WO2021044609A1

WO2021044609A1 - Mt-type straddled vehicle

Info

Publication number: WO2021044609A1
Application number: PCT/JP2019/035128
Authority: WO
Inventors: 辰誕大庭
Original assignee: ヤマハ発動機株式会社
Priority date: 2019-09-06
Filing date: 2019-09-06
Publication date: 2021-03-11

Abstract

The present invention inhibits an increase in size of an MT-type straddled vehicle. This MT-type straddled vehicle comprises a control device that: causes, when conditions for stopping combustion operation are satisfied, a 4-stroke engine to stop performing combustion operation; causes a permanent magnet starter generator to perform stop position control so as to stop a crank shaft at a stop target position; causes the permanent magnet starter generator to perform stop position control so as to stop the crank shaft at the stop target position while causing the 4-stroke engine to stop performing combustion operation, during at least a portion of a period in which the combustion operation of the 4-stroke engine is stopped and which spans from when the conditions for stopping the combustion operation of the 4-stroke engine are satisfied to when conditions for restarting the combustion operation of the 4-stroke engine are satisfied; and suspends the stop position control during a period that is included in the period where the stop position control is performed and that is when the state is a connection state in which a manual clutch is connected for power transmission and/or a non-neutral state in which a manual multi-speed transmission is in a state other than the neutral state.

Description

MT type straddle vehicle

The present invention relates to an MT (manual transmission) type saddle-mounted vehicle.

As an MT type saddle-mounted vehicle equipped with a manual transmission, for example, Patent Document 1 discloses an automatic idle stop vehicle that automatically stops the engine when the vehicle is stopped. Patent Document 1 describes an automatic idle stop vehicle equipped with a manual transmission as follows. If the automatic idle stop function is applied to a vehicle equipped with a manual transmission as it is, the engine will be automatically stopped even when the gear position is other than the neutral position and the hand clutch is not held. As a result, the automatic idle stop vehicle equipped with the manual transmission is in a so-called "push start" state when the engine is restarted.

For example, Patent Document 1 proposes to include a clutch lifter shaft for disengaging or connecting a clutch and an actuator for rotating the clutch lifter shaft. In this case, when the idle stop condition is satisfied, if the clutch is not disengaged by the hand clutch and the gear position is other than neutral, the clutch is disengaged by the actuator. As a result, the automatic stop of the engine when the gear position is other than the neutral position and the hand clutch is not gripped is suppressed, and the engine is smoothly automatically stopped.

Japanese Patent No. 432788

For example, the vehicle of Patent Document 1 is equipped with an actuator for disengaging the clutch. On the other hand, in MT type saddle-mounted vehicles, it is required to suppress the increase in size. An object of the present invention is to provide an MT type saddle-mounted vehicle capable of suppressing an increase in size.

The present inventors examined the engine stop of an MT type saddle-type vehicle equipped with a manual transmission.

As an engine provided in a saddle-type vehicle, there is a 4-stroke engine having a high load region in which the load for rotating the crankshaft of the engine is large and a low load region in which the load for rotating the crankshaft is small during the 4-stroke. Such a 4-stroke engine includes, for example, a 4-stroke single-cylinder engine. The 4-stroke single-cylinder engine requires a large output torque from the starting motor in order to rotate the crankshaft beyond the high load region when the engine is started.

On the other hand, when a starting generator that also functions as a starting motor is used in order to suppress the increase in size of the MT type saddle-mounted vehicle, the driving force of the starting motor applied to the crankshaft of the 4-stroke single-cylinder engine is For example, it is smaller than the case of a combination of a starting motor and a gear. Therefore, the 4-stroke single-cylinder engine is required to obtain a run-up section for overcoming the compression reaction force by appropriately adjusting the rotation start position of the crankshaft at the time of starting. That is, an MT type saddle-mounted vehicle having a starting generator that also functions as a starting motor is required to appropriately adjust the stop position of the crankshaft when the 4-stroke single-cylinder engine is stopped. However, when the stop position is adjusted by the start generator when the 4-stroke single-cylinder engine is stopped, it will be driven if the manual clutch is not disengaged and the manual transmission is in a non-neutral state other than the neutral state. The force is transmitted to the wheels.

Patent Document 1 proposes mounting an actuator for disengaging a manual clutch. However, in the MT type saddle-mounted vehicle, the attitude control is performed by the weight shift of the driver during traveling or turning. The body of the MT-type saddle-mounted vehicle is preferably made lighter or smaller so that the attitude control can be smoothly performed by moving the weight of the driver. Therefore, the present inventors have considered deliberately removing the actuator in order to disengage the manual clutch. In this case, when the manual clutch is in the connected state and the manual transmission is in the non-neutral state, the driving force of the starting motor is transmitted to the wheels.

Therefore, the present inventors have examined that the drive by the starting motor is interrupted when the manual clutch and the manual transmission are in a state of transmitting power. Furthermore, it was examined to interrupt the stop position control while the manual transmission is in the non-neutral state and the manual clutch is in the connected state. By interrupting the stop position control, the event that the driving force of the starting generator is transmitted to the wheels is suppressed.

Therefore, for example, it is possible to suppress the increase in size due to the actuator for disengaging the clutch.

The MT type saddle-type vehicle of the present invention completed based on the above findings has the following configurations.
(1) MT type saddle-mounted vehicle
It has a crankshaft and outputs the power generated by the combustion operation via the crankshaft that rotates in the forward direction, and during four strokes, it rotates the crankshaft in a high load region where the load for rotating the crankshaft is large. A 4-stroke engine having a low load region in which the load to be applied is smaller than the load in the high load region.
The drive wheels that receive the power output from the 4-stroke engine and drive the MT-type saddle-type vehicle.
A power transmission path for transmitting power from the 4-stroke engine to the drive wheels without interposing a centrifugal clutch.
A manual multi-speed transmission provided on the power transmission path that changes the gear ratio between the 4-stroke engine and the drive wheels in multiple stages including a neutral state according to the operation of the shift pedal.
A manual clutch provided on the power transmission path between the four-stroke engine and the manual multi-speed transmission to interrupt the power transmission between the four-stroke engine and the manual multi-speed transmission.
A clutch lever that activates the manual clutch in response to an operation by the driver of the MT-type saddle-mounted vehicle, and
It is provided so as to be interlocked with the crankshaft, and the 4-stroke engine is started by driving the crankshaft when the 4-stroke engine is started, and is driven by the crankshaft to generate power during the combustion operation of the 4-stroke engine. Permanent magnet type start generator and
When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the combustion operation of the 4-stroke engine is stopped, and the permanent magnet type start generator is stopped to stop the crankshaft at the stop target position. Perform position control,
At least one of the stop periods of the combustion operation of the 4-stroke engine from the condition for stopping the combustion operation of the 4-stroke engine to the condition for restarting the combustion operation of the 4-stroke engine is satisfied. In the unit, the permanent magnet type start generator is made to perform stop position control for stopping the crank shaft at the stop target position while stopping the combustion operation of the 4-stroke engine.
During the period during which the stop position control is performed, at least one of a non-neutral state in which the manual multi-speed transmission is in a state other than the neutral state and a connected state in which the manual clutch is connected to power transmission. , The control device that interrupts the stop position control,
To be equipped.

According to this configuration, the MT type saddle-mounted vehicle includes a 4-stroke engine, drive wheels, a power transmission path, a manual multi-speed transmission, a manual clutch, a clutch lever, a permanent magnet start generator, and the like. It is equipped with a control device.
The 4-stroke engine has a crankshaft and outputs the power generated by the combustion operation via the crankshaft that rotates in the forward direction. The 4-stroke engine has a high load region in which the load for rotating the crankshaft is large and a low load region in which the load for rotating the crankshaft is smaller than the load in the high load region during the four strokes. The drive wheels receive the power output from the 4-stroke engine to drive the saddle-mounted vehicle. The power transmission path transmits power from the 4-stroke engine to the drive wheels without the intervention of a centrifugal clutch. The manual multi-speed transmission is provided on the power transmission path, and changes the gear ratio between the 4-stroke engine and the drive wheels to multiple stages including the neutral state according to the operation of the shift pedal. The manual clutch is provided on the power transmission path between the 4-stroke engine and the multi-speed transmission to interrupt the power transmission between the 4-stroke engine and the manual multi-speed transmission. The clutch lever activates the manual clutch in response to an operation by the driver of the saddle-mounted vehicle. The permanent magnet type start generator is provided so as to be interlocked with the crankshaft, and the 4-stroke engine is started by driving the crankshaft when the 4-stroke engine is started, and is driven by the crankshaft during the combustion operation of the 4-stroke engine. Generate electricity.

When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the control device stops the combustion operation of the 4-stroke engine and stops the permanent magnet start generator to stop the crankshaft at the stop target position. Position control is performed. The control device performs stop position control in which the permanent magnet start generator stops the crankshaft at the stop target position while stopping the combustion operation of the 4-stroke engine during at least a part of the stop period of the combustion operation of the 4-stroke engine. Let me. The stop period of the combustion operation of the 4-stroke engine is the period from the establishment of the condition for stopping the combustion operation of the 4-stroke engine to the establishment of the condition for restarting the combustion operation of the 4-stroke engine. The control device is in at least one of a non-neutral state in which the manual multi-speed transmission is in a state other than the neutral state and a connected state in which the manual clutch is transmitting power during the period in which the stop position control is performed. , Stop position control is interrupted.

When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the control device stops the combustion operation of the 4-stroke engine and stops the permanent magnet start generator to stop the crankshaft at the stop target position. Position control is performed. As a result, it is possible to obtain a run-up section for overcoming the compression reaction force of the crankshaft at the time of starting the 4-stroke engine having a high load region and a low load region.
Further, the control device controls the stop position in which the permanent magnet start generator stops the crankshaft at the stop target position while stopping the combustion operation of the 4-stroke engine during at least a part of the stop period of the combustion operation of the 4-stroke engine. To be carried out. At this time, the control device interrupts the stop position control for at least one period of the non-neutral state in which the manual multi-speed transmission is other than the neutral state and the connected state in which the manual clutch is connected to the power transmission. The speed change of the manual multi-speed transmission is changed according to the operation of the shift pedal. The manual clutch is connected and disengaged by operating the clutch lever. For example, the speed change of a manual multi-speed transmission may be changed to a non-neutral state according to an operation. At this time, when the manual clutch is engaged, the driving force of the starting generator is transmitted to the wheels by controlling the stop position.
Here, the control device drives the start generator when the stop position control is interrupted during the period in which the power transmission path from the start generator to the drive wheels is in the transmission state without being cut off in the middle. The situation where power is transmitted to the wheels is suppressed. In particular, according to this configuration, the control device interrupts the stop position control during at least one of the non-neutral state of the manual multi-speed transmission and the manual clutch connection state, thereby driving the starting generator. Is suppressed from being transmitted to the wheels. Therefore, according to this configuration, the actuator can be removed to disengage the manual clutch, and as a result, it is possible to suppress the increase in size of the actuator for disengaging the manual clutch.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(2) The MT type saddle-mounted vehicle of (1).
The control device is in a non-neutral state in which the manual multi-speed transmission is other than the neutral state, and a connected state in which the manual clutch is connected to power transmission, during the period in which the stop position control is performed. The stop position control is interrupted.

For example, when the manual clutch is in the connected state, the shift stage of the manual multi-speed transmission may be changed from the neutral state to the non-neutral state according to the operation. Further, when the shift stage of the manual multi-speed transmission is in the non-neutral state, the manual clutch may change from the disengaged state to the connected state. In these cases, the driving force of the starting generator is transmitted to the wheels by controlling the stop position by the control device. According to this configuration, the control device interrupts the stop position control during the period of the non-neutral state in which the manual multi-speed transmission is other than the neutral state and the connected state in which the manual clutch is connected to the power transmission. As a result, the situation in which the driving force of the starting generator is transmitted to the wheels is suppressed. Therefore, according to this configuration, the actuator can be removed to disengage the manual clutch, and as a result, it is possible to suppress the increase in size of the actuator for disengaging the manual clutch.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(3) The MT type saddle-mounted vehicle according to (1) or (2).
The control device is
If the conditions for restarting the combustion operation of the 4-stroke engine are satisfied before the completion of the stop position control, the crankshaft of the permanent magnet start generator is moved to the same start target position as the stop target position. Rotate,
After the crankshaft reaches the starting target position, the permanent magnet type starting generator starts the 4-stroke engine by rotating the crankshaft in the forward direction.

According to this configuration, the control device rotates the crankshaft to the start target position in the permanent magnet type start generator when the conditions for restarting the combustion operation of the 4-stroke engine are satisfied before the stop position control is completed. Let me. As a result, a run-up section for overcoming the compression reaction force of the crankshaft at the time of starting the 4-stroke engine can be obtained, and the actuator can be removed to disengage the manual clutch. As a result, according to this configuration, it is possible to suppress an increase in size due to the actuator for disengaging the manual clutch.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(4) The MT type saddle-mounted vehicle of (3).
The control device is
When the condition for restarting the combustion operation of the 4-stroke engine is satisfied before the completion of the stop position control, the permanent magnet type start generator reversely rotates the crankshaft to the start target position.
After the crankshaft reaches the starting target position, the permanent magnet type starting generator starts the 4-stroke engine by rotating the crankshaft in the forward direction.

According to this configuration, if the condition for restarting the combustion operation of the 4-stroke engine is satisfied before the completion of the stop position control, the control device causes the permanent magnet type start generator to move the crankshaft to the start target position. Rotate by reverse rotation. As a result, a run-up section for overcoming the compression reaction force of the crankshaft at the time of starting the 4-stroke engine can be obtained, and the actuator can be removed to disengage the manual clutch. As a result, according to this configuration, it is possible to suppress an increase in size due to the actuator for disengaging the manual clutch.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(5) An MT type saddle-mounted vehicle according to any one of (1) to (4).
The conditions for stopping the combustion operation of the 4-stroke engine are that the manual multi-speed transmission is in the neutral state, at least when the manual clutch is in a connected state for transmitting power, or the engine stop switch is turned on. Occasionally, when the manual multi-speed transmission is in the non-neutral state, at least the manual clutch is in a disconnected state where power is not transmitted, and is established when the driver of the MT type saddle-mounted vehicle turns on the engine stop switch. To do.

According to this configuration, the engine is stopped when the manual multi-speed transmission is in the neutral state and the manual clutch is in the connected state. At this time, since the event that the driving force of the permanent magnet type start generator is transmitted to the wheels is suppressed, the control device can control the stop position of the crankshaft by the permanent magnet type start generator. In addition, if the driver puts the manual multi-speed transmission in a non-neutral state immediately after stopping the 4-stroke engine by connecting the manual clutch, the control device is a crankshaft using a permanent magnet start generator. Stop position control can be interrupted. In addition, even if the driver of the MT type saddle-mounted vehicle turns on the engine stop switch to stop the 4-stroke engine and immediately disconnects the manual clutch to the connected state, the control device is a permanent magnet start generator. The stop position control of the crankshaft 24 can be interrupted. Therefore, in this configuration, the phenomenon that the driving force of the permanent magnet type start generator is transmitted to the wheels is suppressed.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(6) An MT type saddle-mounted vehicle according to any one of (1) to (5).
The condition for restarting the combustion operation of the 4-stroke engine is that the manual clutch does not transmit power when the manual multi-speed transmission is in the neutral state and when the manual multi-speed transmission is in the non-neutral state. It is established when it is in a disconnected state.

According to this configuration, the engine is restarted when the manual multi-speed transmission is in the neutral state and the manual clutch is in the connected state. Therefore, according to this configuration, the event that the driving force of the permanent magnet type start generator is transmitted to the wheels is suppressed.

According to one aspect of the present invention, the MT type saddle-mounted vehicle can adopt the following configuration.
(7) An MT type saddle-mounted vehicle according to any one of (1) to (6).
The control device is
When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the combustion operation of the 4-stroke engine is stopped, and the crankshaft is attached to the permanent magnet type start generator to expand the 4-stroke engine. To perform stop position control to stop the engine,
During at least a part of the stop period from the establishment of the condition for stopping the combustion operation of the 4-stroke engine to the establishment of the condition for restarting the combustion operation of the 4-stroke engine, the 4-stroke engine While stopping the combustion operation, the permanent magnet type start generator is made to perform the stop position control for stopping the crank shaft in the expansion stroke of the 4-stroke engine.

According to this configuration, the stop target position of the crankshaft of the 4-stroke engine is set to the expansion stroke in one combustion cycle of the 4-stroke engine. When a starting generator that also functions as a starting motor is used for the 4-stroke engine, the driving force of the starting generator on the crankshaft of the 4-stroke engine is smaller than, for example, in the case of a combination of a motor and gear dedicated to starting. .. Therefore, at the time of starting, the 4-stroke engine is required to obtain a run-up section of the crankshaft for overcoming the compression reaction force. Therefore, according to this configuration, by stopping the crankshaft in the expansion stroke immediately after the compression stroke in one combustion cycle of the 4-stroke engine, the 4-stroke engine reduces the compression reaction force of the crankshaft at the time of starting. You can get a run-up section to get over.

The terminology used herein is for the purpose of defining only specific embodiments and has no intention of limiting the invention. As used herein, the term "and / or" includes any or all combinations of one or more related listed components. As used herein, the use of the terms "include, include", "include, comprising" or "having" and variations thereof is described in the features, processes, operations, described. It identifies the presence of elements, components and / or their equivalents, but can include one or more of steps, actions, elements, components, and / or groups thereof. As used herein, the terms "attached", "connected", "combined" and / or their equivalents are widely used, direct and indirect attachment, connection and Includes both bonds. Further, "connected" and "coupled" are not limited to physical or mechanical connections or connections, but can include direct or indirect electrical connections or connections. Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by those skilled in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be construed to have meaning consistent with the relevant technology and in the context of the present disclosure and are expressly defined herein. Unless it is, it will not be interpreted in an ideal or overly formal sense. It is understood that a number of techniques and processes are disclosed in the description of the present invention. Each of these has its own interests, and each may be used in conjunction with one or more of the other disclosed techniques, or in some cases all. Therefore, for clarity, this description refrains from unnecessarily repeating all possible combinations of individual steps. Nevertheless, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention and claims.

In this specification, a new MT type saddle type vehicle will be described. In the following description, for purposes of illustration, a number of specific details are given to provide a complete understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without these specific details. The present disclosure should be considered as an example of the invention and is not intended to limit the invention to the particular embodiments set forth in the drawings or description below.

The MT type saddle-mounted vehicle is a saddle-mounted vehicle having a manual multi-speed transmission. A saddle-type vehicle is a vehicle in which the driver sits across the saddle. Examples of saddle-mounted vehicles include moped-type, off-road type, and on-road type motorcycles. The saddle-mounted vehicle is not limited to a motorcycle, and may be, for example, a motorcycle, an ATV (All-Terrain Vehicle), or the like. A tricycle may have two front wheels and one rear wheel, or may have one front wheel and two rear wheels. The drive wheels of the saddle-mounted vehicle may be rear wheels or front wheels. Further, the drive wheels of the saddle-mounted vehicle may be both rear wheels and front wheels. Further, it is preferable that the saddle-mounted vehicle is configured to be able to turn in a lean posture. A saddle-mounted vehicle configured to be able to turn in a lean posture is configured to turn in a posture tilted toward the center of a curve. As a result, the saddle-mounted vehicle configured to be able to turn in a lean posture opposes the centrifugal force applied to the vehicle when turning. In a saddle-mounted vehicle that is configured to be able to turn in a lean posture, lightness is required, so the responsiveness of progress to the starting operation is important. In a saddle-mounted vehicle configured to be able to turn in a lean posture, for example, a torque converter utilizing the mechanical action of fluid is not provided in the power transmission path from the power source to the drive wheels.

The four-stroke engine has a high load region and a low load region during the four strokes. The 4-stroke engine having a high load region and a low load region is, for example, a single cylinder engine. It also has a high load region and a low load region. The 4-stroke engine having a high load region and a low load region is, for example, a 2-cylinder engine, an unequal-interval explosion type 3-cylinder engine, or an unequal-interval explosion type 4-cylinder engine. A four-stroke engine having a high load region and a low load region includes a continuous non-combustion section of 180 degrees or more during one cycle of 720 degrees. The 4-stroke engine having a high load region and a low load region does not include, for example, an evenly spaced explosion type engine having 3 or more cylinders. A four-stroke engine is, for example, an engine having less than three cylinders. In one embodiment of the present disclosure, the 4-stroke engine is, for example, a single-cylinder engine or a two-cylinder engine. The two-cylinder engine may be a non-equidistant combustion engine having two cylinders. As an unequal-interval combustion engine having two cylinders, for example, a V-type engine can be mentioned.
In a 4-stroke engine having a high load region and a low load region, the fluctuation of rotation at a low rotation speed is larger than that of other types of engines. The high load region refers to a region in which the load torque is higher than the average value of the load torque in one combustion cycle in one combustion cycle of the engine. The low load region refers to a region other than the high load region in one combustion cycle. Looking at the rotation angle of the crankshaft as a reference, the low load region in the engine is wider than, for example, the high load region. The compression stroke overlaps with the high load region.

The permanent magnet type start generator is, for example, a brushless motor. A brushless motor is a motor that does not have a commutator. The magnetic start generator functions as a start motor to start the engine. The permanent magnet start generator is a motor generator that is driven by an engine to generate electricity. Permanent magnet motors are not limited to this. The permanent magnet start generator may be, for example, a brushed DC motor. The brushless motor may be, for example, an outer rotor type or an inner rotor type. Further, the brushless motor may be an axial gap type instead of the radial gap type.

The permanent magnet type start generator is directly connected to the crankshaft, for example. However, the permanent magnet type start generator is not limited to this, and may be provided so as to be interlocked with the crankshaft. The permanent magnet start generator may be connected to the crankshaft without using, for example, a manual clutch. For example, the permanent magnet start generator may be connected to the crankshaft via a gear or belt.

The control device may have a processor that executes a program, or may be an electronic circuit.

The manual clutch is configured to operate in response to a driver's operation of the clutch lever. Examples of the manual clutch include a wet or dry multi-plate or single-plate clutch. In one embodiment, the manual clutch is a wet multi-plate clutch. However, the centrifugal clutch does not correspond to the manual clutch.
The state of the manual clutch is detected, for example, as the position of the clutch lever. The state of the manual clutch may be detected, for example, as the position of a member of the manual clutch. The position of the clutch lever is detected by the clutch lever position sensor. Such a clutch lever position sensor is composed of, for example, a switch that detects an operated position or a non-operated position of the manual clutch lever. However, the clutch lever position sensor is not limited to this, and may be composed of, for example, a sensor that outputs a signal indicating the operation position of the manual clutch lever at an analog level.

The manual multi-speed transmission is configured to change the gear ratio in multiple stages according to the operation of the shift pedal. A continuously variable transmission does not correspond to a manual multi-speed transmission.

The control device may acquire the state of the manual multi-speed transmission and the manual clutch, for example, after the stop position control is interrupted. Further, in this case, the control device may restart the stop position control, for example, when the acquired state is at least one of a neutral state (manual multi-speed transmission) and a disengaged state (manual clutch). However, the control device does not have to acquire the states of the manual multi-speed transmission and the manual clutch, for example, after the stop position control is interrupted.

According to the present invention, it is possible to suppress the increase in size of the MT type saddle-mounted vehicle.

It is a drawing for demonstrating the MT type saddle riding vehicle which concerns on one Embodiment. It is a side view which shows the application example of the saddle type vehicle of FIG. It is a side view which shows the engine unit of the saddle type vehicle of FIG. 1 in an enlarged manner. It is sectional drawing which shows the engine unit of the saddle type vehicle of FIG. 1 enlarged. It is explanatory drawing which shows typically the relationship between the crank angle position of a 4-stroke engine and the required torque. It is sectional drawing which shows the cross section perpendicular to the rotation axis of the brushless motor of the saddle type vehicle of FIG. It is a block diagram which shows the electrical schematic structure of the engine unit of the saddle-type vehicle of FIG. It is a flowchart which shows the operation of the stop position control of the control device of the saddle-type vehicle of FIG. It is a flowchart which shows the more detailed operation which added the restart control to the stop position control of the control device of the saddle-type vehicle of FIG.

[Overview]
FIG. 1 is a drawing for explaining an MT type saddle-mounted vehicle 1 according to an embodiment of the present invention. Part (a) of FIG. 1 is a side view of the saddle-mounted vehicle 1. Part (b) of FIG. 1 is a flowchart (corresponding to FIG. 8 described later) in the stop position control of the load-variable 4-stroke engine (20).
In the present specification and drawings, F indicates the front in the saddle-type vehicle 1. B indicates the rear side of the saddle-mounted vehicle 1. FB indicates the front-rear direction in the saddle-mounted vehicle 1. U indicates the upper side in the saddle-mounted vehicle 1. D indicates the lower side in the saddle-mounted vehicle 1. UD indicates the vertical direction in the saddle-mounted vehicle 1. L indicates the left side of the saddle-mounted vehicle 1. R indicates the right side of the saddle-mounted vehicle 1. LR indicates the left-right direction in the saddle-mounted vehicle 1. LR is also the vehicle width direction in the saddle-mounted vehicle 1. That is, the vehicle width direction LR in the saddle-mounted vehicle 1 includes both the right R and the left L in the saddle-mounted vehicle 1. The above direction is the same as the direction in the engine unit 10 mounted on the saddle-mounted vehicle 1.

The saddle-mounted vehicle 1 shown in FIG. 1 includes an engine unit 10 and rear wheels as drive wheels 15. The engine unit 10 outputs power to the drive wheels 15. The drive wheels 15 drive the saddle-mounted vehicle 1.

The engine unit 10 includes a load-variable 4-stroke engine 20, a power transmission path 46, a manual transmission 30, a shift pedal 40, a manual clutch lever 50, a brushless motor (starting generator) 60, and a motor driver 70. And a control device 80. The manual transmission 30 includes a manual clutch 31 and an output unit 39.
That is, the saddle-mounted vehicle 1 includes a load-variable 4-stroke engine 20, drive wheels 15, a manual transmission 30, a manual clutch 31, a manual clutch lever 50, a brushless motor 60, and a control device 80. Be prepared.
The drive wheels 15 receive power output from the load-variable 4-stroke engine 20 to drive the saddle-mounted vehicle 1. The saddle-mounted vehicle 1 includes a power storage device (battery) 17.
In the following, the load-variable 4-stroke engine 20 is also referred to as an engine 20. The engine unit 10 also includes a fuel injection device (not shown) that supplies fuel to the engine 20.

The engine 20 has a crankshaft 24. The engine 20 outputs the power generated by the combustion operation via the crankshaft 24 that rotates in the forward direction. The engine 20 has a high load region and a low load region during the four strokes. The high load region is a region where the load for rotating the crankshaft 24 is large. The low load region is a region in which the load for rotating the crankshaft 24 is smaller than the load in the high load region. In this embodiment, the engine 20 is, for example, a single cylinder engine.
The manual transmission 30 is a manual multi-speed transmission. The manual transmission 30 is provided in the power transmission path 46 between the engine 20 and the drive wheels 15. The power transmission path 46 transmits power from the engine 20 to the drive wheels 15 without interposing a centrifugal clutch. The manual transmission 30 changes the gear ratio between the engine 20 and the drive wheels 15 in multiple stages according to the operation of the shift pedal 40. The manual transmission 30 has a neutral state and a plurality of non-neutral states.
The manual clutch 31 is provided on the power transmission path between the engine 20 and the manual transmission 30. The manual clutch lever 50 operates the manual clutch 31 in response to an operation by the driver of the saddle-mounted vehicle 1. The manual clutch 31 interrupts power transmission between the engine 20 and the manual transmission 30.

The brushless motor 60 is a permanent magnet type motor. The brushless motor 60 is provided so as to interlock with the crankshaft 24. The brushless motor 60 drives the crankshaft 24 by being supplied with the electric power of the power storage device 17. The brushless motor 60 assists the operation of the engine 20 by driving the crankshaft 24 when the stopped saddle-mounted vehicle 1 starts traveling.
Further, the brushless motor 60 functions as a starting motor for starting the engine 20 by driving the crankshaft 24 when the engine 20 is started. By providing the engine unit 10 with a brushless motor 60 that functions as a permanent magnet start generator, for example, a dedicated starter motor different from the generator can be omitted. The brushless motor 60 functions as a generator that is driven by the crankshaft 24 to generate electricity during the combustion operation of the engine 20.

The motor driver 70 has an inverter 71. The inverter 71 controls the current flowing between the power storage device 17 and the brushless motor 60. The motor driver 70 is controlled by the control device 80.
The control device 80 controls the rotational power output from the engine 20 by controlling the combustion operation of the engine 20. Further, the control device 80 controls the brushless motor 60 by controlling the inverter 71.

The control device 80 stops the combustion operation of the engine 20 when the condition for stopping the combustion operation of the engine 20 is satisfied (S103). At this time, the control device 80 causes the brushless motor 60 to perform stop position control for stopping the crankshaft 24 at the stop target position (S105).
Here, the stop target position is set in the expansion stroke in one combustion cycle of the engine 20. In the present embodiment, the engine 20 uses a brushless motor 60, which is a permanent magnet type starting generator that also functions as a starting motor. In this case, the driving force of the brushless motor 60 on the crankshaft 24 of the engine 20 is smaller than, for example, in the case of a combination of a motor and a gear dedicated to starting. Therefore, at the time of starting, the engine 20 is required to obtain a run-up section of the crankshaft 24 for overcoming the compression reaction force. Therefore, by stopping the crankshaft 24 in the expansion stroke immediately after the compression stroke in one combustion cycle of the engine 20, the engine 20 has a run-up section for overcoming the compression reaction force of the crankshaft 24 at the time of starting. Obtainable.

Further, the control device 80 causes the brushless motor 60 to perform stop position control for stopping the crankshaft 24 at the stop target position while stopping the combustion operation of the engine 20 during at least a part of the stop period of the combustion operation of the engine 20. (S105). The stop period of the combustion operation of the engine 20 is a period from the establishment of the condition for stopping the combustion operation of the engine 20 to the establishment of the condition for restarting the combustion operation of the engine 20. The control device 80 is in at least one of a non-neutral state in which the manual transmission 30 is other than the neutral state and a connected state in which the manual clutch 31 is transmitting power during the period in which the stop position control is being performed. The stop position control is interrupted during the period of (S106). More preferably, the control device 80 is in a non-neutral state in which the manual transmission 30 is other than the neutral state, and a connected state in which the manual clutch 31 is transmitting power, during the period in which the stop position control is performed. , The stop position control is interrupted (S106).

That is, the control device 80 repeatedly acquires the states of the manual transmission 30 and the manual clutch 31 (S104 to S107). When the acquired state is at least one of a non-neutral state (manual transmission 30) and a connected state (manual clutch 31), the control device 80 interrupts the stop position control (S106). More preferably, when the acquired state is a non-neutral state (manual transmission 30) and a connected state (manual clutch 31), the control device 80 interrupts the stop position control (S106). Further, the control device 80 repeatedly acquires the states of the manual transmission 30 and the manual clutch 31 even after the stop position control is interrupted (S104 to S107). When the acquired state is the neutral state (manual transmission 30) and the disengaged state (manual clutch 31), the control device 80 resumes the stop position control (S105).

When the control device 80 interrupts the stop position control during the period in which the power transmission path from the brushless motor 60 to the drive wheels 15 is in the transmission state without being cut off in the middle, the control device 80 causes the driving force of the brushless motor 60. Is transmitted to the drive wheels 15 is suppressed. In particular, according to this configuration, the control device is in at least one of the non-neutral state of the manual transmission 30 and the connected state of the manual clutch 31, more preferably the non-neutral state of the manual transmission 30. Moreover, by interrupting the stop position control during the connected state of the manual clutch 31, the event that the driving force of the brushless motor 60 is transmitted to the drive wheels 15 is suppressed. Therefore, the actuator can be removed to disengage the manual clutch 31. As a result, it is possible to suppress an increase in size due to the installation of an actuator for disengaging the manual clutch 31.

[Details of each part]
Hereinafter, the saddle-mounted vehicle 1 according to the embodiment will be described in more detail. FIG. 2 is a side view showing an application example of the saddle-mounted vehicle 1 shown in FIG. Here, the part (a) of FIG. 2 is a left side view of the saddle-mounted vehicle 1, and the part (b) is a right-side view of the handlebar 13 portion of the saddle-mounted vehicle 1 in an enlarged manner. .. The saddle-mounted vehicle 1 is, more specifically, an MT-type saddle-mounted vehicle. The saddle-mounted vehicle 1 is a motorcycle. The saddle-mounted vehicle 1 is, more specifically, an MT-type motorcycle. More specifically, the saddle-mounted vehicle 1 includes an engine unit 10, a vehicle body 11, a front fork 12, a handlebar 13, a front wheel 14, a drive wheel 15, a seat 16, and a power storage device 17 (FIG. 1). Battery) and a rear arm 151.

The front fork 12 is rotatably supported by the vehicle body 11. The handlebar 13 functions as a steering handle. The handlebar 13 is fixed to the upper end of the front fork 12. That is, the handlebar 13 is rotatably supported with respect to the vehicle body 11 via the front fork 12. A manual clutch lever 50 and a clutch lever position sensor 51 are provided on the left portion of the handlebar 13. The manual clutch lever 50 is attached to the handlebar 13. An accelerator operator 53, a brake lever 54, an engine start switch 91, and an engine stop switch 92 are provided on the right side of the handlebar 13 (see part (b) of FIG. 2). The front wheel 14 is rotatably supported by the front fork 12. The rear arm 151 is swingably supported by the vehicle body 11. The drive wheels 15 are rotatably supported by the rear arm 151.

The engine unit 10 is held by the vehicle body 11. More specifically, the engine unit 10 is attached to a frame (not shown) of the vehicle body 11. The engine unit 10 outputs power from the output unit 39 toward the drive wheels 15. The output unit 39 is a sprocket around which the chain 152 is wound. The output unit 39 is provided outside the housing of the engine unit 10. The output unit 39 is actually covered with a cover (not shown) provided on the vehicle body 11, but in FIG. 2, it is represented by a solid line so that it can be easily seen that it is exposed to the outside of the housing of the engine unit 10. Has been done. The power of the engine unit 10 is transmitted to the drive wheels 15 via the sprocket as the output unit 39 and the chain 152. Step S111 is provided below D below the output unit 39 in the vertical direction UD. The seat 16 is a saddle type and is provided on the upper part of the vehicle body 11. The driver of the saddle-mounted vehicle 1 sits on the seat 16 and puts his / her foot on step v111 while driving. The power storage device 17 is arranged inside the vehicle body 11 (see FIG. 1). The power storage device 17 stores electric power.

[Engine unit]
FIG. 3 is an enlarged side view of the engine unit 10 shown in FIG. FIG. 4 is an enlarged cross-sectional view of the engine unit 10 shown in FIG. The engine unit 10 includes an engine 20, a power transmission path 46, a manual transmission 30, a shift pedal 40, a manual clutch lever 50, a brushless motor 60, a motor driver 70, and a control device 80. Further, the engine unit 10 includes a clutch lever position sensor 51 and a gear position sensor 45 (see FIG. 4).

The engine 20 includes a crankshaft 24, a connecting rod 25, a piston 26, a spark plug 27 (see FIG. 4), a valve operating mechanism 28 (see FIG. 4), and a valve 29 (see FIG. 3). Further, the engine 20 includes a crankcase 21, a cylinder 22 (cylinder), and a cylinder head 23.
The crankcase 21, the cylinder 22, and the cylinder head 23 form a housing for the engine 20. The piston 26 is provided in the cylinder 22 so as to be reciprocating. The crankcase 21 is connected to the cylinder 22.
The crankshaft 24 is arranged in the crankcase 21 and is rotatably supported by the crankcase 21. The piston 26 and the crankshaft 24 are connected via a connecting rod 25. The valve 29 and the valve operating mechanism 28 are arranged in the cylinder head 23.
The crankshaft 24, the manual transmission 30, and the brushless motor 60 are arranged in the crankcase 21. The power of the crankshaft 24 is transmitted to the valve operating mechanism 28 via the cam chain 281. The valve operating mechanism 28 operates the valve 29 in synchronization with the rotation of the crankshaft 24 and the reciprocating movement of the piston 26.

FIG. 5 is an explanatory diagram schematically showing the relationship between the crank angle position of the engine 20 and the required torque. The solid line Ta in FIG. 5 shows the required torque for rotating the crankshaft 24 in a state where the engine 20 is not performing the combustion operation. The engine 20 is a single cylinder engine. The engine 20 has a high load region TH in which the load for rotating the crankshaft 24 is large and a low load region TL in which the load for rotating the crankshaft 24 is smaller than the load in the high load region TH during the four strokes.

The high load region is a region in which the load torque is higher than the average value Av of the load torque in one combustion cycle in one combustion cycle of the engine 20. Looking at the rotation angle of the crankshaft 24 as a reference, the low load region TL is wider than the high load region TH. More specifically, the low load region TL is wider than the high load region TH. In other words, the rotation angle region corresponding to the low load region TL is wider than the rotation angle region corresponding to the high load region TH. The engine 20 rotates while repeating an intake stroke, a compression stroke, an expansion stroke (combustion stroke), and an exhaust stroke. The compression stroke overlaps with the high load region TH. The low load region TL is located between combustions.

One combustion cycle of the engine 20 includes one intake stroke, one compression stroke, one expansion stroke, and one exhaust stroke. In the intake stroke, a mixture of fuel and air is supplied to the combustion chamber defined by the cylinder 22, the cylinder head 23, and the piston 26 shown in FIGS. 3 and 4. In the compression stroke, the piston 26 compresses the air-fuel mixture in the combustion chamber. In the expansion stroke, the air-fuel mixture ignited by the spark plug 27 burns and pushes the piston 26. In the exhaust stroke, the gas after combustion is discharged from the combustion chamber as exhaust gas. The reciprocating motion of the piston 26 is converted into the rotation of the crankshaft 24. The energy generated by the combustion of fuel in the engine 20 is output to the manual transmission 30 as power for the crankshaft 24.

The power transmission path 46 transmits power from the engine 20 to the drive wheels 15 without interposing a centrifugal clutch. A manual transmission 30 is provided on the power transmission path 46. The power transmission path 46 includes, for example, the chain 152.

[Manual multi-speed transmission]
The manual transmission 30 converts the rotational speed of the crankshaft 24 according to the shift stage. The manual transmission 30 is a stepped transmission having a plurality of gears. The manual transmission 30 includes a manual clutch 31, an input shaft 32, an output shaft 33, a drive gear 34, a driven gear 35, a dog ring 35a, a shift stage setting mechanism 36, an output unit 39, and a gear position. It includes a sensor 45. The manual transmission 30 converts the rotational speed of the crankshaft 24 at a gear ratio according to the operation of the shift pedal 40 and outputs the speed. The shift pedal 40 is operated by the driver's foot.

The manual clutch 31 cuts off the transmission of power between the engine 20 and the drive wheels 15 (see FIG. 1) in response to the operation of the manual clutch lever 50. More specifically, the manual clutch 31 cuts off the transmission of power between the crankshaft 24 and the input shaft 32. The manual clutch 31 shuts off the transmission of power in response to the driver's operation on the manual clutch lever 50.
The manual clutch 31 is connected to the manual clutch lever 50 via a mechanical wire 52. More specifically, the manual clutch 31 is connected to the manual clutch lever 50 via a mechanical wire 52, a clutch arm 37, and a lifter rod 38. When the manual clutch lever 50 is operated, the mechanical wire 52, the clutch arm 37, and the lifter rod 38 are displaced. As a result, power transmission is cut off.

The manual clutch lever 50 is operated by the left hand of the driver of the saddle-mounted vehicle 1. The clutch lever position sensor 51 detects an operation performed by the driver on the manual clutch lever 50. The clutch lever position sensor 51 detects the operation of the manual clutch lever 50 by detecting the displacement of the clutch arm 37. The clutch lever position sensor 51 is, for example, a switch that detects an operated position or a non-operated position of the manual clutch lever 50. The clutch lever position sensor 51 outputs a signal indicating an operation on the manual clutch lever 50 to the control device 80. The gear position sensor 45 is attached to the manual transmission 30 and detects a neutral state of the manual transmission 30 and a plurality of non-neutral states. The gear position sensor 45 outputs a signal indicating the neutral state of the manual transmission 30 and a plurality of non-neutral states to the control device 80.

The plurality of drive gears 34 are provided on the input shaft 32 and are configured to always rotate together with the input shaft 32. Further, each of the plurality of drive gears 34 corresponds to each shift stage. The plurality of driven gears 35 are provided on the output shaft 33 and are configured to be rotatable relative to the output shaft 33. The dog ring 35a is provided on the output shaft 33 and is configured to rotate together with the output shaft 33. The plurality of driven gears 35 are configured to be able to mesh with the corresponding drive gears 34. At all times, at least one of the plurality of driven gears 35 meshes with the drive gear 34. The output shaft 33 is interlocked with the output unit 39 of the engine unit 10. More specifically, the output shaft 33 is fixed to the output unit 39. The power transmitted to the output shaft 33 is output from the output unit 39.

The shift stage setting mechanism 36 mechanically and selectively effectively sets the power transmission from the input shaft 32 to the output shaft 33 via the drive gear 34 and the driven gear 35 related to any one shift stage. It is configured in. The shift stage setting mechanism 36 has a shift cam and a shift fork (not shown). When the shift cam rotates in response to the driver's operation on the shift pedal 40, the shift fork is guided by the cam groove provided in the shift cam 36a and moves the dog ring 35a in the axial direction. A dog is provided on each of the driven gear 35 and the dog ring 35a. For example, when the dog ring 35a moves in the axial direction, the driven gear 35 and the dogs provided on the dog ring 35a are engaged with each other. As a result, the power transmission related to any of the shift stages becomes effective. In this way, the manual transmission 30 changes the gear ratio according to the driver's operation with respect to the shift pedal 40. The rotation speed of the crankshaft 24 is converted at a gear ratio according to the operation of the shift pedal 40 and output from the output unit 39.

The shift pedal 40 includes a rotating shaft 41, a lever portion 42, and a pedal rubber portion 43.

The rotation shaft 41 constitutes the rotation center of the shift pedal 40. The rotary shaft 41 projects from the crankcase 21. The rotary shaft 41 continues to the shift stage setting mechanism 36 in the crankcase 21. The lever portion 42 is an intermediate portion of the crank-shaped shift pedal 40.
When the driver operates the pedal rubber portion 43 upward U or downward D with the tip of the left foot placed on step S111, the shift pedal 40 rotates about the rotation shaft 41. As a result, the shift stage setting mechanism 36 effectively sets the power transmission via the drive gear 34 and the driven gear 35 related to one shift stage.

[Permanent magnet start generator]
FIG. 6 is a cross-sectional view showing a cross section perpendicular to the rotation axis of the brushless motor 60 shown in FIGS. 3 and 4.
The brushless motor 60 will be described with reference to FIGS. 4 and 6. The brushless motor 60 is provided on the crankshaft 24.
The brushless motor 60 is a permanent magnet type three-phase brushless motor. The brushless motor 60 functions as a permanent magnet type three-phase brushless generator.

The brushless motor 60 has a rotor 61 and a stator 62. The brushless motor 60 is a radial gap type. The brushless motor 60 is an outer rotor type. That is, the rotor 61 is an outer rotor. The stator 62 is an inner stator.

The rotor 61 has a rotor main body 615. The rotor body 615 is fixed to the crankshaft 24. The rotor 61 is not provided with a winding to which a current is supplied.

The rotor 61 has a permanent magnet portion 611. The permanent magnet portion 611 faces the stator 62 via a gap. The rotor 61 has a plurality of magnetic pole portions 614. The plurality of magnetic pole portions 614 are formed by the permanent magnet portions 611. The plurality of magnetic pole portions 614 are provided on the inner peripheral surface of the rotor main body portion 615. The permanent magnet unit 611 is composed of a plurality of permanent magnets. However, the permanent magnet unit 611 can also be composed of one permanent magnet magnetized so as to have a plurality of magnetic pole pairs.

The plurality of magnetic pole portions 614 are provided so that the north pole and the south pole are alternately arranged in the circumferential direction of the brushless motor 60. The number of magnetic poles of the rotor 61 facing the stator 62 in the embodiment is 24. The number of magnetic poles of the rotor 61 means the number of magnetic poles facing the stator 62. No magnetic material is provided between the magnetic pole portion 614 and the stator 62.
The magnetic pole portion 614 is provided outside the stator 62 in the radial direction of the brushless motor 60. The back yoke portion is provided outside the magnetic pole portion 614 in the radial direction.

The stator 62 has a stator core 621 and a plurality of stator windings 622. The stator core 621 has a plurality of tooth portions (teeth) 623 provided at intervals in the circumferential direction. The plurality of tooth portions 623 extend radially outward from the stator core 621. In the present embodiment, a total of 18 tooth portions 623 are provided at intervals in the circumferential direction. In other words, the stator core 621 has a total of 18 slots 624 formed at intervals in the circumferential direction. The tooth portions 623 are arranged at equal intervals in the circumferential direction.

The rotor 61 has a number of magnetic pole portions 614 that is larger than the number of tooth portions 623. That is, the brushless motor 60 has a larger number of magnetic pole portions 614 than the number of tooth portions 623. The number of magnetic poles is 4/3 of the number of slots.

A stator winding 622 is wound around each tooth portion 623. That is, the multi-phase stator winding 622 is provided so as to pass through the slot 624. FIG. 6 shows the state in which the stator winding 622 is in the slot 624. Each of the plurality of phase stator windings 622 belongs to one of the U phase, the V phase, and the W phase. The stator windings 622 are arranged so as to be arranged in the order of, for example, U phase, V phase, and W phase.

The engine unit 10 is provided with a rotor position detecting device 63. The rotor position detecting device 63 is a device that detects the position of the rotor 61. The rotor position detection device 63 is composed of Hall ICs. The rotor position detecting device 63 detects the magnetic pole surface 616 of the magnetic pole portion 614 provided on the rotor 61. When the rotor position detecting device 63 detects the magnetic pole surface 616, the output electric signal changes. The electric signal is transmitted from the rotor position detection device 63 to the control device 80. The control device 80 determines the position of the rotor 61 based on the change in the electric signal output from the rotor position detection device 63.

However, for example, a pickup may be used as the rotor position detecting device 63. When the rotor position detecting device 63 is arranged in the brushless motor 60 storage space, the rotor position detecting device 63 is attached to the crankcase 21. The rotor position detecting device 63 is attached to, for example, the starting generator cover of the crankcase 21. When the rotor position detecting device 63 is arranged in the brushless motor 60 storage space, the rotor position detecting device 63 may be attached to the stator 62, for example.

The rotor 61 is attached to the crankshaft 24 without a power transmission mechanism (for example, a belt, a chain, a gear, a speed reducer, a speed increaser, etc.). The rotor 61 rotates at a speed ratio of 1: 1 with respect to the crankshaft 24. More specifically, the rotor 61 is connected to the crankshaft 24 so that it rotates at the same speed as the crankshaft 24. The rotation axis of the brushless motor 60 and the rotation axis of the crankshaft 24 substantially coincide with each other. More specifically, the rotor 61 is fixed to the crankshaft 24. More specifically, the rotor 61 is directly connected to the crankshaft 24.

[Control device]
FIG. 7 is a block diagram showing an electrical schematic configuration of the engine unit 10 shown in FIGS. 2 and 3. FIG. 7 also shows a power storage device 17 and a main switch MS that are electrically connected to the engine unit 10. The power storage device 17 is a battery.

The control device 80 of the engine unit 10 includes a combustion control unit 83 and a start power generation control unit 82. The start power generation control unit 82 of the control device 80 controls the motor driver 70.
A brushless motor 60 and a power storage device 17 are connected to the motor driver 70. When the brushless motor 60 operates as a motor, the power storage device 17 supplies electric power to the brushless motor 60. Further, the power storage device 17 is charged by the electric power generated by the brushless motor 60.

The motor driver 70 includes an inverter 71. The inverter 71 controls the current flowing between the power storage device 17 and the brushless motor 60. The inverter 71 includes a plurality of switching units 711 to 716. The inverter 71 has six switching units 711 to 716. The inverter 71 is a three-phase bridge inverter.
Each of the switching units 711 to 716 has a switching element. The switching element is, for example, a transistor, and more specifically, a FET (Field Effect Transistor).
The plurality of switching units 711 to 716 are connected to each phase of the plurality of phases of the stator winding 622. More specifically, of the plurality of switching units 711 to 716, two switching units connected in series form a half bridge. The half bridges of each phase are connected in parallel to the power storage device 17. The switching units 711 to 716 constituting the half bridge of each phase are connected to each phase of the multi-phase stator winding 622, respectively.

The inverter 71 controls the current flowing between the power storage device 17 and the brushless motor 60. Specifically, the switching units 711 to 716 of the inverter 71 switch the passage / cutoff of the current between the power storage device 17 and the multi-phase stator winding 622.
Specifically, when the brushless motor 60 functions as a motor, energization and energization stop for each of the plurality of phases of the stator windings 622 are switched by the on / off operation of the switching units 711 to 716.
Further, when the brushless motor 60 functions as a generator, the on / off operation of the switching units 711 to 716 switches the passage / cutoff of the current between each of the stator windings 622 and the power storage device 17. By sequentially switching the switching units 711 to 716 on and off, rectification of the three-phase alternating current output from the brushless motor 60 and voltage control are performed. The switching units 711 to 716 control the current output from the brushless motor 60 to the power storage device 17.

The main switch MS switches the supply or stop of power supply to the control device 80 according to the operation of the driver.
A clutch lever position sensor 51 is connected to the control device 80. The clutch lever position sensor 51 detects the driver's clutch operation. The clutch lever position sensor 51 indirectly detects the state of the manual clutch 31.
A gear position sensor 45 is connected to the control device 80. The gear position sensor 45 detects a neutral state of the manual transmission 30 and a plurality of non-neutral states.
A spark plug 27, a fuel injection device FI, and a power storage device 17 are connected to the control device 80. Further, a rotor position detecting device 63 is connected to the control device 80. The control device 80 acquires the position of the rotor 61 in the brushless motor 60 by a signal from the rotor position detection device 63. The control device 80 controls the inverter 71 according to the position of the rotor 61.
The control device 80 includes a start power generation control unit 82 and a combustion control unit 83. The start power generation control unit 82 and the combustion control unit 83 of the control device 80 control the engine 20 and the brushless motor 60.

The start power generation control unit 82 includes a drive control unit 821, a power generation control unit 822, and a stop control unit 823. The drive control unit 821 starts the engine 20. The drive control unit 821 controls the motor driver 70 so that the brushless motor 60 rotates the crankshaft 24. The engine 20 is started by the brushless motor 60 rotating the crankshaft 24. The power generation control unit 822 causes the brushless motor 60 to perform power generation operation. The power generation control unit 822 controls the motor driver 70 so that the brushless motor 60 generates power. The power storage device 17 is charged by the power generated by the brushless motor 60. The stop control unit 823 controls the stop position of the crankshaft 24 when the combustion operation of the engine 20 is stopped. The stop control unit 823 controls the motor driver 70 so that the brushless motor 60 applies a braking force to the crankshaft. The brushless motor 60 applies a braking force to the crankshaft 24 to stop the crankshaft 24 at the stop target position. Further, the stop control unit 823 controls the motor driver 70 so that the brushless motor 60 applies a driving force to the crankshaft. The brushless motor 60 applies a driving force to the crankshaft 24 to drive the crankshaft 24 to a stop target position.

The drive control unit 821, the power generation control unit 822, and the stop control unit 823, that is, the start power generation control unit 82, controls the on / off operations of the switching units 711 to 716 of the motor driver 70 to operate the brushless motor 60. To control. The start power generation control unit 82 determines the position of the rotor 61 of the brushless motor 60 based on the change in the electric signal output from the rotor position detection device 63. The starting power generation control unit 82 controls the switching units 711 to 716 based on the position of the rotor 61. As a result, the start power generation control unit 82 controls the rotation of the brushless motor 60. The start power generation control unit 82 operates the switching units 711 to 716 on and off according to the position of the rotor 61 detected by the rotor position detection device 63, not at a predetermined timing. That is, the start power generation control unit 82 operates the switching units 711 to 716 on and off by feedback control based on the position of the rotor 61.

The combustion control unit 83 controls the combustion operation of the engine 20 by controlling the spark plug 27 and the fuel injection device FI. The combustion control unit 83 controls the rotational force of the engine 20 by controlling the spark plug 27 and the fuel injection device FI. The combustion control unit 83 controls the spark plug 27 and the fuel injection device FI according to the opening degree of the throttle valve SV.

As shown in FIG. 4, the control device 80 includes a central processing unit 80a and a computer having a storage device 80b (see FIG. 4). The central processing unit 80a performs arithmetic processing based on the control program. The storage device 80b stores data related to programs and operations.
The start power generation control unit 82 including the drive control unit 821, the power generation control unit 822, and the stop control unit 823, and the combustion control unit 83 are realized by a computer (not shown) and a control program executed by the computer. Therefore, the operation of the start power generation control unit 82 including the drive control unit 821 and the power generation control unit 822 and the combustion control unit 83, which will be described later, can be said to be the operation of the control device 80. The start power generation control unit 82 and the combustion control unit 83 may be configured as separate devices, for example, at positions separated from each other, or may be integrally configured.

The control device 80 has an idling stop control function. The control device 80 performs idling stop when a condition for stopping the combustion operation of the engine 20 (hereinafter referred to as an engine stop condition) is satisfied. More specifically, the combustion control unit 83 of the control device stops the combustion operation of the engine 20 when the engine stop condition is satisfied. The combustion control unit 83 determines the conditions for stopping the combustion operation of the engine 20 based on the signals from the engine stop switch 92, the clutch lever position sensor 51, and the gear position sensor 45. When the condition for stopping the combustion operation of the engine 20 is satisfied, the combustion control unit 83 stops the combustion operation of the engine 20. At this time, the stop control unit 823 of the start power generation control unit 82 causes the brushless motor 60 to perform stop position control for stopping the crankshaft 24 at the stop target position.

The stop control unit 823 controls the brushless motor 60 when the crankshaft 24 is rotating in the forward direction after the combustion operation of the engine 20 is stopped, and imparts resistance to the forward rotation to the crankshaft 24. As a result, the stop control unit 823 stops the crankshaft 24 at the expansion stroke, which is the stop target position. That is, when the combustion operation of the engine 20 is stopped and the crankshaft 24 is rotating in the forward direction, the stop control unit 823 controls the brushless motor 60 to impart resistance to the forward rotation to the crankshaft 24. Then, the crankshaft 24 is stopped in the expansion stroke of the engine 20. The stop position control of the engine 20 controls the brushless motor 60 by controlling the inverter 71 based on the rotation speed and position of the crankshaft 24 after the combustion operation of the engine 20 is stopped, and is positive to the crankshaft 24. Gives braking force against rotation. The stop control unit 823 detects the position and rotation speed of the crankshaft 24 by a signal from the rotor position detection device 63. However, the control device 80 may detect the position and rotation speed of the crankshaft 24 by, for example, a signal from a device other than the rotor position detection device 63 or a sensor.

Further, the stop control unit 823 controls the brushless motor 60 to rotate the crankshaft 24 when the combustion operation of the engine 20 is stopped and the crankshaft 24 is stopped. As a result, the stop control unit 823 stops the crankshaft 24 at the expansion stroke, which is the stop target position. That is, when the rotation of the crankshaft 24 is stopped, the stop control unit 823 causes the brushless motor 60 to rotate the crankshaft 24 in the forward or reverse direction to stop the crankshaft 24 in the expansion stroke of the engine 20. In the stop position control of the engine 20, after the crankshaft 24 is stopped, the crankshaft 24 is rotated by the brushless motor 60 by controlling the inverter 71 of the motor driver 70 based on the stop position of the crankshaft 24. The stop control unit 823 detects the stop position of the crankshaft 24 by a signal from the rotor position detection device 63. However, the control device 80 may detect the stop position of the crankshaft 24 by, for example, a signal from a device other than the rotor position detection device 63 or a sensor.

Here, the engine stop condition is satisfied, for example, when the manual transmission 30 is in the neutral state, at least when the manual clutch 31 is in the connected state for transmitting power, or when the engine stop switch is turned on, and the manual transmission is satisfied. When 30 is in the non-neutral state, at least the manual clutch 31 is in a disengaged state in which power is not transmitted, and is established when the driver of the saddle-mounted vehicle 1 turns on the engine stop switch 92. More specifically, it is set as follows.
1. 1. When the manual transmission 30 is in the neutral state, and the driver releases the manual clutch lever 50 after the vehicle speed of the saddle-mounted vehicle 1 has sufficiently decelerated to fall below the speed at which the engine can be stopped.
2. 2. When the driver turns on the engine stop switch 92 after the manual transmission 30 is in the neutral state and the vehicle speed of the saddle-mounted vehicle 1 is sufficiently decelerated and falls below the speed at which the engine can be stopped.
3. 3. When the manual transmission 30 is in a non-neutral state and the vehicle speed of the saddle-mounted vehicle falls below the speed immediately before the vehicle stops, the driver releases the manual clutch lever 50 and turns on the engine stop switch 92.
Here, the "speed at which the engine can be stopped by sufficiently decelerating" is, for example, 10 km / h to 10 km / h, but is not limited to this range in the present embodiment. The "speed immediately before stopping" is, for example, 2 km / h to 5 km / h, but is not limited to this range in the present embodiment.

Further, during at least a part of the stop period of the combustion operation of the engine 20, the control device 80 causes the combustion control unit 83 of the control device 80 to stop the combustion operation of the engine 20, and the stop control unit 823 of the crankshaft 24. The stop position control is performed. The stop period of the combustion operation of the engine 20 is from the time when the condition for stopping the combustion operation of the engine 20 is satisfied until the condition for restarting the combustion operation of the engine 20 (hereinafter referred to as the engine restart condition) is satisfied. It is a period of. Here, the engine restart condition is satisfied, for example, when the driver holds the manual clutch lever 50. More specifically, the engine restart condition is satisfied when the manual clutch lever 50 is in the disengaged state by the driver's operation regardless of whether the manual transmission 30 is in the non-neutral state or the neutral state. To do. The restart condition of the engine 20 is determined by the stop control unit 823 based on the signals from the engine start switch 91, the clutch lever position sensor 51, and the gear position sensor 45.

However, the stop control unit 823 stops during the period during which the stop position control is being performed, during which the manual transmission 30 is in the non-neutral state and the manual clutch 31 is detecting the connection state in which power is being transmitted. The position control is interrupted. For example, when the manual transmission 30 is in a non-neutral state and the driver turns on the engine stop switch 92 after the vehicle speed of the saddle-mounted vehicle 1 falls below 3 km / h, the combustion of the engine 20 is stopped. .. At this time, if the driver releases the manual clutch lever, the power transmission path from the engine 20 and the brushless motor 60 to the drive wheels 15 is not cut off. Further, for example, when the manual transmission 30 is in the neutral state and the driver releases the manual clutch lever 50 after the vehicle speed of the saddle-mounted vehicle 1 falls below 13 km / h, the combustion of the engine 20 is stopped. .. At this time, if the driver puts the manual transmission 30 in a non-neutral state, the power transmission path from the engine 20 and the brushless motor 60 to the drive wheels 15 is not cut off.

If the brushless motor 60 controls the stop position in such a state, the power of the brushless motor 60 is transmitted to the drive wheels 15. Therefore, when the stop control unit 823 detects at least one of a non-neutral state in which the manual transmission 30 is other than the neutral state and a connected state in which the manual clutch 31 is transmitting power, the brushless motor The stop position control by 60 is interrupted. More preferably, when the stop control unit 823 detects a non-neutral state in which the manual transmission 30 is other than the neutral state and a connected state in which the manual clutch 31 is transmitting power, the stop position is stopped by the brushless motor 60. Suspend control. The stop control unit 823 detects whether or not the manual transmission 30 is in the neutral state by the gear position sensor 45, and detects whether or not the manual clutch 31 is in the connected state in which power is transmitted by the clutch lever position sensor 51. To do.

Further, if the engine restart condition is satisfied before the stop position control is completed, the stop control unit 823 rotates the crankshaft 24 on the brushless motor 60 to the same start target position as the stop target position. At this time, the stop control unit 823 rotates the crankshaft 24 to the starting target position by reverse rotation. After the crankshaft 24 reaches the starting target position, the drive control unit 821 of the start power generation control unit 82 controls the brushless motor 60 to rotate the crankshaft 24 in the forward direction to start the engine 20. The stop control unit 823 controls the brushless motor 60 to rotate the crankshaft 24 to the starting target position, so that a run-up section for overcoming the compression reaction force of the crankshaft 24 at the time of starting the engine 20 can be obtained. ..

[Stop position control]
The operation of the stop position control of the control device 80 of the saddle-mounted vehicle 1 will be described with reference to FIG. FIG. 8 is a flowchart illustrating the operation of the stop position control of the control device 80 of the saddle-mounted vehicle 1. In the description with reference to FIG. 8, the operation will be described by focusing only on the stop of the stop and start of the engine 20 for the sake of easy understanding of the operation.
The flow starts in step S101, and in step S102, the stop control unit 823 of the control device 80 determines whether or not the engine stop condition is satisfied. When the stop control unit 823 determines that the engine stop condition is satisfied (Yes in step S102), the flow proceeds to step S103. When the stop control unit 823 determines that the engine stop condition is not satisfied (No in step S102), the flow returns to step S102, and the stop control unit 823 of the control device 80 determines whether the engine stop condition is satisfied again. To judge.

In step S103, the combustion control unit 83 of the control device 80 stops the combustion of the engine 20. Even if the combustion of the engine 20 is stopped, the crankshaft 24 temporarily continues to rotate due to inertia. After stopping the combustion of the engine 20, the flow proceeds to step S104.

In step S104, the stop control unit 823 of the control device 80 determines whether the manual transmission 30 is in the neutral state or the manual clutch is in the disengaged state. When the stop control unit 823 determines that the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state (Yes in step S104), the flow proceeds to step S105. If the stop control unit 823 determines that the manual transmission 30 is not in the neutral state and the manual clutch 31 is not in the disengaged state (No in step S104), the flow proceeds to step S106. That is, when the manual transmission 30 is in the non-neutral state and the manual clutch 31 is in the connected state, the flow proceeds to step S106. In step S104, the stop control unit 823 may determine as follows.
1. 1. When the non-neutral state of the manual transmission 30 and the disengaged state of the manual clutch 31 are detected, No is determined by detecting either the neutral state of the manual transmission 30 or the connected state of the manual clutch 31.
2. 2. When the non-neutral state of the manual transmission 30 and the connected state of the manual clutch 31 are detected, the clutch lever position sensor 50 detects a variation in the clutch lever 51, thereby determining No.
3. 3. When the neutral state of the manual transmission 30 and the connected state of the manual clutch 31 are detected, the gear position sensor 45 detects the operation of the manual transmission 30 and determines No.

In step S105, the stop control unit 823 of the control device 80 controls the stop position of the engine 20. When the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state, the brushless motor 60 can impart resistance to forward rotation to the crankshaft 24 in order to control the stop position of the engine 20. .. If the rotation speed of the crankshaft 24 is too high for stopping at the stop target position when the crankshaft 24 is rotating in the forward direction after the engine stop condition is satisfied and the combustion operation of the engine 20 is stopped, the stop control unit 823 Causes the brushless motor 60 to impart resistance to the forward rotation of the crankshaft 24. On the contrary, when the rotation speed of the crankshaft 24 is too small for stopping at the stop target position, the stop control unit 823 of the control device 80 causes the brushless motor 60 to drive the crankshaft 24. The crankshaft 24 rotates forward by the driving force of the brushless motor 60. As a result, the stop control unit 823 stops the crankshaft 24 at the stop target position in the expansion stroke of the engine 20. In the stop position control of the engine 20, after the combustion operation of the engine 20 is stopped, the inverter 71 of the motor driver 70 is controlled based on the rotation position of the crankshaft 24, so that the brushless motor 60 rotates the crankshaft 24 in the forward direction. Gives braking force to the engine. Alternatively, the stop position control of the engine 20 causes the brushless motor 60 to apply a driving force for the forward rotation of the crankshaft 24. In step S104, after the stop control unit 823 controls the stop position of the engine 20, the flow proceeds to step S106.

In step S105, the stop control unit 823 of the control device 80 interrupts the stop position control of the engine 20.
When the manual transmission 30 is in the non-neutral state and the manual clutch 31 is in the connected state, the brushless motor 60 cannot drive the crankshaft 24 in order to control the stop position of the engine 20. This is because if the brushless motor 60 drives the crankshaft 24, the driving force of the brushless motor 60 is transmitted to the drive wheels 15. In this case, the stop control unit 823 does not drive and control the inverter 71 of the motor driver 70, and the flow proceeds to step S107.

In step S107, the stop control unit 823 of the control device 80 determines whether or not the stop position control of the engine 20 is completed. The position of the crankshaft 24 is detected by a signal from the rotor position detecting device 63. When the stop control unit 823 determines that the stop position control of the engine 20 is completed (Yes in step S107), the flow ends in step S108. When it is determined that the stop position control of the engine 20 is not completed (No in step S107), the flow returns to step S104. In step S104, the stop control unit 823 of the control device 80 again determines whether the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state.

[Stop position control + restart control]
In the present embodiment, when the manual transmission 30 is in the non-neutral state and the manual clutch 31 is in the connected state (No in step S104), the stop control unit 823 does not control the stop position of the engine 20. At this time, the control device 80 continues to monitor the manual transmission 30 and the manual clutch 31 until the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state. At this time, the driver may try to start the engine 20 before the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state. Hereinafter, the operation of the control device 80 in such a case will be described with reference to FIG.

FIG. 9 is a flowchart illustrating a more detailed operation in which the restart control is added to the stop position control of the control device 80 of the saddle-mounted vehicle 1. The flow starts in step S201, and in step S202, the stop control unit 823 of the control device 80 determines whether or not the engine stop condition is satisfied. When the stop control unit 823 determines that the engine stop condition is satisfied (Yes in step S202), the flow proceeds to step S203. When the stop control unit 823 determines that the engine stop condition is not satisfied (No in step S202), the flow returns to step S202, and the stop control unit 823 of the control device 80 determines whether the engine stop condition is satisfied again. To judge.

In step S203, the combustion control unit 83 stops the combustion of the engine 20. In the following step S204, the stop control unit 823 of the control device 80 determines whether or not the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state. When the stop control unit 823 determines that the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state (Yes in step S204), the flow proceeds to step S205. When the stop control unit 823 determines that the manual transmission 30 is in the non-neutral state and the manual clutch 31 is in the connected state (No in step S204), the flow proceeds to step S206. In step S204, No may be determined when at least one of the cases where the manual transmission 30 is not in the neutral state and the state where the manual clutch 31 is not in the disengaged state is detected.

In step S205, the stop control unit 823 controls the stop position of the engine 20. In step S205, after the stop control unit 823 controls the stop position of the engine 20, the flow proceeds to step S207. In step S206, the stop control unit 823 interrupts the stop position control of the engine 20. In this case, the stop control unit 823 does not control the inverter 71 of the motor driver 70, and the flow proceeds to step S207.

In step S207, the stop control unit 823 of the control device 80 determines whether or not the stop position control of the engine 20 is completed. When the stop control unit 823 determines that the stop position control of the engine 20 is completed (Yes in step S207), the flow proceeds to step S208. In step S208, the drive control unit 821 determines whether or not the engine restart condition is satisfied. When the drive control unit 821 determines that the engine restart condition is satisfied (Yes in step S208), the flow proceeds to step S209. When the drive control unit 821 determines that the engine restart condition is not satisfied (No in step S208), the flow returns to step S208, and the drive control unit 821 again determines whether or not the engine restart condition is satisfied. That is, the drive control unit 821 prepares for the start request of the engine 20.

In step S209, the drive control unit 821 starts the engine by rotating the crankshaft 24 of the engine 20 in the forward direction. In step S209, the drive control unit 821 rotates the crankshaft 24 of the engine 20 in the forward direction. Further, in step S210, the combustion control unit 83 of the control device 80 starts the combustion of the engine 20. After that, the flow ends in step S213.

On the other hand, if the stop control unit 823 determines in step S207 that the stop position control of the engine 20 has not been completed (No in step S207), the flow proceeds to step S211. In step S211th, the drive control unit 821 of the control device 80 determines whether or not the engine restart condition is satisfied. When the drive control unit 821 determines that the engine restart condition is satisfied (Yes in step S211), the flow proceeds to step S212. When the drive control unit 821 determines that the engine restart condition is not satisfied (No in step S211), the flow returns to step S204. In step S204, the stop control unit 823 again determines whether the manual transmission 30 is in the neutral state or the manual clutch 31 is in the disengaged state.

In step S212, the drive control unit 821 of the control device 80 reverses the crankshaft 24 of the engine 20 by the brushless motor 60. The drive control unit 821 reverses the crankshaft 24 of the engine 20 by the brushless motor 60 while detecting the position of the crankshaft 24 by the rotor position detecting device 63. The drive control unit 821 stops the crankshaft 24 in the expansion stroke of the engine 20. After the drive control unit 821 reverses the crankshaft 24 of the engine 20 by the brushless motor 60 and stops the crankshaft 24 in the expansion stroke of the engine 20, the flow proceeds to step S209.

In step S209, the drive control unit 821 starts the engine by rotating the crankshaft 24 of the engine 20 in the forward direction. When the drive control unit 821 rotates the crankshaft 24 of the engine 20 in the normal direction in step S209, the combustion control unit 83 of the control device 80 starts the combustion of the engine 20 in step S210. After that, the flow ends in step S213.

1 Saddle-type vehicle 10 Engine unit 13 Handlebar (steering handle)
15 Drive wheels 20 Load-variable 4-stroke engine (engine)
21 Crankcase 24 Crankshaft 30 Manual transmission (manual multi-speed transmission)
31 Manual clutch 39 Output unit 40 Shift pedal 50 Manual clutch lever 60 Brushless motor (permanent magnet type start generator)
70 motor driver 80 control unit

Claims

MT type saddle type vehicle,
It has a crankshaft and outputs the power generated by the combustion operation via the crankshaft that rotates in the forward direction, and during four strokes, it rotates the crankshaft in a high load region where the load for rotating the crankshaft is large. A 4-stroke engine having a low load region in which the load to be applied is smaller than the load in the high load region.
The drive wheels that receive the power output from the 4-stroke engine and drive the MT-type saddle-type vehicle.
A power transmission path for transmitting power from the 4-stroke engine to the drive wheels without interposing a centrifugal clutch.
A manual multi-speed transmission provided on the power transmission path that changes the gear ratio between the 4-stroke engine and the drive wheels in multiple stages including a neutral state according to the operation of the shift pedal.
A manual clutch provided on the power transmission path between the four-stroke engine and the manual multi-speed transmission to interrupt the power transmission between the four-stroke engine and the manual multi-speed transmission.
A clutch lever that activates the manual clutch in response to an operation by the driver of the MT-type saddle-mounted vehicle, and
It is provided so as to be interlocked with the crankshaft, and the 4-stroke engine is started by driving the crankshaft when the 4-stroke engine is started, and is driven by the crankshaft to generate power during the combustion operation of the 4-stroke engine. Permanent magnet type start generator and
When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the combustion operation of the 4-stroke engine is stopped, and the permanent magnet type start generator is stopped to stop the crankshaft at the stop target position. Perform position control,
At least one of the stop periods of the combustion operation of the 4-stroke engine from the condition for stopping the combustion operation of the 4-stroke engine to the condition for restarting the combustion operation of the 4-stroke engine is satisfied. In the unit, the permanent magnet type start generator is made to perform stop position control for stopping the crank shaft at the stop target position while stopping the combustion operation of the 4-stroke engine.
During the period during which the stop position control is performed, at least one of a non-neutral state in which the manual multi-speed transmission is in a state other than the neutral state and a connected state in which the manual clutch is connected to power transmission. , The control device that interrupts the stop position control,
To be equipped.
The MT type saddle-mounted vehicle according to claim 1.
The control device is in a non-neutral state in which the manual multi-speed transmission is other than the neutral state, and a connected state in which the manual clutch is connected to power transmission, during the period in which the stop position control is performed. The stop position control is interrupted.
The MT type saddle-mounted vehicle according to claim 1 or 2.
The control device is
If the conditions for restarting the combustion operation of the 4-stroke engine are satisfied before the completion of the stop position control, the crankshaft of the permanent magnet start generator is moved to the same start target position as the stop target position. Rotate,
After the crankshaft reaches the starting target position, the permanent magnet type starting generator starts the 4-stroke engine by rotating the crankshaft in the forward direction.
The MT type saddle-mounted vehicle according to claim 3.
The control device is
When the condition for restarting the combustion operation of the 4-stroke engine is satisfied before the completion of the stop position control, the permanent magnet type start generator reversely rotates the crankshaft to the start target position.
After the crankshaft reaches the starting target position, the permanent magnet type starting generator starts the 4-stroke engine by rotating the crankshaft in the forward direction.
The MT type saddle-mounted vehicle according to any one of claims 1 to 4.
The conditions for stopping the combustion operation of the 4-stroke engine are that the manual multi-speed transmission is in the neutral state, at least when the manual clutch is in a connected state for transmitting power, or the engine stop switch is turned on. Occasionally, when the manual multi-speed transmission is in the non-neutral state, at least the manual clutch is in a disconnected state where power is not transmitted, and is established when the driver of the MT type saddle-mounted vehicle turns on the engine stop switch. To do.
The MT type saddle-mounted vehicle according to any one of claims 1 to 5.
The condition for restarting the combustion operation of the 4-stroke engine is that the manual clutch does not transmit power when the manual multi-speed transmission is in the neutral state and when the manual multi-speed transmission is in the non-neutral state. It is established when it is in a disconnected state.
The MT type saddle-mounted vehicle according to any one of claims 1 to 6.
The control device is
When the conditions for stopping the combustion operation of the 4-stroke engine are satisfied, the combustion operation of the 4-stroke engine is stopped, and the crankshaft is attached to the permanent magnet type start generator to expand the 4-stroke engine. To perform stop position control to stop the engine,
During at least a part of the stop period from the establishment of the condition for stopping the combustion operation of the 4-stroke engine to the establishment of the condition for restarting the combustion operation of the 4-stroke engine, the 4-stroke engine While stopping the combustion operation, the permanent magnet type start generator is made to perform the stop position control for stopping the crank shaft in the expansion stroke of the 4-stroke engine.