止發電機之驅動而抑制電池之充電時，電池之端 子電壓會降低，因此，連接於電池之燈具之光量會發生 化。 本發明係鑑於上述問題所研發而成，其目的在於提供即 使在電池之充電被抑制之情形，也可降低燈具之光量變化 之跨坐型車輛之點燈控制裝置。 【發明内容】 為解決上述問題，本發明之點燈控制裝置之特徵在於包 含被引擎驅動之發電機、被前述發電機充電之電池、抑制 108165.doc 1295980 月》j述發電機對前述電池之充電之充電抑制機構、連接於前 述電池之燈具、及依照前述充電抑制機構對前述電池之充 電抑制而使前述燈具之光量增減之光量增減機構者。依據 本發明’即使在車輛行走時等，在電池之充電被抑制之情 开> ’也可降低燈具之光量變化。又，所謂電池之充電之抑 制’係意味著降低供應至電池之電力或完全停止對電池之 電力供應。[Technical Field] The present invention relates to a vehicle lamp control device for a straddle type vehicle and a straddle type vehicle. [Prior Art] In the past, a straddle type vehicle such as a locomotive was driven by an engine. The force drives the generator's and recharges the power of the generator to charge the battery. Further, a lamp mounted on a straddle-type vehicle, such as a headlight, is connected to the battery, and is lit according to the brightness of the voltage between the terminals corresponding to the battery. However, when the battery is fully charged and the load on the engine is reduced to improve the acceleration of the vehicle, there is a possibility that the driving of the generator is stopped. Further, in the following Patent Document i, a technique for suppressing the driving of the generator at the time of acceleration of the vehicle and restarting the driving of the generator after a certain period of time has elapsed has been disclosed. [Patent Document 1] Japanese Laid-Open Patent Publication No. 2000-253597 (problem to be solved by the invention) However, when the driving of the generator is stopped and the charging of the battery is suppressed, the terminal voltage of the battery is lowered, and therefore, the lamp connected to the battery is used. The amount of light will be generated. The present invention has been made in view of the above problems, and an object thereof is to provide a lighting control device for a straddle type vehicle which can reduce a change in the amount of light of a lamp even when charging of a battery is suppressed. SUMMARY OF THE INVENTION In order to solve the above problems, the lighting control apparatus of the present invention is characterized in that it comprises a generator driven by an engine, a battery charged by the generator, and a suppression of the battery by the generator of 108165.doc A charge suppression mechanism for charging, a lamp connected to the battery, and a light amount increase/decrease mechanism for increasing or decreasing the amount of light of the lamp according to the charge suppression mechanism of the charge suppression mechanism. According to the present invention, even when the vehicle is traveling, etc., the charging of the battery is suppressed, and the change in the amount of light of the lamp can be reduced. Further, the suppression of the charging of the battery means that the power supplied to the battery is lowered or the power supply to the battery is completely stopped.
又，在本發明之一態樣中，前述光量增減機構之特徵在 於負載控制前述燈具，並依照前述電池之充電之抑制而改 變前述負載控制之負載。依據此態樣，可藉改變負載而微 調施加至燈具之電壓。 又，在本發明之一態樣中，進一步包含判定前述跨坐型 車輛之加速時之加速時判定機構，前述充電抑制機構在由 前述加速時判定機構判定前述跨坐型車輛正在加速之情形 時’抑制發電機之驅動，藉以抑制前述電池之充電。依據 此態樣’在跨坐型車輛正在加速之情形，可降低對引擎之 發電負载，進一步提高車輛之加速性能。又，車輛之加速 時之判定例如既可依據連接於引擎吸氣管之屢力變動而執 行判定’也可依據搭乘者之油門操作而執㈣定。 又，在本發明之一態樣中，前述光量增減機構可進一步 擎之轉速而增減前述燈具之光量。依據此態 Γ之=據^之轉速’即依據發電機之發電量而增減燈 另· 尤》里。 又 本發明之跨坐型車輛係 包含上述中之一種點燈控制 I08165.doc 1295980 裝置之跨坐型車輛。 跨坐型車鲕φ 3上31中之一種點燈控制裝置之 t旱輛中，即使在抑制發電 制燈具之光量轡仆 之驅動之情形’也可抑 (含附有電動機之自行輛’例如係機車 車州型車二=腳踏車)·速克達)、四輪貨 〜玉早輛）、雪地機動車等。 【實施方式】 圖1係本發明之一實雜】 同圖中，前述跨坐型:輛二 由車叙〜 機車。在機車1中，設有 枝設之前又 5之2==有前輪5,前又3之下端係連接至前輪 猎則車軸旋轉自如地軸支著前輪5。在前叉3 之上端’支持著向車輛之車寬方向延設之手柄7。在手柄7 之：端安裝著油門手柄9 ’搭乘者轉動油門手柄9時，可開 在吸氣管15内之未圖示之油門，使車輛加速或減速。 中央部之車輛行進方向前方安裝有前照燈11β 由刖又3之中央部向車輛後方延設車體架ΐ3。具體上， 車體架13係向車輛後方之斜下方延設後彎曲，再向車輛後 方水平地延設。其後，車體架13再彎曲，向車柄後方之斜 上方延设。在車體架13後方上部配置有座塾17。 在座塾17之前方部下方，配置4行程單汽缸型之引擎 30，在引擎30連接著吸氣管15及排氣管19。而，可由吸氣 管15將空氣及燃料供應至引擎3〇内，以驅動引擎3〇。引擎 30之驅動所排出之排出氣體通過排氣管19而在消音器u内 膨脹’向車輛行進方向後方被排出。在引擎3()之車輛行進 108165.doc 1295980 向後方配置散熱器23，可通過冷卻水通路27將藉引擎 之熱而酿度上升之冷卻水送至該散熱器23，於此被冷 在座墊17中央部下方配置電池25，電池25可將電力供應 至前照燈11等之燈具及配設於引擎30之火星塞等各種電裝 叩。又，在引擎30之曲軸之端部配置未圖示之發電機，可 利用該發電機之驅動充電電池25。在電池25之車輛行進方 # 向别方’配置引擎控制裝置7〇(ECU)，利用ECU70控制搭 載於機車1之各種電裝品。尤其，在本實施型態中，在車 輛藉拕乘者之油門手柄9之操作而加速之情形，可 停止發電機33(參照圖2)之驅動，以增減前照燈丨丨之光量 (發光量）。 圖2係表示本實施型態之點燈控制裝置1〇之系統整體之 區塊圖。發電機33可經由通電被ECU7〇控制開關之穩壓器 35而輸出發電電力。 # 發電機33如上所述，係被安裝於引擎30之曲軸之一端， 可藉引擎30之驅動輸出交流電壓。發電機33係被連接於穩 壓器3 5 ’將該交流電壓施加至穩壓器3 $。 穩壓器35係將發電機33之驅動所輸出之交流電壓整流成 直流電壓後，將該直流電壓之電壓值變換成電池25之充電 電壓。具體上，穩壓器35係包含整流電路35a、開關35b、 及定電壓電路35c所構成。整流電路35a係含有二極體等多 數半V體元件與電谷器所構成，其一端連接於發電機μ， 可將發電機33所施加之交流電壓整流使其平滑化而變換成 108165.doc 1295980 直流電壓。整流電路35a之他端連接於開關35b之一端，開 關3 5 b之他端並聯連接前照燈11與電池2 5。 定電壓電路35c之一端係被連接於由開關35b之他端至前 照燈11與電池25之路徑。定電壓電路3 5(：係監視供應至前 照燈11與電池25之電力之電壓，將對應於該電壓之開關信 號輸出至開關35b ’以重複執行開關35b之開/關。而，定 電壓電路35c可藉調制開關信號之開與關之脈衝寬，而經 | 由整流電路35a將供應至電池25之電力之電壓值變換成電 池25之充電電壓。又’電池25之充電電壓因需抗拒電池25 之輸出電壓而充電電池25，故被設定於高於該輸出電壓。 刖照燈11連接於電池25，且經由穩壓器3 5連接至發電機 33。施加至前照燈U之電壓係被ECU7〇重複執行前照燈驅 動電路37之開/關之切換動作所控制。具體上，前照燈驅 動電路37係含有場效電晶體所構成，對應於引擎轉速之負 載之開關信號由ECU70被輸入至該場效電晶體之閘極。可 | 藉由負載控制施加至前照燈11之電壓，以微調驅動前照燈 11之電壓值。而，使前照燈U可發出對應於ECU70之負載 控制所決定之電壓值之光量。 ECU70係含有微電腦等所構成，可藉該微電腦執行控制 程式’依據搭乘者之油門操作而控制對引擎30之燃燒室噴 射燃料之噴射器等各種電裝品。尤其，在本實施型態中， ECU70可藉由對開關35b輸出發電阻斷信號，使開關35|3斷 電而停止發電機33之驅動，以停止發電機33對電池25之充 電。即’開關35b斷電時，電流不會流至構成發電機33之 108165.doc -10 - 1295980Further, in one aspect of the invention, the light amount increasing/decreasing mechanism is characterized in that the lamp is controlled by a load, and the load of the load control is changed in accordance with suppression of charging of the battery. According to this aspect, the voltage applied to the luminaire can be fine-tuned by changing the load. Furthermore, in one aspect of the present invention, the acceleration determining means for determining the acceleration of the straddle-type vehicle, wherein the acceleration determining means determines that the straddle type vehicle is accelerating is further included 'Suppress the driving of the generator to suppress the charging of the aforementioned battery. According to this aspect, in the case where the straddle type vehicle is accelerating, the load on the engine can be reduced, and the acceleration performance of the vehicle can be further improved. Further, the determination of the acceleration of the vehicle may be performed, for example, based on the change in the force of the engine connected to the intake pipe of the engine, or may be determined in accordance with the accelerator operation of the passenger (4). Further, in one aspect of the invention, the light amount increasing/decreasing mechanism can increase or decrease the amount of light of the lamp by further increasing the number of revolutions. According to this state, the speed of the motor is increased or decreased depending on the amount of power generated by the generator. Further, the straddle type vehicle of the present invention comprises a straddle type vehicle of the above-described lighting control type I08165.doc 1295980. In the dry-type vehicle of one of the slewing type squatters φ 3 and 31, even in the case of suppressing the amount of light generated by the power-generating lamp, it can be suppressed (including the self-propelled vehicle with the motor), for example It is a locomotive, a car, a car, a car, a bicycle, a bicycle, a motorcycle, a motorcycle, a snowmobile, and so on. [Embodiment] Fig. 1 is a practical example of the present invention. In the same figure, the aforementioned straddle type: the second is from the car to the locomotive. In the locomotive 1, there is a branch before the setting of 5 == there is a front wheel 5, and the lower 3 is connected to the front wheel. The axle is rotatably supported by the axle. At the upper end of the front fork 3, a handle 7 extending in the width direction of the vehicle is supported. The throttle handle 9 is attached to the end of the handle 7. When the rider turns the throttle handle 9, the throttle (not shown) in the intake pipe 15 can be opened to accelerate or decelerate the vehicle. A headlight 11β is attached to the front of the vehicle in the direction of the center of the vehicle, and a body frame 3 is extended to the rear of the vehicle from the center of the third and third sides. Specifically, the body frame 13 is extended obliquely downward toward the rear of the vehicle and then bent, and then horizontally extended to the rear of the vehicle. Thereafter, the body frame 13 is bent again and extended obliquely upward toward the rear of the handle. A seat cymbal 17 is disposed on the upper rear portion of the body frame 13. Below the seat portion 17, a four-stroke single-cylinder engine 30 is disposed, and an intake pipe 15 and an exhaust pipe 19 are connected to the engine 30. Instead, air and fuel may be supplied to the engine 3 through the suction pipe 15 to drive the engine 3〇. The exhaust gas discharged by the driving of the engine 30 is expanded in the muffler u through the exhaust pipe 19 to be discharged rearward in the traveling direction of the vehicle. The radiator 23 of the engine 3() is disposed 108165.doc 1295980 to the rear, and the cooling water that is heated by the heat of the engine can be sent to the radiator 23 through the cooling water passage 27, where it is cooled. A battery 25 is disposed below the center portion of the pad 17, and the battery 25 can supply electric power to various lamps such as a headlight 11 and a spark plug disposed in the engine 30. Further, a generator (not shown) is disposed at the end of the crankshaft of the engine 30, and the rechargeable battery 25 can be driven by the generator. The engine control unit 7 (ECU) is disposed in the vehicle traveling side of the battery 25, and the ECU 70 controls various electric components mounted on the locomotive 1. In particular, in the present embodiment, in the case where the vehicle is accelerated by the operation of the throttle grip 9 of the passenger, the driving of the generator 33 (refer to FIG. 2) can be stopped to increase or decrease the amount of light of the headlight ( Amount of luminescence). Fig. 2 is a block diagram showing the entire system of the lighting control device 1 of the present embodiment. The generator 33 can output generated electric power by the regulator 35 that is energized by the ECU 7 to control the switch. # Generator 33 is mounted on one of the crankshafts of the engine 30 as described above, and can be driven by the engine 30 to output an AC voltage. The generator 33 is connected to a voltage regulator 3 5 ' to apply the alternating voltage to the regulator 3 $. The regulator 35 rectifies the AC voltage output from the drive of the generator 33 into a DC voltage, and converts the voltage value of the DC voltage into the charging voltage of the battery 25. Specifically, the regulator 35 includes a rectifier circuit 35a, a switch 35b, and a constant voltage circuit 35c. The rectifier circuit 35a includes a plurality of half-V body elements such as a diode and a battery, and one end thereof is connected to the generator μ, and the AC voltage applied by the generator 33 can be rectified and smoothed to be converted into 108165.doc 1295980 DC voltage. The other end of the rectifier circuit 35a is connected to one end of the switch 35b, and the other end of the switch 3 5 b is connected in parallel with the headlight 11 and the battery 25. One end of the constant voltage circuit 35c is connected to the path from the other end of the switch 35b to the headlight 11 and the battery 25. The constant voltage circuit 35 (: monitors the voltage of the power supplied to the headlight 11 and the battery 25, and outputs a switching signal corresponding to the voltage to the switch 35b' to repeatedly perform the on/off of the switch 35b. The circuit 35c can convert the voltage value of the power supplied to the battery 25 to the charging voltage of the battery 25 by the rectifying circuit 35a by the pulse width of the switching signal, and the charging voltage of the battery 25 is resisted. The output voltage of the battery 25 is charged to the battery 25, so it is set higher than the output voltage. The lamp 11 is connected to the battery 25, and is connected to the generator 33 via the regulator 35. The voltage applied to the headlight U The ECU 7 is repeatedly controlled to perform the switching operation of the on/off operation of the headlight driving circuit 37. Specifically, the headlight driving circuit 37 includes a field effect transistor, and the switching signal corresponding to the load of the engine speed is The ECU 70 is input to the gate of the field effect transistor. The voltage applied to the headlight 11 can be controlled by the load to finely adjust the voltage value of the headlight 11 to be driven, and the headlight U can be issued corresponding to Load control of ECU70 The ECU 70 is configured to include a microcomputer, etc., and the microcomputer can execute a control program to control various types of electrical components such as an injector that injects fuel into the combustion chamber of the engine 30 in accordance with the throttle operation of the passenger. In the present embodiment, the ECU 70 can stop the driving of the generator 33 by outputting the power generation blocking signal to the switch 35b to stop the driving of the generator 33 to stop the charging of the battery 25 by the generator 33. That is, the switch 35b When the power is off, the current does not flow to 108165.doc -10 - 1295980 which constitutes the generator 33.
定子之線圈，以停止發電機33之驅動。此時，不會流出發 電機33之輸出電流，故不會發生銅耗及穩壓器之變換損耗 等之發電損耗。而，在ECU70停止輸出發電阻斷信號時， 使開關3 5b通電而使電流再度流至發電機33之線圈，重新 開始發電機33之驅動。在停止發電機33之驅動之情形，前 照燈11可僅以電池25作為電力源驅動。又，如上所述， ECU70可將開關信號輸出至前照燈驅動電路37，重複執行 前照燈驅動電路3 7之開/關之切換動作，而負載驅動前照 燈11，藉以增減前照燈11之光量。 ECU70係連接於安裝在電池25而檢測電池之輸出電壓之 電池電壓感測器5 1 ’其檢測值被送出至ECU70作為電池電 壓信號。又，ECU70係連接於車速感測器52，車速感測器 52可將對應於車速之電壓值輸出至£(：：1；7〇作為車速信號。 又，ECU70係連接於安裝於吸氣管内之内壁之吸氣管壓力 感測器53，吸氣管壓力感測器53可將對應於吸氣管内之壓 力之電壓值輸出至ECU70作為吸氣管壓力信號。 另外’ ECU70係連接於曲柄角感測器54，依據由曲柄角 感測器54輸入之曲柄角信號檢測曲柄角，依據所檢測之曲 柄角與吸氣管壓力信號，判別引擎之吸氣行程之結束時。 具體上’曲柄角感測器54係在引擎]循環中’分別對應於 多數曲柄角，將曲柄角信號輪出至£(：1；7〇。因此，可在引 擎1循環中，輸出多次曲柄角信號。而，該多數曲柄角信 號中之1係在引擎之活塞達至 下死點之時點，被輸出至 信號時，依據吸氣管 ECU70。ECU70係在每當取得曲柄角 108165.doc 1295980 壓力信號檢測吸氣管壓力’比較吸氣管壓力之變動與 ECU7〇事先記憶之吸氣管M力之變動資料 ^ 之結束時。又，Ε議可由曲柄角信號之單位日== 頻度’算出引擎轉速Ne。 兹依據圖3說明有關ECU70之機能。圖3係構成本發明之 點燈控制裝置1G之腳7G之機能區塊圖。如同圖所示， ECU70係包含發電停止控制部71與光量增減部所構成。The coil of the stator stops the driving of the generator 33. At this time, the output current of the motor 33 is not flown, so that power generation loss such as copper loss and conversion loss of the regulator does not occur. On the other hand, when the ECU 70 stops outputting the power generation blocking signal, the switch 35b is energized to cause the current to flow again to the coil of the generator 33, and the driving of the generator 33 is restarted. In the case where the driving of the generator 33 is stopped, the headlights 11 can be driven only with the battery 25 as a power source. Further, as described above, the ECU 70 can output the switching signal to the headlight driving circuit 37, repeatedly performing the switching operation of the on/off operation of the headlight driving circuit 37, and the load drives the headlights 11 to increase or decrease the front lighting. The amount of light of the lamp 11. The ECU 70 is connected to the battery voltage sensor 5 1 ' mounted on the battery 25 to detect the output voltage of the battery, and the detected value is sent to the ECU 70 as a battery voltage signal. Further, the ECU 70 is connected to the vehicle speed sensor 52, and the vehicle speed sensor 52 can output a voltage value corresponding to the vehicle speed to £(::1; 7〇 as a vehicle speed signal. Further, the ECU 70 is connected to the suction duct. The suction pipe pressure sensor 53 of the inner wall, the suction pipe pressure sensor 53 can output a voltage value corresponding to the pressure in the suction pipe to the ECU 70 as an intake pipe pressure signal. In addition, the ECU 70 is connected to the crank angle. The sensor 54 detects the crank angle according to the crank angle signal input by the crank angle sensor 54, and discriminates the end of the intake stroke of the engine according to the detected crank angle and the intake pipe pressure signal. Specifically, the crank angle The sensor 54 is in the engine] cycle corresponding to the majority of the crank angles, respectively, and the crank angle signal is rotated to £(:1; 7〇. Therefore, multiple crank angle signals can be output in the engine 1 cycle. One of the majority of the crank angle signals is when the piston of the engine reaches the bottom dead center, and is output to the signal according to the suction pipe ECU 70. The ECU 70 is used to obtain the crank angle 108165.doc 1295980. Tracheal pressure 'comparison At the end of the fluctuation of the tracheal pressure and the change in the force of the suction tube M that is previously remembered by the ECU 7, it is also possible to calculate the engine rotation speed Ne from the unit date == frequency of the crank angle signal. Fig. 3 is a functional block diagram of the foot 7G constituting the lighting control device 1G of the present invention. As shown in the figure, the ECU 70 includes a power generation stop control unit 71 and a light amount increase/decrease unit.
發電停止控制部71具有判定車輛是否在加速時，判定在 加速時之情形，對穩屋器35輸出發電阻斷信號，以停止發 電機33之驅動而作為電池25之充電抑制機構之機能。藉 此’停止電池25之充電’使電池25之端子㈣下降。光^ 〜減:75係依照電池25之充電有無被抑制而增減前照燈I} 之光量。具體上’驅動發電機33之情形，將僅依據引擎轉 速仏之負載之開關信號輸出至前照燈驅動電路37。如此， 即可停止發電機33之驅動，即使在僅以電池Μ作為前照燈 11之情形，也可抑制施加至前照燈u之電壓之降低，以= 少加速時之光量之變化。 〆 μ r，旯具體地說 發電停止控制部7丨係依據在循環中吸氣管麼力顯 不最低值之時點，即吸氣行程之結束時之吸氣管Μ力之變 動，判定車輛之加速時。而，在判定車輛正在加速之产 形’將發電阻斷信號輸出至穩壓器35,使開關说斷電: 停止發電機33之驅動。藉此’在車輛之加速時，電流不再 流至發電機33之線圈’以停止發電㈣之驅動。因此，可 108165.doc -12- !295980 降低對引擎30之發電負載，提高車輛之加速性能。停止發 電機33之驅動後，發電停止控制部71在電池之輸出電壓、 如止赍電機33之驅動之時間、車速之變化、及引擎轉速滿 足預先設定之條件之時點，重新開始發電機33之驅動。 在此，依據圖4及圖5，更詳細地說明有關發電停止控制 部71之機能。圖4係表示發電停止控制部71所執行之發電 仔止子程式之流程圖。又，圖5係表示在發電停止子程式 • 《執行中啟動之發電機33之驅動被停止後，再度開始驅動 用之發電再開子程式之流程圖。 發電停止控制部71係在開始引擎3〇之驅動後，處於等待 表示吸氣行程之結束時之曲柄角信號之輸出之待機狀態 .(S1〇1)。取得此曲柄角信號之發電停止控制部71取得該時 點之吸氣管壓力P而將P值記憶於記憶體作為前次之吸氣管 壓力值nl(S102)。而，曲軸藉引擎3〇之驅動而旋轉，再度 處於等待表示吸氣行程之結束時之曲柄角信號之輸出之待 鲁 ㈣態’3)。而，再度取得此曲柄角信號時，發電停止 控制部71取得該時點之吸氣管麈力p而記憶其值作為^次 之吸氣管壓力值n2(S104)。而，在由n2減掉以之差大於^ 定之基準值Pk之情形，發電停止控制部71判定車輛處於加 速時（S 105)，將發電阻斷信號輸出至穩壓器35，而停止發 電機33之驅動（S106)。此時，發電機33之驅動被停止，前 知燈11僅以電池2 5作為驅動源。 另一方面，在由n2減掉ni之差在預定之基準值抄以下之 情形，判定車輛未處於加速時（S1〇5)。此情形，幻值會被 108165.doc -13- I295980 n2(吸氣管壓力p)所覆宫 拭除叫其後= 並將記憶於n2之值 ^ # # . 1G3 ’ ^ Μ止控制部71再度處 於專待表不吸氣行程之社去 狀態(S103)。之、、。束時之曲柄角信號之輸出之待機 /電停止控制部71對加速時之狀方法係利用在車輛由 疋速行車加速時，由於雜 、、“…收 藉私乘者之油門操作而更大幅開啟 内由門:可將比定速行車時更多之燃料及空氣導入吸氣管15 内，故加速時之吸氣管M力會比定速行車時更為上升之原 理。如此，判定車輛之加料，可迅速響應搭乘者之車輛 操作，而判定車輛處於加速時。 輸出發電阻斷信號之發電停止控制部71會執行發電再開 ^式°具體上’如圖5所示’發電停止控制㈣開始計 數輸出發電阻斷信號之時點起之經過時間τ，並檢測該時 點之車速V1(S201)。而依據電池電麼信號取得輸出發電阻 斷信號之時點之電池電屡E，判定該電池電_是否小於發 電阻斷停止下限電麼Emin(S2〇2)。而，在電池電屡e小於 發電阻斷停止下限電壓細之情形’停止發電阻斷信號之 輸出，再開始發電機33之驅動（S206)。如此，可防止電池 25之蓄電量極度降低。 另一方面，在電池電壓E在發電阻斷停止下限電壓Emin 以上之情形，判定由發電阻斷開始時所計數之τ是否大於 發電停止控制部7丨所記憶之基準值Tmax(S2〇3)，丁超過 Tmax之情形，停止發電阻斷信號之輸出（s2〇6)〇 τ在 以下之情形，判定加速是否結束。具體上，再度檢測車速 108165.doc -14- 1295980 v，由車速v減掉發電阻斷開始時所檢測之車速Vl後之值 是否大於發電停止控制部71所預先記憶之基準值 Vmax(S204)。而，由車速v減掉發電阻斷開始時所檢測之 車速VI後之值超過Vmax之情形，停止發電阻斷信號之輸 出（S2〇6)。另一方面，若其值在Vmax以下，由曲柄角信號 之單位時間之檢測頻度，算出引擎轉。引擎轉 速Ne大於預先記憶之引擎轉速Nemax之情形，判斷引擎轉 速已充分上升。此情形，停止發電阻斷信號之輸出，再度 將發電負載施加至引擎30(S206)。另一方面，引擎轉 小於引擎轉速Nemax之情形，再返回_2，以㈣之程序 執行再開始發電之判定。 回到圖3’光量增減部75係包含負載控制部72、負 憶部73、負载增加率設定部74所構成。 負2:加率設定部74係設定前照燈U之負載控制所需之 負二=率。具體上，係預先記憶。及值叩〉—作為 加率α之候補值。負載增加率設定部74係監視著在 特疋時間是否有由發電停止控制部 號，即車輛|丕泠卢丄土 士 田^ %阻斷# 定值d竹U 時。而，在車輛處在加速時，設 疋值d作為負載增加率 時，設定〇你炎 方面，在車輛非處在加速 乍為負載增加率α。即，在車輛 時，在前照燈u 处在加速 貞虹财，不執行貞載 負载冗憶部73係用以記 处 載D相靡μ w使引擎轉速〜與前照燈基準負 載相對應之^燈㈣貞^ 上，如圖6所干你 鈑驅動負載圖具體 …係设定成在記憶使引擎轉速 108165.doc -15- 1295980 仙、且=負載也曰上升。藉由如此設定前照燈 载，在車輛低速行車之情形，減小前照燈基、 降低供應至前照燈11之電力，以抑制低速時之乾雷旦 之，引擎轉速Ne升高，車輛高速行車之情开 電I。反 前照燈U之電力，以增加前照㈣之光量：/加供應至 之前照燈驅動負載圖僅係一例，也圖6所不 细合，而挪成认，\ 擎轉速Ne再加以 準負載D Γ Γ化後之引擎轉•’以記憶前照燈基 丰負載D。又，也可利用特定之運算式 轉速Ne算出前照燈基準負載D。 之引擎 負載控制部72係在車輛之定速行車時，將 =信號輸出至前照燈驅動電路37,在車輛加速時負： :7:二速仃車時之負載之開關信號輸出至前照燈驅動電路 之光’即使在加速時’停止電池25之充電，前照燈11 之尤ΐ也難以變化。 二負載控制部72係監視表示吸氣行程之結束時之曲柄 料：：輸出’在該曲柄角信號之輸出時，依據記憶於負 二思73之前照燈驅動負載圖與負載增加率設定部 =之負載增加率算出輸出至前照燈驅動電路η之開 照燈負物。而，將前照燈摩之開關信號 塾則照^驅動電路37。如此一來，負載控制部72會依 。轉速Ne及發電機33是否驅動’在每】引擎循環決定 之際之負載，以抑制發電機33之驅動停 :或驅動開始時之前照燈U之光量變化。 -再更具體地說明負载控制部72之機能。圖7係表示負 108165.doc -16- 1295980The power generation stop control unit 71 has a function of determining whether or not the vehicle is accelerating, and determines that the power generation blocking signal is output to the stabilizer 35 to stop the driving of the generator 33 to function as the charge suppression mechanism of the battery 25. By this, "stop charging of the battery 25" causes the terminal (four) of the battery 25 to be lowered. Light ^ ~ minus: 75 is the amount of light that increases or decreases the headlight I} according to whether or not the charging of the battery 25 is suppressed. Specifically, in the case where the generator 33 is driven, the switching signal based only on the load of the engine speed 输出 is output to the headlight driving circuit 37. Thus, the driving of the generator 33 can be stopped, and even in the case where only the battery pack is used as the headlight 11, the voltage applied to the headlight u can be suppressed from decreasing, and the amount of light at the time of acceleration can be reduced. 〆μ r, 旯 Specifically, the power generation stop control unit 7 determines the vehicle based on the change in the suction pipe force at the end of the intake stroke when the suction pipe force is not at the lowest value in the cycle. When accelerating. On the other hand, in the determination that the vehicle is accelerating, the power generation blocking signal is output to the regulator 35, and the switch is said to be powered off: the driving of the generator 33 is stopped. Thereby, when the acceleration of the vehicle, the current does not flow to the coil of the generator 33 to stop the driving of the power generation (4). Therefore, 108165.doc -12-!295980 reduces the power generation load on the engine 30 and improves the acceleration performance of the vehicle. When the driving of the generator 33 is stopped, the power generation stop control unit 71 restarts the generator 33 when the output voltage of the battery, the time when the driving of the squaring motor 33 is driven, the change of the vehicle speed, and the engine speed satisfy the predetermined conditions. drive. Here, the function of the power generation stop control unit 71 will be described in more detail with reference to Figs. 4 and 5 . Fig. 4 is a flow chart showing the power generation stop program executed by the power generation stop control unit 71. Further, Fig. 5 is a flow chart showing the power generation resuming subroutine after the start of the power generation stop subroutine "the driving of the generator 33 started during the execution is stopped. The power generation stop control unit 71 waits for the output of the crank angle signal at the end of the intake stroke after starting the driving of the engine 3 (S1〇1). The power generation stop control unit 71 that has obtained the crank angle signal acquires the intake pipe pressure P at that time and stores the P value in the memory as the previous intake pipe pressure value n1 (S102). On the other hand, the crankshaft is rotated by the driving of the engine 3〇, and is again in a waiting state (3) of waiting for the output of the crank angle signal at the end of the intake stroke. When the crank angle signal is obtained again, the power generation stop control unit 71 acquires the intake pipe force p at that time and memorizes the value as the intake pipe pressure value n2 (S104). On the other hand, when the difference value greater than the reference value Pk is subtracted from n2, the power generation stop control unit 71 determines that the vehicle is in the acceleration state (S105), outputs the power generation blocking signal to the regulator 35, and stops the generator. 33 drive (S106). At this time, the driving of the generator 33 is stopped, and the precursor lamp 11 uses only the battery 25 as a driving source. On the other hand, in the case where the difference of n is subtracted from the predetermined reference value by n2, it is determined that the vehicle is not at the time of acceleration (S1〇5). In this case, the magic value will be erased by 108165.doc -13- I295980 n2 (suction pipe pressure p), and will be memorized = and will be stored in the value of n2 ^ # . . 1G3 ' ^ End control unit 71 It is again in the state of the social service that is dedicated to the inspiratory stroke (S103). ,,. The standby/electrical stop control unit 71 for outputting the crank angle signal at the time of the beam is used when the vehicle is accelerated by the idling train, and is more complicated by the throttle operation of the "... Opening the inner door: more fuel and air can be introduced into the suction pipe 15 than when the vehicle is driving at a fixed speed, so the force of the suction pipe M during acceleration is higher than that at the fixed speed. Thus, the vehicle is determined. The feeding can quickly respond to the vehicle operation of the rider and determine that the vehicle is accelerating. The power generation stop control unit 71 that outputs the power generation blocking signal performs the power generation and reopening mode. Specifically, 'the power generation stop control is as shown in FIG. 5 (4) Start counting the elapsed time τ from the time when the power generation blocking signal is output, and detect the vehicle speed V1 at that time (S201), and determine the battery power E at the time when the output power generation blocking signal is output according to the battery power signal. _ Is it less than the lower limit of the power generation blocking stop? Emin(S2〇2). However, when the battery power is less than the lower limit of the power generation blocking stop lower limit voltage, the output of the power generation blocking signal is stopped, and the generator 3 is restarted. In this case, it is possible to prevent the amount of electricity stored in the battery 25 from being extremely lowered. On the other hand, in the case where the battery voltage E is equal to or higher than the power generation blocking stop lower limit voltage Emin, the τ counted at the start of the power generation blockage is determined. It is larger than the reference value Tmax (S2〇3) stored in the power generation stop control unit 7A, and when the output exceeds Tmax, the output of the power generation blocking signal (s2〇6) 〇τ is stopped, and it is determined whether or not the acceleration is completed. Specifically, the vehicle speed 108165.doc -14-1295980 v is detected again, and the value of the vehicle speed V1 detected by the vehicle speed v at the start of the power generation interruption is greater than the reference value Vmax previously recorded by the power generation stop control unit 71 (S204). On the other hand, if the value of the vehicle speed VI detected at the start of power generation interruption exceeds Vmax, the output of the power generation blocking signal is stopped (S2〇6). On the other hand, if the value is below Vmax, The engine revolution is calculated from the detection frequency of the unit time of the crank angle signal. The engine rotation speed Ne is greater than the pre-memorized engine rotation speed Nemax, and it is judged that the engine rotation speed has sufficiently increased. In this case, the power generation blocking signal is stopped. The output is again applied to the engine 30 (S206). On the other hand, if the engine is smaller than the engine speed Nemax, the process returns to _2, and the determination of the power generation is resumed by the procedure of (4). The subtraction unit 75 includes a load control unit 72, a negative memory unit 73, and a load increase rate setting unit 74. Negative 2: The addition rate setting unit 74 sets a negative two= rate required for load control of the headlight U. In the above, the value is 预先>- as the candidate value of the acceleration rate α. The load increase rate setting unit 74 monitors whether or not the power generation stop control unit number is present at the special time, that is, the vehicle|丕泠鲁丄土士Field ^% block # When the value d bamboo U. On the other hand, when the vehicle is accelerating, when the 疋 value d is set as the load increase rate, the engine is set to accelerate, and the vehicle is accelerated to increase the load rate α. That is, in the case of the vehicle, the headlight u is accelerating, and the unloading load redundancy unit 73 is used to record the D phase 靡μ w to make the engine speed ～ correspond to the headlamp reference load. The ^ lamp (four) 贞 ^, as shown in Figure 6, you drive the load map specific... is set to memory so that the engine speed 108165.doc -15- 1295980 cents, and = load also rises. By setting the headlight load in this way, in the case of low-speed driving of the vehicle, the headlight base is reduced, and the power supplied to the headlights 11 is reduced, so as to suppress the dry Raydan at low speed, the engine speed Ne rises, the vehicle High-speed driving to open the power I. Anti-headlight U power, to increase the amount of light in the front (4): / plus supply to the previous lamp driving load map is only an example, but also Figure 6 is not detailed, and move into recognition, \ engine speed Ne is again The load D Γ The engine after the change is '' to remember the load of the base lamp D. Further, the headlight reference load D can be calculated using the specific arithmetic expression rotational speed Ne. The engine load control unit 72 outputs a = signal to the headlight driving circuit 37 when the vehicle is traveling at a constant speed, and a negative: 7: the switching signal of the load at the time of the two-speed braking is output to the frontlight. The light of the lamp driving circuit 'stops charging the battery 25 even when accelerating, and the headlight 11 is difficult to change. The second load control unit 72 monitors the crank material at the end of the intake stroke: the output 'at the output of the crank angle signal, based on the memory driving load map and the load increase rate setting unit stored in the negative second thinking 73= The load increase rate calculates the light source negative output that is output to the headlight drive circuit η. On the other hand, the switch signal of the headlight is turned on and the drive circuit 37 is operated. As a result, the load control unit 72 will depend on it. The rotational speed Ne and the generator 33 drive the load at the time of each engine cycle decision to suppress the drive stop of the generator 33: or the change in the amount of light of the backlight U at the start of the drive. - The function of the load control unit 72 will be more specifically explained. Figure 7 shows the negative 108165.doc -16-1295980
載L制部72之處理之流程圖，此處理係在每1引擎循環重 、复執行。負載控制部72係監視表示吸氣行程之結束時之曲 柄角信號之到來（S3G1)。而，在表示吸氣行程之結束時之 曲柄角信號被輸出時，算出引擎轉速Ne(S302)。引擎轉速 Ne既可由曲柄角信號之單位時間之檢測頻度算出，也可由 表不不同之曲柄角之曲柄角信號之檢測時間差算出。其 j，負載控制部72讀入負載增加率設定部74所設定之負載 四加率a (S303)。而，由前照燈驅動負載圖讀入對應於引 轉速Ne之刖照燈基準負載D(S3〇4)，算出 仙乘《負載增加率α之值，並算出在該值加上心^ =前照燈1載Df(Df=D+α XD)，將前照燈負載Df 开σ唬輸出至前照燈驅動電路37(S305)。 在日、，車輛未處於加速時，且在發電機33驅動之情形， =〇在負載增加率設定部74被設定作為負载增加率α， 負載Df成為與前照燈驅動負載圖上所記憶之前照 二載D相等之值。另一方面，車輛處 ㈣33未驅動之情形，前照燈負 ： 負载D高出值dxD之負载。 則'，，、燈基準 .Α 果可將高於前照m 二载之負载之開關信號輸出至前照燈驅動電路 制加速時之前照燈Η之光量之降低。 抑 如以上所說明’依據本實施型態，即使在 停止發電機33之驅動 …逮中而 、s u 〗僅以電池25作為酿叙 源，也可藉使施加至前照燈u之電 ：為與動 轉速Ne之負载增加特定 、載由决疋於引擎 载曰特及比率，以抑制其光量變化。又，再 108165.doc 1295980 開始發電機33之驅料，也可藉停止前述特定 增加’如原來-般’利用決定於引擎轉速Ne之 照燈11 ’故可抑制前照燈U之光量之變化。 比率之負載 負載驅動前 H表示本㈣型態所實現之發電機33之發電狀態、 及前照燈負載Df之時間變化之曲線圖。同圖 I L軸王。卩表不時間經過’圖8⑷之縱軸係表示發電狀 ^、圖8(b)之縱轴係表示引擎轉速、叫)之縱軸係表示A flowchart of the processing of the L-portion unit 72, which is executed repeatedly every 1 engine cycle. The load control unit 72 monitors the arrival of the crank angle signal indicating the end of the intake stroke (S3G1). On the other hand, when the crank angle signal indicating the end of the intake stroke is output, the engine rotation speed Ne is calculated (S302). The engine speed Ne can be calculated from the detection frequency per unit time of the crank angle signal, or can be calculated from the detection time difference of the crank angle signal of the different crank angle. In other words, the load control unit 72 reads the load four-plus rate a set by the load increase rate setting unit 74 (S303). On the other hand, the headlamp driving load map reads the reference lamp load D (S3〇4) corresponding to the indexing speed Ne, calculates the value of the load multiplication rate α, and calculates the value plus the heart ^ = The headlights 1 are loaded with Df (Df = D + α XD), and the headlight load Df is turned on σ 唬 to the headlight driving circuit 37 (S305). In the case where the vehicle is not at the time of acceleration, and the generator 33 is driven, =〇 is set as the load increase rate α in the load increase rate setting portion 74, and the load Df becomes before the memory on the headlamp drive load map. Take the value of D equal to two. On the other hand, in the case where the vehicle (4) 33 is not driven, the headlights are negative: the load D is higher than the load of the value dxD. Then, ',,, lamp reference. 可 The switch signal of the load higher than the front load m can be output to the reduction of the amount of light before the headlight drive circuit accelerates. As described above, according to the present embodiment, even if the driving of the generator 33 is stopped, and the su is only used as the source of the battery 25, the electric power applied to the headlight u can be used: The load increase with the dynamic rotational speed Ne is specific, and the load is determined by the engine load and the ratio to suppress the change in the amount of light. Moreover, starting the pumping of the generator 33 at 108165.doc 1295980, it is also possible to suppress the change of the amount of light of the headlight U by stopping the aforementioned specific increase 'as usual' using the lamp 11 determined by the engine speed Ne. . Load of ratio Before the load is driven, H represents a graph of the power generation state of the generator 33 and the time variation of the headlamp load Df realized by the (four) type. Same figure I L axis king. The time period of the 卩 table is not shown in the vertical axis of Fig. 8 (4), and the vertical axis is the vertical axis of Fig. 8 (b).
則照燈負載Df。 在同圖⑷中’表示在判斷車輛處於加速時之時點u，發 電機33之發電狀態由驅動狀態演變成驅動停止狀態。在同 剛中’表示在發電機33之發電狀態由驅動狀態演變成驅 動停止狀態之時點U起，引擎轉速〜開始上升。又，在同 圖⑻中’引擎轉速Ne-面重複上升與下降，—面隨著時 間之經過而徐徐上升之原因係由於在引擎】循環中引擎轉 速Ne:直變化之故。在同圖⑷中’表示在發電機33之發 電狀態由驅動狀態演變成驅動停止狀態之時點，前照燈 負載Df上升相當於值dxD。而，其後，表示隨著引擎轉速 Ne之上升，前照燈負載Df也徐徐上升。 又，本發明並不限定於上述實施型態，可施行種種變 形。例如，在以上之說明中，係利用負載控制對前照燈u 之施加電壓，在車輛加速時，施行增加負載之處置，藉以 抑制前照燈11之光量之變化，但抑制前照燈21之光量之變 化之方法並不限定於此。例如，也可藉電阻器使電池25之 輸出電壓下降，將下降後之電壓施加至前照燈n，並可利 108165.doc -18- 1295980 用開關啟動或切斷電阻器引起之電麼下降，藉以使光量變 化。而，在電池25之充電時，可將電阻器引起之電壓下降 後之電池電壓施加至前照燈u，在抑制電池25之充電時， 可將無電阻器引起之電壓下降之電池電壓施加至前照燈 11，藉此，可抑制前照燈〗丨之光量之變化。 又，利用光里各異之多數發光體（例如燈絲等昭 燈η時，可抑制光量之變化…也可在電池25被充電： 情形，將電通至光量較小之發光體。而，在抑制電池25之 通電之情形’將電通至光量較大之發光體。如此，即可抑 制發電機33之驅動時、與停止驅動時之間所生之光量之變 化0 【圖式簡單說明】 圖1係本發明之賁施型態之跨坐型車輛之侧面圖。 圖2係表示本發明之實施型態之點燈控制裝置之系统整 體之區塊圖。 圖3係構成本發明之實施型態之點燈控制裝置之ecu之 機能區塊圖。 圖4係表示發電停止控制部之機能之流程圖。 圖5係表示發電停止控制部之機能之流程圖。 圖6係表示前照燈驅動負載圖之一例之圖。 圖7係表示負載控制部之機能之流程圖。 、圖8(a)〜(c)係表示車輛之加速時之發電狀態、引擎轉 速' 前照燈負載之時間變化圖。 【主要元件符號說明】 108165.doc 1295980Then the lamp loads Df. In the same figure (4), it indicates that the power generation state of the generator 33 is changed from the driving state to the driving stop state at the time point u when it is judged that the vehicle is accelerating. In the same period, "the engine speed ~ starts to rise when the power generation state of the generator 33 changes from the drive state to the drive stop state. Further, in the same figure (8), the engine speed Ne-plane is repeatedly raised and lowered, and the reason why the surface gradually rises with the passage of time is because the engine speed Ne: is directly changed in the engine cycle. In the same figure (4), it is indicated that the headlamp load Df rises by a value dxD at the time when the power generation state of the generator 33 is changed from the drive state to the drive stop state. Then, it follows that as the engine speed Ne rises, the headlamp load Df also rises. Further, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above description, the voltage applied to the headlight u by the load control is applied to increase the load when the vehicle is accelerated, thereby suppressing the change in the amount of light of the headlight 11, but suppressing the headlight 21 The method of changing the amount of light is not limited to this. For example, the output voltage of the battery 25 can also be lowered by a resistor, and the voltage after the drop can be applied to the headlight n, and can be used to activate or cut off the resistor caused by the switch with 108165.doc -18-1295980. Drop, so that the amount of light changes. On the other hand, when the battery 25 is charged, the battery voltage after the voltage drop caused by the resistor is applied to the headlight u, and when the charging of the battery 25 is suppressed, the battery voltage without the voltage drop caused by the resistor can be applied to The headlights 11, by which the change in the amount of light of the headlights can be suppressed. Further, when a plurality of illuminants (for example, a filament or the like) are used, it is possible to suppress a change in the amount of light. Alternatively, the battery 25 can be charged: in the case where the illuminator is electrically connected to the illuminator having a small amount of light. In the case of the energization of 25, the electric light is passed to the illuminant having a large amount of light. Thus, the change in the amount of light generated between the driving of the generator 33 and the stop of the driving can be suppressed. [Simplified illustration] Fig. 1 Fig. 2 is a block diagram showing the entire system of the lighting control device according to the embodiment of the present invention. Fig. 3 is a view showing an embodiment of the present invention. Fig. 4 is a flow chart showing the function of the power generation stop control unit. Fig. 5 is a flow chart showing the function of the power generation stop control unit. Fig. 6 is a diagram showing the headlight drive load map. Fig. 7 is a flow chart showing the function of the load control unit. Fig. 8(a) to Fig. 8(a) are diagrams showing time changes of the power generation state at the time of acceleration of the vehicle and the engine speed 'headlight load. [Main component symbol description] 108165.doc 1295980
1 機車 3 前叉 5 前輪 7 手柄 9 油門手柄 11 前照燈 13 車體架 15 吸氣管 17 座墊 19 排氣管 21 消音器 23 散熱器 25 電池 27 冷卻水通路 30 引擎 33 發電機 35 穩壓器 35a 整流電路 35b 開關 35c 定電壓電路 37 前照燈驅動電路 51 電池電壓感測器 52 車速感測器 53 吸氣管壓力感測器 108165.doc -20- 1295980 、 54 70 71 72 73 74 751 Locomotive 3 Front fork 5 Front wheel 7 Handle 9 Throttle handle 11 Headlight 13 Body frame 15 Suction tube 17 Seat 19 Exhaust pipe 21 Silencer 23 Radiator 25 Battery 27 Cooling water passage 30 Engine 33 Generator 35 Stable Voltage regulator 35a rectifier circuit 35b switch 35c constant voltage circuit 37 headlight drive circuit 51 battery voltage sensor 52 vehicle speed sensor 53 suction pipe pressure sensor 108165.doc -20- 1295980, 54 70 71 72 73 74 75
曲柄角感測器 ECU 發電停止控制部 負載控制部 負載記憶部 負載增加率設定部 光量增減部 108165.doc -21 -Crank angle sensor ECU Power generation stop control unit Load control unit Load memory unit Load increase rate setting unit Light amount increase/decrease unit 108165.doc -21 -