WO2020059222A1

WO2020059222A1 - Engine starter device for vehicles

Info

Publication number: WO2020059222A1
Application number: PCT/JP2019/022904
Authority: WO
Inventors: 俊章大澤; 映里奈青木
Original assignee: 本田技研工業株式会社
Priority date: 2018-09-20
Filing date: 2019-06-10
Publication date: 2020-03-26
Also published as: EP3825540B1; JPWO2020059222A1; EP3825540A1; JP7108699B2; CN112714825B; CN112714825A

Abstract

Provided is an engine starter device for vehicles that is capable of preventing kickback with a simple structure without providing a dedicated sensor for detecting the rotational speed of a crankshaft.　A motor stage determination unit (801) determines the angular range of an ACG starter motor (48) as a motor stage on the basis of the direction of the current flowing through each phase of the ACG starter motor (48). If a three-phase AC motor is adopted as the ACG starter motor (48), the motor stage is determined on the basis of a combination of the directions of the current flowing through each of the U, V, and W phases. A reverse rotation detection unit (802) detects the rotation direction of the crank shaft (40) shifting from forward rotation to reverse rotation on the basis of the change of the motor stage. An ignition prohibition unit (803) performs engine ignition at a normal ignition timing as long as the engine rotates forward, and prohibits engine ignition when reverse rotation is detected by the reverse rotation detection unit (802).

Description

Engine starter for vehicles

The present invention relates to a vehicle engine starter suitable for a vehicle provided with a kickstart portion for kickstarting an engine, and more particularly to a vehicle engine starter that prevents kicking when kicking an engine.

When kick-starting the engine, if the vehicle uses a generator / starter (e.g., a scooter), the instantaneous engine speed when the crankshaft reaches a position near the compression top dead center is low, and the ignition occurs at this timing. Is executed, the crankshaft may reverse. Such a phenomenon is generally called "Ketchin" and rarely occurs when various conditions are met.

Patent Document 1 discloses that when a time between a predetermined crank angle signal for outputting an ignition command to an ignition device of an engine and a crank angle signal output immediately before the predetermined crank angle signal is a predetermined value or more, the output of the ignition command is prohibited. In the engine ignition control device, there is a technique for setting a threshold value to be compared with the engine speed immediately before the output of the ignition command based on the engine speed near the bottom dead center, which is the starting point of the decrease in the engine speed. It has been disclosed.

According to Patent Literature 1, it is possible to determine whether or not the click is generated based on the determination that accurately reflects the degree of decrease in the engine speed. Therefore, it is possible to accurately determine whether or not the click is generated. As a result, the occurrence of ketchin can be more effectively prevented.

Patent No.51488530

In Patent Document 1, ignition control is not performed when the rotation speed of the crankshaft near the bottom dead center of the crankshaft is equal to or lower than a predetermined value. However, it is necessary to measure the crankshaft speed in the vicinity of the compression top dead center to determine whether or not ketching actually occurs.

In addition, in Patent Document 1, since a structure is adopted in which the sensor measures the number of revolutions of the crankshaft, a dedicated sensor for detecting the number of revolutions of the crankshaft must be provided. Therefore, there is a problem that the structure is complicated, the number of assembly steps and the weight of the vehicle are increased, and the cost is increased.

On the other hand, when the fuel gas of the engine is ignited and combustion shiatsu is generated, this becomes a drag against the cranking torque of the engine. Therefore, if the combustion shiatsu occurs before the crank angle exceeds the compression top dead center (TDC), the cranking torque of the engine may not be able to withstand the combustion shiatsu and a ketchin may occur. Therefore, it is desirable to execute the engine ignition at a timing such that the crank angle exceeds TDC before the generation of the combustion shiatsu.

Here, according to the experimental results of the inventors, it has been confirmed that the combustion shiatsu pressure of the engine does not rise immediately after the fuel gas is ignited by the ignition coil, but starts rising after a certain delay time. It was found that the delay time showed a substantially constant value.

A first object of the present invention is to solve the above-mentioned technical problems and to provide a vehicle engine starting device capable of preventing a click with a simple structure without providing a dedicated sensor for detecting the number of revolutions of a crankshaft. is there.

A second object of the present invention is to solve the above technical problem, and to set a specific ignition timing for Ketchin prevention in consideration of the fact that the combustion shiatsu of the engine starts to rise after a certain delay time from the ignition of the engine. An engine starting device for a vehicle.

In order to achieve the above object, the present invention includes a generator / starter that is connected to a crankshaft of an engine and synchronously rotates, a kickstart unit that kickstarts the engine, and a unit that ignites the engine. The engine starter is characterized in that the following means are further provided.

(1) Means for determining a stage representing the rotation angle of the generator / starter, means for detecting reverse rotation of the engine based on a change in the stage, and prohibiting ignition of the engine when reverse rotation of the engine is detected. Means.

{(2)} The generator / starter is a three-phase brushless motor, and the means for detecting reverse rotation of the engine determines the stage based on the detected values of the U, V, and W phases.

(3) A rotor sensor is attached to the generator / starter, and the direction of the current of each phase of the generator / starter is determined based on the output state of the rotor sensor.

(4) Means for determining whether or not the crankshaft is in a predetermined angle range near the compression top dead center based on the motor stage, and rotation of the generator / starter when the crankshaft is in the predetermined angle range Ignition inhibiting means (803) for inhibiting ignition of the engine based on the number.

{(5)} The rotational speed was taken as the instantaneous rotational speed.

{(6)} A predetermined angle range in the vicinity of the compression top dead center is set to be before the compression top dead center.

(7) The predetermined angle range is before the ignition timing, and the ignition prohibiting means prohibits the ignition of the engine based on the passage time of the angle range and the ignition delay time from the ignition timing until the acupressure rises. did.

(8) The ignition delay time was set as a constant.

According to the present invention, the following effects are achieved.

(1) The present invention relates to an engine starter including a generator / starter that is connected to an engine crankshaft and rotates synchronously, a kickstart unit that kickstarts the engine, and a unit that ignites the engine. Means for determining a stage representing the rotation angle of the starter / starter, means for detecting reverse rotation of the engine based on a change in the stage, and means for inhibiting the ignition when reverse rotation of the engine is detected. did. Therefore, according to the present invention, it is possible to detect the reverse rotation of the crankshaft without separately providing a dedicated sensor for detecting the angle of the crankshaft, and thereby, it is possible to recognize a situation in which there is a high possibility of occurrence of ketchin. Therefore, ketchin can be prevented with a simple and inexpensive configuration.

(2) According to the present invention, the generator / starter is a three-phase brushless motor, and the means for detecting the reverse rotation of the engine uses the detected values (H / L) of the U, V, and W phases in the rotor sensor. It is determined based on. Therefore, according to the present invention, it is possible to recognize a situation in which there is a high possibility of occurrence of Ketchin only by monitoring a change in the stage without separately providing a dedicated sensor for detecting the angle of the crankshaft.

{(3)} In the present invention, the rotor sensor is attached to the generator / starter, and the direction of the current of each phase of the generator / starter is determined based on the output state of the rotor sensor. Therefore, according to the present invention, the direction of the current flowing in each phase of the three-phase brushless motor can be easily detected.

(4) The present invention provides a means for determining whether or not a crankshaft is within a predetermined angle range near compression top dead center based on a motor stage, and a generator when the crankshaft is within a predetermined angle range. An ignition inhibiting means (803) for inhibiting ignition of the engine based on the rotation speed of the starter is provided. Therefore, according to the present invention, permission or prohibition of engine ignition can be determined based on the speed of the crankshaft near the compression top dead center, and ignition can be performed at an appropriate timing according to the state of the engine. Therefore, prevention of so-called Ketchin can be expected.

{(5)} In the present invention, since the rotation speed is set to the instantaneous rotation speed, it can be determined whether or not to ignite based on the instantaneous rotation speed, and it is possible to further expect to prevent the occurrence of Ketchin.

(6) In the present invention, since the predetermined angle range near the compression top dead center is set to the position before the compression top dead center, the rotation speed in the angle range in which the kick-in can occur even when the engine is ignited during normal rotation is accurately measured. It is possible to effectively prevent the occurrence of ketch-in due to engine ignition during normal rotation based on the measurement result.

(7) According to the present invention, the predetermined angle range is before the ignition timing, and the ignition prohibiting means sets the ignition of the engine on the basis of the passage time of the angle range and the ignition delay time from the ignition timing until the finger pressure rises. It was banned. Therefore, according to the present invention, it becomes easier to grasp a situation in which ketchin is more likely to occur.

{(8)} In the present invention, since the ignition delay time is set to be a constant, it is not necessary to calculate the ignition delay time every time.

1 is a side view of a motorcycle according to an embodiment of the present invention. It is a side sectional view of an engine. It is sectional drawing of an engine. FIG. 2 is a schematic block diagram of an idle stop control system of the engine. It is a flowchart of idle stop permission determination control. It is a flowchart of idle stop control. It is a front view of a combination meter. It is a functional block diagram of a Ketchin prevention part (80B). FIG. 4 is a diagram illustrating a method of determining a stage based on a phase current. FIG. 5 is a diagram showing a relationship between a combination of phase currents and stages. It is a time chart of ignition control. 5 is a flowchart showing a procedure of ignition control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a motorcycle provided with a ketch-in preventing device according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view of an engine mounted on the motorcycle.

The main body frame 3 has one main frame 3 extending obliquely downward and rearward from the head pipe 2, and a pair of left and

right pivot plates

4, 4 vertically extending downward from the rear end of the main frame 3. A pair of left and right rear frames 5 and 5 extend obliquely rearward and upward, and subframes 6 and 6 are provided between the main frame 3 and the

rear frames

5 and 5. A handle 7 is attached to the head pipe 2 such that a front fork 8 is steerable. A front wheel 9 is pivotally supported at a lower end of the front fork 8.

A front end of the swing arm 11 is pivotally supported on the pivot plate 4 by a pivot shaft 10 so as to be swingable up and down. A rear wheel 12 is supported at the rear end of the swing arm 11. A rear cushion 13 is interposed between the swing arm 11 and the upper rear frame 5. A storage box 14 is attached to the front portions of the pair of left and right rear frames 5, 5, and a fuel tank 15 is supported from the storage box 14 to the rear portion of the

rear frames

5, 5. A seat 16 is attached to be able to open and close freely.

(4) The engine 20 is suspended by being supported by an engine hanger 17 and a pivot plate 4 projecting downward from the rear of the main frame 3 from the center. The engine 20 is a four-stroke cycle, one-cylinder air-cooled engine, and includes a centrifugal clutch 51.

The engine 20 is mounted on the vehicle body frame with the cylinders arranged substantially horizontally forward in a horizontal position with the crankshaft 40 oriented in the left-right direction. That is, the cylinder block 22, the cylinder head 23, and the cylinder head cover 24 are sequentially stacked and projected forward from the crankcase 21.

A counter shaft 73, which is an output shaft, protrudes leftward from the transmission chamber at the rear of the crankcase 21. A drive sprocket 26 is fitted at one end of the counter shaft 73, and a driven sprocket 27 fitted to the axle of the rear wheel 12 is provided. A drive chain 28 is wound around the rear wheel 12 so that the power of the engine 20 is transmitted by the rear wheel 12 (see FIG. 2).

An intake pipe 30 extends upward from the upper surface of the cylinder head 23 disposed substantially horizontally forward, and the intake pipe 30 is attached to the main frame 3 via a throttle body 31 integrally provided with a fuel injection valve 95. It is connected to an air cleaner 32. An exhaust pipe 33 extending downward from the lower surface of the cylinder head 23 is bent and extends rearward, and is connected to a muffler 34 disposed on the right side of the vehicle body behind the crankcase 21.

Referring to FIG. 3, in engine 20, crankshaft 40 is rotatably supported by crankcase 21 via a pair of left and right

main bearings

41, 41 and is slidably fitted in a cylinder bore of cylinder block 22. The reciprocating motion of the piston 42 is converted into the rotational motion of the crankshaft 40 via the connecting rod 43. In the combustion chamber 23a formed between the top surface of the piston 42 and the ceiling surface of the cylinder head 23, a spark plug 44 fitted into the ceiling wall of the cylinder head 23 faces the electrode at the tip.

On a left shaft side portion extending leftward from the left main bearing 41 of the crankshaft 40, a starter and power generation having functions of a driving sprocket 45, a driven gear 46, a starter motor and a generator from the main bearing 41 side to the left. An ACG starter motor 48 is sequentially provided. A timing chain 38 is provided between a drive sprocket 45 integrally connected to the crankshaft 40 and a cam sprocket 36 integrally fitted to a cam shaft 35 of a valve train rotatably supported by the cylinder head 23. Is wound around, and the camshaft 35 is driven to rotate at half the number of revolutions of the crankshaft 40. The intake rocker arm 38i and the exhaust rocker arm 38e swinging in contact with the intake cam 35i and the exhaust cam 35e of the camshaft 35, respectively. Drives the intake valve 39i and the exhaust valve 39e to open and close at a predetermined timing to perform intake and exhaust of the engine 20.

The driven gear 46 rotatably supported on the crankshaft 40 via a needle bearing is connected to an outer rotor 48r of an ACG starter motor 48 integrally connected to the crankshaft 40 via a one-way clutch 47. The inner stator 48 s of the ACG starter motor 48 is fixedly supported by the generator cover 49.

On the other hand, on a right shaft side portion extending rightward from the right main bearing 41 of the crankshaft 40, a starting centrifugal clutch 51 is provided at the right end, and a cylindrical member 56 is provided between the centrifugal clutch 51 and the main bearing 41. Are rotatably supported.

The centrifugal clutch 51 includes a drive plate 52 that rotates integrally with the crankshaft 40, and a bowl-shaped clutch outer 53 that is located outside the drive plate 52 and rotates integrally with the tubular member 56. A clutch shoe 54 composed of three centrifugal weights is swingably supported on each of the three support shafts 52a fixed to the clutch shaft 52a, and each clutch shoe 54 having a lining made of a friction material on the outer surface is a clutch shoe 54. Is arranged such that its center of gravity is located on the delay side in the rotation direction of the crankshaft 5 with respect to the position of the support shaft 52a, and turns with the rotation of the crankshaft 40 to oppose a clutch spring (not shown) due to centrifugal force. When the rotational speed exceeds a predetermined rotational speed, the clutch shoe 54 comes into contact with the clutch outer 53 and Heart clutch 51 is connected.

駆動 A drive gear 57 is formed integrally with the left end of the tubular member 56. Therefore, the rotation of the crankshaft 40 is not transmitted to the downstream cylindrical member 56 and the downstream after the centrifugal clutch 51 is disconnected until the rotation speed exceeds a predetermined rotation speed, but when the rotation speed exceeds the predetermined rotation speed, the centrifugal clutch 51 is disconnected. As a result, the power is transmitted to the tubular member 56 and the drive gear 57.

A driven gear 58 that meshes with the drive gear 57 is rotatably supported by a main shaft 71 of a multi-stage transmission 70 that is always meshing with the driven gear, and the driven gear 58 projects rightward from the crankcase 21 of the main shaft 71. The driving clutch is connected via a damper to a clutch outer 61 of a transmission clutch 60 provided at the right end.

The speed change clutch 60 is a friction type multi-plate clutch having a number of clutch plates that are frictionally joined or disengaged by a relays mechanism operated by a driver. When the torque of the outer 61 is transmitted to the clutch inner 62 that is integrally connected to the main shaft 71, the transmission clutch 60 is connected, and when the frictional joining of many clutch plates is released, the clutch inner 61 Transmission of torque to 62 is interrupted, and shift clutch 60 is disengaged.

The multi-stage transmission 70 disposed behind the crankshaft 40 in the crankcase 21 is a manual transmission, and includes a main shaft 71 on which a main gear group 72 is supported and a counter shaft 73 on which a counter gear group 74 is supported. When the shift drum 79 (see FIG. 2) is rotated by the shift operation mechanism, a shift fork (not shown) engaged with the cam groove of the shift drum 79 moves the shifter gear on the support shaft appropriately in the left-right direction. Then, the gear is selected so as to engage with the adjacent gear and engage with one gear of the main gear group 72 and one gear of the counter gear group 74 corresponding to the speed change operation so as to transmit power effectively. The counter shaft 73 is an output shaft, and the drive sprocket 26 is fitted to the left end that penetrates the crankcase 21 to the left.

A kick shaft 75 is rotatably supported by the crankcase 21 near the counter shaft 73 in parallel with the counter shaft 73, and the kick shaft 75 is rotated by a dog clutch 76 of the kick shaft 75. The gear 20 is transmitted to a gear 78 formed on the main shaft 71 via an idle gear 77 rotatably supported by the motor, and further transmitted to the crankshaft 40 via the transmission clutch 60, so that the engine 20 can be started by a kick operation.

Referring to FIGS. 2 and 3, a rear wall 21b of crankcase 21 that covers the rear of counter gear group 74 has a rear portion of gear shift driven gear 74a that rotates integrally with leftmost counter shaft 73 of counter gear group 74. A vehicle speed sensor 82 is attached to the location. The vehicle speed sensor 82 is provided to protrude from the rear wall 21b so that the detection unit faces the teeth of the transmission driven gear 74a.

Therefore, as shown in FIG. 2, the gusset 4 c (the broken line portion in FIG. 2) connecting the pair of left and right pivot plates 4, together with the engine mounting portion, is formed with a recess so as to avoid the vehicle speed sensor 82, and is formed obliquely upward. The vehicle speed sensor 82 is protected by covering the vehicle speed eaves from behind.

FIG. 4 is a block diagram for explaining each function of idling stop and ketch-in prevention in the motorcycle configured generally as described above. The engine 20 is controlled by an ECU (engine control unit) 80. ECU 80 includes an idle stop control unit 80A and a Ketchin prevention unit 80B.

The ECU 80 stores the vehicle speed V detected by the vehicle speed sensor 82, the engine speed NE that is the number of revolutions of the crankshaft 40 detected by the engine speed sensor 83, and the opening of the throttle valve detected by the throttle opening sensor 84. , The oil temperature T of the lubricating oil detected by the oil temperature sensor 85, the shift position SP of the multi-stage transmission 70 detected by the shift position sensor 86, and other detection information indicating the operating state of the engine 20. Is entered.

Furthermore, operation information of switches operated by the driver, such as a start switch 91 and an idle stop switch 92, is also input to the ECU 80. The start switch 91 is operated when starting the engine 20. The idle stop switch 92 is turned on when the driver desires to execute the idle stop, and is turned off when the idle stop is unnecessary.

The ECU 80 controls the driving of the fuel injection valve 95 provided integrally with the throttle body 31, the throttle valve 96 inside the throttle body 31, the ignition plug 44, the ACG starter motor 48, and other devices.

Next, the idle stop control by the idle stop control unit 80A will be described with reference to the flowcharts of FIGS.

において In the idle stop (IS) permission determination routine shown in FIG. 5, in step S1, it is determined whether or not the vehicle is in an idle stop permission mode in which idle stop is permitted. In the present embodiment, it is determined based on the idle stop switch 92 whether or not idle stop is permitted. If the idle stop switch 92 is off, the process proceeds to step S5, where the idle stop permission is released and the idle stop permission flag F is set to "0". If the idle stop switch 92 is on, the process proceeds to step S2.

In step S2, it is determined whether or not the oil temperature T is equal to or higher than 45 degrees. If the oil temperature T is lower than 45 degrees, the flow proceeds to step S5 to set the idle stop permission release state to the idle stop permission flag F of "0". If the oil temperature T is equal to or higher than 45 degrees, the process proceeds to step S3.

In step S3, it is determined whether or not the vehicle speed V is equal to or higher than 10 km / h. If the speed is lower than 10 km / h, the process proceeds to step S5 to set the idle stop permission release state to the idle stop permission flag F to "0". If the vehicle speed V is 10 km / h, the process proceeds to step S4, and the idle stop permission flag F is set to "1" in the idle stop permission mode.

In the present embodiment, it is determined in step S1 whether the driver has requested an idle stop, and in steps S2, S3, it is determined whether the motorcycle is in a state of stopping. As a result, the idle stop is permitted only when the idle stop switch 92 is turned on for the idle stop and the vehicle is about to be stopped, and the idle stop permission flag F is set to "1".

In the idle stop control routine shown in FIG. 6, it is determined from the idle stop permission flag F whether or not the idle stop permission mode is set in step S11. If the idle stop permission release state has not been established (F = 0), the process exits this routine without executing the idle stop, returns to step S11, and the above-described processes are repeated. If it is in the idle stop permission mode (F = 1), the process proceeds to step S12.

In step S12, it is determined whether or not the vehicle speed V is less than 3 km / h (including 0 km / h). If it is not less than 3 km / h, the routine exits without performing idle stop. If the vehicle speed V is less than 3 km / h, the process proceeds to step S13, and it is determined whether or not the engine speed NE is an idle speed. If it is not the idling rotation speed, the routine exits without executing the idling stop. If the engine speed NE is the idle speed, the process proceeds to step S14.

In step S14, it is determined whether or not the shift position SP has become neutral, that is, whether or not the gear has been changed to neutral. If the gear has not been changed to neutral, the routine exits without performing idle stop. If the gear has been changed to neutral, the process proceeds to step S15, and it is determined whether 0.5 seconds have elapsed since the gear was changed to neutral. The routine exits from this routine until 0.5 seconds have elapsed, and proceeds to step S16 when 0.5 seconds have elapsed. In step S16, idle stop is performed by, for example, prohibiting ignition of the spark plug 44 and fuel injection of the fuel injection valve 95.

The control in steps S11 to S16 is based on the assumption that the vehicle is in the idle stop permission mode, and stops when the vehicle speed V is less than 3 km / h (including 0 km / h) and the engine speed NE is equal to the idle speed. Alternatively, it is determined that the vehicle is about to stop, and if the gear is changed to neutral at this time, the idle stop is executed only 0.5 seconds later.

According to the present embodiment, the driver enters the idle stop in a very short time of 0.5 seconds without waiting for the elapse of the scheduled time for confirming the continuation of the signal due to the intentional operation of changing the gear to neutral by the driver, The fuel consumption can be suppressed by shortening the idle time before the idle stop as much as possible.

The idle stop is executed 0.5 seconds after the multi-stage transmission is shifted to neutral, so the idle stop is more natural for the driver and more natural than when the gear is shifted to neutral and idle is stopped immediately. Can enter.

なので Since the discomfort caused by a gear change to neutral and an immediate idle stop is a subtle sensation, it may be possible to immediately enter the idle stop without waiting 0.5 seconds after the gear is changed to neutral.

Also, since the driver enters the idle stop with the intended operation of entering the neutral, if you want to start immediately after stopping, you do not need to change gear to neutral, it will be idle stop unintentionally and restarting Time-consuming situations can be avoided.

After the idle stop is executed in step S16, the process proceeds to step S17, and it is determined whether or not the shift position SP is shifted to an in-gear other than neutral. If the gear is not changed to the in-gear state and remains in the neutral state, the routine exits from this routine and the idle stop state is maintained.

If it is determined in step S17 that a gear change has been made to the in-gear, the process proceeds to step S18, where it is determined whether the throttle opening θ is in a closed state. If the throttle opening θ is in the closed state, the process proceeds to step S19, the engine 20 is automatically started, and the routine exits.

Since the centrifugal clutch 51 is already in the disengaged state when entering the idle stop, even if the engine 20 is automatically started immediately after the idle stop and immediately after the shift position SP of the multi-stage transmission 70 is shifted to an in-gear other than neutral. I want to start. Therefore, automatic start can be performed without any trouble with a simple configuration.

The driver enters the idle stop by the intended operation of gear change, and the engine 20 is automatically started by the intended operation of gear change, so that the idle stop control according to the driver's intention can be performed. .

In the present embodiment, a gear change is made to the in-gear (step S17). If it is determined in step S18 that the throttle opening θ is not closed but open, the process proceeds to step S20, and the idle stop permission flag F is set. The idle stop permission mode is released by setting it to "0", and the process further proceeds to step S21 to prohibit the automatic start of the engine 20 and exit this routine.

Therefore, after the idle stop, the starting of the motorcycle 1 can be prevented, and by releasing the idle stop permission state, the normal engine stop state other than the idle stop can be achieved.

In the state in which the automatic start of the engine 20 is prohibited, the idle stop permission state has been released and the engine 20 is in a normal non-idle stop state. Therefore, the engine 20 is started by the start operation with the start switch 91 or the kick pedal. it can.

Apart from the above-described embodiment, in the idle stop control routine, it is determined whether or not the engine speed NE is the idle speed in step S13 and whether or not the shift position SP is in neutral in step S14. If the throttle angle θ is in the open state, the routine exits from this routine, and proceeds to step S15 when the throttle angle θ is in the closed state. Is also good.

In this case, the determination of elapse of 0.5 seconds in step S15 may be changed to the determination of elapse of 3 seconds. After a lapse of 3 seconds, idle shift may be performed regardless of the shift position of any gear. During idle stop, injection may be cut, headlights may be dimmed, and an idling stop indicator may be turned on.

Further, between the step S13 and the step S14 in the idle stop control routine of the embodiment, a determination whether the throttle angle θ is in a closed state is added, and if the throttle angle θ is in an open state, this routine is executed. And the process may proceed to step S15 when the throttle angle θ is closed.

Then, when the throttle angle θ opens during idle stop, the starter relay is turned on, the engine is automatically started, the dimming of the headlights is released, and the standby indicator is turned off.

Alternatively, a side stand switch may be provided so that when the side stand is in the upright state, the engine is idle-stopped, and when the side stand falls down to the retracted state, the engine may be automatically started. The above various idle stop controls may be selected by a changeover switch.

FIG. 7 shows a combination meter 100 provided on a handlebar cover of a motorcycle.

In the combination meter 100, the analog speedometer 101 occupies a large area in the center in a circular shape, and various indicators are arranged around the analog speedometer 101. A neutral indicator 102, a first speed indicator 103, a second speed indicator 104, and the like are arranged on the left half of the combination meter 100 along the outer circumference of the analog speedometer 101, and a third speed is provided on the right half along the outer circumference of the analog speedometer 101. An indicator 105, a fourth speed indicator 106, an idle stop permission indicator 107 indicating an on / off state of an idle stop switch, and the like are arranged.

Regardless of which gear the shift position is, in the case of the idle stop control that can enter the idle stop, the idle stop switch is turned on and the idle stop permission indicator 107 of the combination meter 100 in FIG. 7 is lit. When the multi-speed transmission is in the third-speed (or fourth-speed) range and the third-speed indicator 105 is lit and the vehicle enters idle stop, the first-speed indicator 103 and the second-speed indicator 104 flash. I have.

When the multi-speed transmission is in the third speed (or fourth speed) range, it is not appropriate to enter the idle stop, and the first speed indicator 103 and the second speed indicator 104 are made to blink so that the first speed can easily secure the starting torque. Alternatively, the driver is alerted to shift down to the second speed.

FIG. 8 is a functional block diagram showing the configuration of the kick-in prevention unit 80B, which mainly includes a motor stage determination unit 801, a reverse rotation detection unit 802, and an ignition prohibition unit 803.

The motor stage determination unit 801 determines the angle range of the ACG starter motor 48 as the motor stage (MSTAGE) based on the direction of the current flowing through each phase of the ACG starter motor 48. In the present embodiment, a three-phase AC motor is adopted as the ACG starter motor 48, and as shown in FIGS. 9 and 10, the motor stage is set to the third stage based on the combination of the directions of the currents flowing through the U, V, and W phases. It is determined from stage 0 to any of the fifth stages.

In the present embodiment, as a rotor sensor for detecting a permanent magnet mounted on the inner rotor of the ACG starter motor 48, for example, a plurality of Hall elements are provided, and the direction of current flowing through each phase is detected as an output signal of the Hall element. You. Then, for example, if the U phase is Lo level and the V phase and W phase are all Hi level, the motor stage is determined to be “0”. Similarly, for example, if the U phase is at the Hi level and the V and W phases are all at the Lo level, the motor stage is determined to be “3”.

The reverse rotation detection unit 802 detects that the rotation direction of the crankshaft 40 has changed from normal rotation to reverse rotation based on a change in the motor stage. In the present embodiment, the motor stage changes from 0 → 1 → 2 → 3 → 4 → 5 → 0 during the forward rotation, but the current direction is switched in two of the three phases during the reverse rotation. → 3 → 4 → 5 → 4 → 3 → 2 When the motor stage shows a unique change at the time of such reverse rotation, the reverse rotation detecting unit 11 determines that the rotation direction of the ACG starter motor 48, that is, the rotation direction of the engine has changed from normal rotation to reverse rotation.

The ignition prohibiting unit 803 performs engine ignition at a normal ignition timing as long as the engine rotates forward, and prohibits engine ignition when the reverse rotation detecting unit 802 detects reverse rotation.

FIG. 11 is a time chart of the ignition control for determining the method and necessity of ignition of the engine based on the motor stage and the rotation speed of the ACG starter motor 48, and FIG. 12 is a flowchart showing the control procedure.

In step S31, output signals of each rotor sensor are obtained. In step S32, the motor stage determination unit 801 determines the current motor stage of the ACG starter motor 48 based on the combination of the output signals of the respective rotor sensors. In step S33, it is determined whether or not the current engine ignition timing has reached the motor stage for determining whether to be the calculated ignition timing or the fixed ignition timing.

In the present embodiment, the process proceeds to step S34 if the motor stage corresponding to 50 ° before compression top dead center (TDC) of the engine is the ignition timing determination stage, and at time t1, the motor stage is the ignition timing determination stage.

In step S34, the rotation speed NE in the angle range from 50 ° to 40 ° before TDC is measured as the instantaneous rotation speed NEa. In the present embodiment, since the 31st motor stage corresponds to the angle range, the rotation speed of the 31st motor stage is measured as the instantaneous rotation speed NEa. In step S35, the instantaneous rotational speed NEa is compared with a predetermined reference rotational speed NE _ref, the process proceeds to NEa <NE _ref unless predetermined arithmetic ignition process.

On the other hand, if NEa <NE _ref , the process proceeds to step S36 and thereafter. If it is determined in step S33 that the current motor stage is not the ignition timing determination stage, the process similarly proceeds to step S36 and subsequent steps.

In step S36, based on the result of the stage determination in step S32, it is determined whether or not the current stage is the current time to start energizing the ignition coil. At time t2 in FIG. 11, when it is determined that the current power supply start timing has been reached, the process proceeds to step S43, and power supply to the ignition coil is started / continued.

On the other hand, if it is determined in step S36 that the current energization start stage is not the current stage, the process proceeds to step S37, and it is determined whether the current ignition stage is to ignite the ignition coil. In the present embodiment, the ignition timing of the fixed ignition is set to 10 ° before TDC, and at time t3, when the motor stage reaches the thirty-fifth stage corresponding to the angle, it is determined that the current stage is the ignition stage, and the process proceeds to step S38. move on.

In step S38, the reverse rotation detection unit 802 determines whether the engine is rotating reversely based on a change in the motor stage. If the motor stage shows a unique change at the time of reverse rotation, the process proceeds to step S41 and the current engine ignition is stopped. If it is determined that the engine is not rotating in reverse, the process proceeds to step S39, and the passage time Δt of the TDC immediate stage (the 34th motor stage at 10 ° to 20 ° before TDC in this embodiment) is measured. In step S40, the passing time Δt of the latest stage is compared with the Ketchin determination threshold value Δt _ref .

According to the experiments of the present inventors, the ignition delay time Δd from the engine ignition until the fuel shiatsu actually starts to rise is almost constant, and in order to prevent the occurrence of ketchin, the ignition before the ignition shiatsu starts to rise It is desirable that the crank angle exceed TDC within the delay time Δd. Therefore, in the present embodiment, the Ketchin determination threshold Δt _ref is set to the ignition delay time Δd. Then, the transit time Delta] t from the TDC front 10 ° to the ignition timing to reach the TDC compared to kickback determination threshold Delta] t _ref, if Delta] t <Delta] t _ref, there is a low possibility of occurrence of kickback, step S42 Then, the fixed ignition is executed. On the other hand, if Δt ≧ Δt _ref , the possibility of occurrence of kicking is not low, so the process proceeds to step S41, and the ignition inhibition unit 803 inhibits the current engine ignition.

The determination in step S40 may be made based on the engine speed. For example, when the ignition timing is 10 ° before TDC and the ignition delay time Δd is fixed to 2.5 ms, the engine speed at which 10 ° from the ignition timing to TDC can pass in 2.5 ms is 666.7 rpm. Therefore, the control can be replaced with a control in which ignition is prohibited if the instantaneous engine speed at 10 ° before TDC is less than 670 rpm, and ignition is permitted if the instantaneous engine speed is 670 rpm or more.

DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Head pipe, 3 ... Main frame, 4 ... Pivot plate, 5 ... Rear frame, 8 ... Front fork, 20 ... Engine, 40 ... Crankshaft, 41 ... Main bearing, 42 ... Piston, 48 ... ACG Starter motor, 51: Centrifugal clutch, 80: ECU, 80A: Idle stop control unit, 80B: Ketchin prevention unit, 82: Vehicle speed sensor, 83: Engine speed sensor, 84: Throttle opening sensor, 85: Oil temperature sensor, 86: shift position sensor, 91: start switch, 92: idle stop switch, 95: fuel injection valve, 96: throttle valve

Claims

A generator / starter (48) that is connected to the engine crankshaft and rotates synchronously,
Kick start section (75) to kick start the engine,
Means for igniting the engine (44)
Means (801) for determining a stage representing the rotation angle of the generator and starter (48),
Means (802) for detecting reverse rotation of the engine based on the change in the stage,
Means (803) for prohibiting the ignition when a reverse rotation of the engine is detected.
The generator / starter (48) is a three-phase brushless motor,
2. The vehicle engine starting device according to claim 1, wherein the stage determining unit (801) determines the motor stage based on a combination of detection values of each of U, V, and W phases.
A rotor sensor is attached to the generator / starter (48),
The vehicle according to claim 2, wherein the means (801) for determining the stage determines a direction of a current of each phase of the generator / starter (48) based on an output state of the rotor sensor. Engine starting device.
A generator / starter (48) that is connected to the engine crankshaft and rotates synchronously,
Kick start section (75) to kick start the engine,
Means for igniting the engine (44)
Means (801) for determining a motor stage representing the rotation angle of the generator and starter (48),
Means for determining whether or not the crankshaft is within a predetermined angle range near the compression top dead center based on the motor stage,
An ignition inhibiting means (803) for inhibiting ignition of an engine based on a rotation speed of the generator / starter (48) when the crankshaft is within a predetermined angle range. Engine starting device.
The vehicle engine starting device according to claim 4, wherein the rotation speed is an instantaneous rotation speed.
6. The vehicle engine starting device according to claim 4, wherein the predetermined angle range near the compression top dead center is before the compression top dead center. 7.
The predetermined angle range is before the ignition timing, and the ignition prohibiting means (803) sets the ignition of the engine based on the passage time of the angle range and the ignition delay time (Δd) from the ignition timing until the acupressure rises. 7. The vehicle engine starting device according to claim 4, wherein the starting of the vehicle is prohibited.
8. The vehicle engine starting device according to claim 7, wherein the ignition delay time (Δd) is a constant.