WO2023181396A1

WO2023181396A1 - Straddle-type vehicle

Info

Publication number: WO2023181396A1
Application number: PCT/JP2022/014599
Authority: WO
Inventors: 裕介大▲崎▼; 京輔前田
Original assignee: 本田技研工業株式会社
Priority date: 2022-03-25
Filing date: 2022-03-25
Publication date: 2023-09-28

Abstract

A straddle-type vehicle comprising: an engine; a stop control means for performing, when an idle stop condition is established, automatic stop control for the engine and stop position control for locating a crankshaft of the engine at a predetermined position; a start control means for restarting the engine when a restart condition is established after the automatic stopping of the engine; and a notification means for subjecting, after the automatic stopping of the engine, a rider to a first notification if the crankshaft has been stopped at the predetermined position and a second notification if the crankshaft has not been stopped at the predetermined position.

Description

saddle type vehicle

The present invention relates to a straddle-type vehicle.

A straddle-type vehicle equipped with an idle stop function has been proposed. Such a straddle-type vehicle is advantageous in terms of improving fuel efficiency because the engine is automatically stopped when the straddle-type vehicle temporarily stops at a traffic light. Patent Documents 1 and 2 propose techniques for improving restartability by controlling the position of the crankshaft to a position where restarting is easy after idle stop. Specifically, Patent Document 1 discloses a control device that executes rewind control for driving the crankshaft in the reverse direction to a predetermined position immediately after the engine is automatically stopped. Further, Patent Document 2 discloses a control device that executes swingback control in which the crankshaft is reversely driven to a predetermined position at the time of restart.

Patent No. 3824132 Japanese Patent Application Publication No. 2020-165343

In the technology of Patent Document 1, which controls the crankshaft to a predetermined position during automatic engine stop, there may be cases where the control is not completed. The engine can be restarted even if the crankshaft is not located at a predetermined position, and at that time, swingback control may be performed, for example, as in Patent Document 2. However, when swingback control or the like is performed, the restart time may be slightly longer than the normal restart time, and the change in the restart time may give the rider a sense of discomfort.

An object of the present invention is to provide a straddle-type vehicle that can reduce a rider's discomfort due to changes in engine restart time.

According to the invention,
an engine (40);
stop control means (100) that performs automatic stop control of the engine and stop position control for positioning the crankshaft of the engine at a predetermined position when an idle stop condition is satisfied;
Start control means (100) for restarting the engine when a restart condition is satisfied after the engine is automatically stopped;
After the engine is automatically stopped, a first notification is given to the rider if the crankshaft is stopped at the predetermined position, and a second notification is given to the rider if the crankshaft is not stopped at the predetermined position. and a notification means (35a) for notifying the
A straddle-type vehicle is provided.

According to the present invention, it is possible to provide a straddle-type vehicle that can reduce a rider's discomfort due to changes in engine restart time.

FIG. 1 is a left side view of a straddle-type vehicle according to an embodiment of the present invention. FIG. 2 is a top view of the saddle type vehicle shown in FIG. 1; FIG. 2 is a block diagram of a control device for the straddle-type vehicle shown in FIG. 1; 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. 5 is a flowchart illustrating an example of processing executed by a control unit. An explanatory diagram of a notification example. 5 is a flowchart illustrating an example of processing executed by a control unit.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the claimed invention, and not all combinations of features described in the embodiments are essential to the invention. Two or more features among the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configurations are given the same reference numerals, and duplicate explanations will be omitted.

<Overview of straddle-type vehicle>
FIG. 1 is a left side view of a straddle-type vehicle 10 according to an embodiment of the present invention, and FIG. 2 is a top view of the straddle-type vehicle 10. FIG. 3 is a block diagram of the control device of the saddle type vehicle 10. As shown in FIG. As shown by arrows in FIGS. 1 and 2, the overall length direction of the vehicle is also referred to as the front-rear direction, the width direction is also referred to as the left-right direction, and the height direction is also referred to as the up-down direction. The straddle-type vehicle 10 may be simply referred to as a vehicle 10 in some cases. Although the vehicle 10 is a naked type motorcycle, the present invention is also applicable to various saddle type vehicles including other types of motorcycles.

The vehicle 10 has a double cradle type vehicle body frame 12. The vehicle body frame 12 includes a head pipe 14, a pair of left and right main frames 16, and a down frame 18. The pair of left and right main frames 16 branch from the head pipe 14 to the left and right, extend rearward in a gentle downward direction, and then extend downward via a curved portion 16a. The down frame 18 branches left and right from the head pipe 14 and extends diagonally rearward and downward below the main frame 16, and then extends rearward approximately horizontally via a curved portion 18a, and is connected to the rear end of the main frame 16. Connected.

The vehicle body frame 12 further includes a pair of left and right seat frames 20, a pair of left and right pivot plates 22, and a pair of left and right reinforcing stays 24. The pair of left and right seat frames 20 extend slightly rearwardly upward from near the curved portions 16a of the pair of left and right main frames 16. A pair of left and right pivot plates 22 are arranged near the rear end of the main frame 16. The pair of left and right reinforcing stays 24 extend diagonally upward from the vicinity of the main frame 16 where the pivot plate 22 is provided and are connected to the seat frame 20. A pivot 26 is provided in the pair of left and right pivot plates 22.

The pair of left and right front forks 28 are rotatably supported by the head pipe 14, and a steering handlebar 32 is attached to the upper ends of the pair of left and right front forks 28 via a top bridge 30a.

A meter section 34 having a speedometer etc. is attached to the top bridge 30a. In front of the head pipe 14, a headlight 36 that illuminates the front of the vehicle 10 and a pair of left and right front blinkers 37 are provided. The front wheel WF is rotatably supported by a pair of left and right front forks 28, and a front fender 38 is provided above the front wheel WF.

An engine 40 and a manual transmission 42 are provided between the main frame 16 and the down frame 18. The engine 40 is, for example, a single-cylinder four-stroke DOHC engine, and includes a throttle 52 that adjusts the amount of intake air, a fuel injection device (injector) 40b that injects fuel, and an ignition device that ignites the air-fuel mixture in the combustion chamber. Equipped with 40c. A fuel tank 44 containing fuel to be supplied to the engine 40 is attached above the engine 40 and above the front side of the main frame 16. An exhaust pipe 46 is attached to the engine 40, and a muffler 48 is connected to the exhaust pipe 46. The oil cooler 50 is provided in front of the engine 40 and on the front side of the down frame 18, and the air cleaner 54 that purifies the throttle 52 of the engine 40 and the air that passes through the throttle 52 and is supplied to the engine 40 It is located at the rear of the

The electric motor 41 is connected to the crankshaft of the engine 40. The electric motor 41 functions as a starter that starts the engine 40 and also functions as an alternator that is driven by the engine 40 to generate electric power.

The manual transmission 42 is connected to the engine 40 via a clutch 43, and changes the speed of the rotation of the engine 40 that is transmitted to the rear wheels WR and outputs the same. The manual transmission 42 is a constant-mesh type transmission that can be switched between, for example, a gear ratio of 1st to 6th gear or a neutral state in response to a rider's shift operation on a gear change pedal 88. The state in which one of the gear ratios from 1st to 6th gear is selected is also called in-gear. The gear change pedal 88 is a shift operator provided in front of the left step 64 so as to be operable by the rider. When the rider places his left foot on the left step 64 and operates the gear change pedal 88 with his left foot, the state of the manual transmission 42 is switched. The clutch 43 is, for example, a wet multi-plate coil spring type manual clutch, and transmits the driving force between the engine 40 and the manual transmission 42 (in other words, transmits the driving force between the engine 40 and the rear wheel WR). Connect or disconnect.

A swing arm 56 is pivotally supported by the pair of left and right pivot plates 22 via a pivot 26 so as to be able to swing approximately vertically, and a rear cushion is provided between the upper rear end of the swing arm 56 and the seat frame 20. 58 is interposed. A rear wheel WR, which is a driving wheel, is rotatably supported at the rear end of the swing arm 56. The driving force of the engine 40 is transmitted to the rear wheel WR via a manual transmission 42 and a chain 60. A pair of left and right step holders 62 extending rearward are fixed to the pair of left and right pivot plates 22, and steps 64 and 66 for the rider and passenger are provided at the front and rear portions of the pair of left and right step holders 62, respectively. attached to the left and right.

A seat 68 for a rider and a fellow passenger to sit on (straddle) is attached to the rear of the fuel tank 44 and the upper part of the seat frame 20. This is a tandem seat consisting of a passenger seat 68b for a passenger to ride. A pair of left and right grab bars 70 and a rear blinker 72 are attached to the rear part of the seat frame 20, which are held by a fellow passenger. A rear fender 74 is provided behind the seat frame 20, and a tail lamp 76 is attached to the rear fender 74.

As shown in FIG. 2, a throttle grip 80 is provided on the right end side of the handlebar 32 and is rotatably provided with respect to the handlebar 32. The throttle grip 80 is a throttle operator that is provided so as to be operable by the rider and allows the rider to adjust the opening degree of the throttle 52 . In this embodiment, the throttle grip 80 and the throttle 52 are physically connected by a mechanical wire. However, a throttle-by-wire system may be adopted in which the throttle grip 80 and the throttle 52 are not physically connected and the rider's throttle operation (accelerator operation) is converted into an electric signal to control the throttle.

A brake lever 82 is provided on the handlebar 32 in front of a throttle grip 80. The brake lever 82 is a brake operator that is provided so that the rider can operate it, and that can operate the front wheel brake 81 that applies braking force to the front wheel WF of the vehicle 10. When the rider operates the brake lever 82 with his right hand, the front wheel brake 81 provided on the front wheel WF is activated, and braking force is applied to the front wheel WF. The front wheel brake 81 is, for example, a disc brake.

A foot brake pedal 84 is provided in front of the step 64 on the right side. The foot brake pedal 84 is a brake operator that is provided so that the rider can operate it, and that can operate the rear wheel brake 83 that applies braking force to the rear wheel WR of the vehicle 10. When the rider places his right foot on the right step 64 and operates the foot brake pedal 84 with his right foot, a rear wheel brake 83 provided on the rear wheel WR is activated, and braking force is applied to the rear wheel WR. The rear wheel brake 83 is, for example, a disc brake.

Further, the handlebar 32 is provided with a clutch lever 86 at the front of the left end side of the handlebar 32. The clutch lever 86 is a clutch operator that is provided so as to be operable by the rider and that can operate the clutch 43 on and off. When the rider pulls the clutch lever 86, the clutch 43 becomes disconnected, and when released, the clutch 43 becomes connected.

<Control device>
The control device for the vehicle 10 will be described mainly with reference to FIG. Vehicle 10 includes a control unit (ECU) 100. The control unit 100 includes a processor represented by a CPU, a storage device such as a semiconductor memory, an input/output interface with an external device, a sensor signal processing circuit, and an actuator drive circuit. The storage device stores programs executed by the processor, data used by the processor for processing, and the like. A plurality of processors and storage devices may be provided.

The control unit 100 acquires detection results from various sensors 110 to 116 and controls the engine 40, electric motor 41, and notification unit 35. The notification unit 35 is a unit that notifies the rider of information, and in this embodiment, is a display

unit including indicators

35a and 35b. Information may be notified to the rider by sound instead of or together with the display.

The

indicators

35a and 35b are, for example, light emitting elements such as LEDs. The display 35b is a display that indicates whether or not the engine 40 is in idle stop mode, and the display 35b is sometimes referred to as an IS lamp 35b. The indicator 35a is an indicator that indicates whether the crankshaft of the engine 40 is located at a predetermined position where the engine 40 can be restarted more smoothly during idle stop. It may be referred to as a lamp 35a.

The throttle operation sensor 110 is a sensor that detects the rider's operation on the throttle grip 80. The throttle operation sensor 110 may be a sensor provided on the throttle grip 80 and detect the amount of rotation of the throttle grip 80, or may be a sensor provided on the throttle 52 and detect the throttle opening. The clutch operation sensor 111 is a sensor that detects the rider's operation of the clutch lever 86. The clutch operation sensor 111 may be a sensor that is provided on the clutch lever 86 and detects that the lever is pulled (blocking operation), or may be provided on the clutch 43 and detects rotation of the arm of the clutch 43. It may also be a sensor.

The brake operation sensor 112 is a sensor that detects the rider's operation on the foot brake pedal 84. The crank angle sensor 113 is a sensor that detects the amount of rotation of the crankshaft of the engine 40. Based on the detection result of the crank angle sensor 113, the position (rotational position) of the crankshaft and the rotation speed of the engine 40 can be specified. The shift position sensor 114 is a sensor that detects the state of the manual transmission 42 (one of first to sixth speeds or neutral). The vehicle speed sensor 115 is a sensor that detects the vehicle speed of the vehicle 10, and is, for example, a sensor that detects the amount of rotation of the front wheels WF. The gradient sensor 116 is a sensor that detects the gradient of the road on which the vehicle 10 travels.

<Processing example>
Control unit 100 performs idle stop control of engine 40. In the idle stop control, the engine 40 is automatically stopped when the vehicle 10 temporarily stops due to waiting at a traffic light, and the engine 40 is restarted when it is estimated that the vehicle 10 will start after the automatic stop. 4 to 11 are flowcharts showing examples of processing periodically executed by the processor of the control unit 100 regarding idle stop control.

Note that in the following explanation, the IS flag and the position set flag are flags in which ON and OFF information is stored using a predetermined storage area of the storage device of the control unit 100. The IS flag is a flag indicating whether or not an idle stop is being performed, and is turned ON during an idle stop and turned OFF during a period other than an idle stop. The position set flag is a flag indicating whether or not the crankshaft of the engine 40 is stopped at a predetermined position where the engine 40 can be restarted more smoothly. It can be turned ON, and if it is not located, it can be turned OFF.

Here, a predetermined position of the crankshaft that allows the engine 40 to be restarted more smoothly will be described. When starting the engine 40, the rotational load is greatest when the piston crosses compression top dead center during normal rotation of the crankshaft. Therefore, when the engine 40 is stopped, the crankshaft is positioned at a predetermined position (eg, 30 degrees after compression top dead center). This position is called the start preparation position. After that, if the engine 40 is started, the run-up period until the piston reaches the compression top dead center can be lengthened, and the rotational speed of the crankshaft when the piston reaches the compression top dead center can be increased. As a result, the startability of the engine 40 can be improved.

Examples of such techniques are the rewind control and swingback control described as conventional techniques. In rewind control and swingback control, the crankshaft is once reversed and placed in the start preparation position. Then, the engine 40 is started by rotating the crankshaft in the normal direction. The engine 40 can be restarted more smoothly.

FIG. 4 shows an example of processing related to automatic stopping of the engine 40. In S1, it is determined whether the IS flag is OFF. If it is OFF, the process advances to S2; if it is ON, the process is terminated because the idle stop is currently in progress. In S2, the detection results of each sensor are acquired, and it is determined from the acquired detection results whether a predetermined idle stop condition is satisfied. If it is determined that the idle stop condition is satisfied, the process advances to S3.

The idle stop condition includes, for example, at least that the vehicle speed is below a specified vehicle speed (for example, 3 km/h) and that no opening operation of the throttle 52 by the rider is detected for a specified period of time (for example, 3 seconds). be able to. In addition, when the manual transmission 42 is in in-gear, the rider's disconnection operation of the clutch 43 is detected for a specified period of time (for example, 3 seconds), and when the manual transmission 42 is in neutral, the specified An example of this is that the rider's disconnection operation of the clutch 43 was not detected for a period of time (for example, 3 seconds). In addition, other conditions include that the headlights 36 are off and that the rider has previously permitted the execution of idle stop control (an idle stop switch is provided and the rider turns it on). good.

In S3, automatic stop control is executed to automatically stop the engine 40. For example, the engine 40 can be stopped by cutting off the supply of fuel by the fuel injection device 40b or by stopping the ignition by the ignition device 40c. In S4, stop position control is executed to position the crankshaft of the engine 40 at the start preparation position.

FIG. 5 is a flowchart showing an example of stop position control in S4. In this embodiment, the rewind control described above is executed.

In S11, the detection result of the clutch operation sensor 111 is acquired, and it is determined whether or not the clutch 43 is being disconnected. If the shutdown operation has been performed, the process advances to S12, and if the shutdown operation has not been performed, the process ends. In this embodiment, the crankshaft is rotated to the start preparation position in a state where the clutch 43 is in a disengaged state and no load from the rear wheel WR or the transmission 42 is acting on the crankshaft. Thereby, the crankshaft can be more reliably positioned in the start preparation position in a short time, and the load on the electric motor 41 can also be reduced. However, even if the clutch 43 is not disconnected, if the transmission 42 is in neutral, the process may proceed to S12 and rotate the crankshaft to the start preparation position.

In S12, driving of the electric motor 41 is started. At this time, the electric motor 41 rotates in a direction in which the crankshaft of the engine 40 is reversed. In S13, it is determined whether the crankshaft has reached the start preparation position based on the detection result of the crank angle sensor 113. If it has been reached, the process proceeds to S14; if it has not been reached, the process proceeds to S17.

In S17, it is determined whether the cancellation condition is satisfied. Examples of the conditions for discontinuation include a case where a predetermined period of time has elapsed since the stop position control was started (time-up), and a case where a disconnection operation of the clutch 43 is not detected. If the cancellation condition is satisfied, the process advances to S18, and if it is not satisfied, the process returns to S13 to continue driving the electric motor 41.

In S14, the electric motor 41 is stopped and the crankshaft is positioned at the start preparation position, so the position set flag is turned ON in S15. In S18, the electric motor 41 is stopped, and since the crankshaft could not be positioned at the start preparation position, the position set flag is turned OFF. In S16, the IS flag is turned ON. The process ends with the above steps.

FIG. 6 shows an example of processing when restarting the engine 40 after automatic stop. In S21, it is determined whether the IS flag is ON or not. If it is ON, the idle stop is in progress, so the process proceeds to S22; if it is OFF, the process ends. In S22, the detection results of each sensor are acquired, and a process for determining whether or not restart conditions are satisfied is performed based on the acquired detection results. Details will be described later. In S23, it is determined whether or not it was determined that the restart condition was satisfied in S22, and if the restart condition is satisfied, the process advances to S24. If the restart condition is not satisfied, the process ends. In S24 to S26, settings related to restarting the engine 40 are performed.

In S24, the IS flag is turned OFF. In S25, based on the detection result of the slope sensor 116, it is determined whether the slope of the road on which the vehicle 10 is traveling is an upward slope that is equal to or higher than a threshold value. If the upward slope is greater than or equal to the threshold, the process proceeds to S26, and if the upward slope is less than the threshold, the process proceeds to S27. In S26, the target rotation speed of the engine 40 at the time of restart is set higher than normal. For example, the idling speed is set to 1.2 times, or the engine 40 speed is set to be higher than normal in response to the rider's throttle operation. Since the vehicle 10 of this embodiment includes the manual clutch 43, it is possible to prevent the engine 40 from stalling when starting the vehicle 10 on an uphill road, and to prevent the vehicle 10 from moving backward. In S27, the engine 40 is restarted. Details will be described later.

<Restart determination process>
An example of the restart determination process in S22 will be described with reference to FIG. In S31, based on the detection result of the clutch operation sensor 111, it is determined whether or not the rider's disconnection operation of the clutch 43 is detected. If it is detected, the process advances to S32; if not, the process advances to S37 to maintain the stop. (The restart condition is not satisfied).

In S32, based on the detection result of the shift position sensor 114, it is determined whether the state of the manual transmission 42 is in gear or neutral. If it is in gear, the process advances to S33, and if it is neutral, the process advances to S36 and restart conditions are determined. It is determined that it is true. In this embodiment, when the manual transmission 42 is in neutral, if the clutch 43 is disconnected, it is assumed that the rider intends to restart the engine 40, and the engine 40 is restarted only on the condition that this is detected. However, other conditions may be added to the restart conditions.

In S33, based on the detection result of the throttle operation sensor 110, it is determined whether or not the opening operation of the throttle 52 (rotating operation of the throttle grip 80) by the rider has been detected. If it has been detected, the process advances to S34, and the process proceeds to S34, where it is determined whether or not the opening operation of the throttle 52 (rotating operation of the throttle grip 80) by the rider has been detected. If not, the process proceeds to S37 and it is determined that the stop is maintained (restart condition not met). When the manual transmission 42 is in the in-gear state, the idle stop continues even if the clutch 43 is disconnected. During idle stop, the rider does not need to hold the clutch lever 86, which improves rider convenience. On the other hand, by including the opening operation of the throttle 52 in the restart conditions, when the rider intends to start immediately, the output of the engine 40 increases quickly when restarting, thereby preventing the engine 40 from stalling. can.

In S34, based on the detection result of the slope sensor 116, it is determined whether the slope of the road on which the vehicle 10 is traveling is an upward slope that is equal to or higher than a threshold value. If the upward slope is greater than or equal to the threshold, the process proceeds to S35, and if the upward slope is less than the threshold, the process proceeds to S36, where it is determined that the restart condition is met. The threshold here may be the same as the threshold in S25, or may be different. In S35, based on the detection result of the brake operation sensor 112, it is determined whether the rider has detected an operation of the rear wheel brake 83. If an actuation operation is detected, the process proceeds to S36 and it is determined that the restart condition is met; if an actuation operation is not detected, it is determined that the stoppage is maintained (the restart condition is not satisfied). By including the actuation of the rear wheel brake 83 in the restart conditions, it is possible to prevent the vehicle 10 from moving backward on an uphill road when starting.

Note that when the manual transmission 42 is in neutral, the detection of the rear wheel brake 83 is not included in the restart conditions. This is because when the manual transmission 42 is in neutral, a shift operation of the manual transmission 42 is subsequently performed with the left foot. When the manual transmission 42 is in neutral, the restart conditions may include detection of the operation of the front wheel brake 81, and in this case, a sensor may be provided to detect the rider's operation of the brake lever 82.

In this embodiment, when the manual transmission 42 is in gear, the restart conditions are the disconnection operation of the clutch 43 and the opening operation of the throttle 52, and when the traveling road is an uphill road, the operation of the rear wheel brake 83 is set as the restart condition. , may be excluded from the restart conditions for the rear wheel brake 83, or other conditions may be added to the restart conditions.

<Restart processing>
The restart process in S27 will be explained with reference to FIG. 8. In S41, it is determined whether the crankshaft of the engine 40 is located at the start preparation position based on the detection result of the crank angle sensor 113. If the crankshaft is located at the start preparation position, the process advances to S43; otherwise, the process advances to S42. In S42, swing-back control is performed to position the crankshaft at the start preparation position, and the process then proceeds to S43. The details of the swingback control will be described later.

In S41, restart of the engine 40 is started. The electric motor 41 is driven as a starter to rotate the crankshaft in the forward direction, while the engine 40 is driven by supplying fuel by the fuel injection device 40b and igniting by the ignition device 40c. Furthermore, if the target rotational speed of the engine 40 at the time of restart is set higher than normal in S26, drive control is performed that reflects this.

In S44, it is determined whether the manual transmission 42 is restarted in the in-gear state or in the neutral state based on the detection result of the shift position sensor 114, and if the restart is in the in-gear state, the process is determined in S45. If the restart is in the neutral state, the process advances to S46. In S46, the engine 40 is controlled to maintain an idling speed (for example, about 1000 rpm).

S45 to S48 are processes related to the rotation speed control of the engine 40 during a predetermined period from the start of restart. In the case of a restart with the manual transmission 42 in the in-gear state, the present embodiment requires an opening operation of the throttle 52 as a restart condition (S33). Here, the rider may want to start the vehicle 10 immediately, or may want to restart the engine 40 for the time being and wait for the start. If the rider's intention is to restart the engine 40, simply increasing the rotation speed of the engine 40 in proportion to the rider's operation amount on the throttle grip 80 will cause the engine 40 to restart, contrary to the rider's intention. The engine may rev up to a high rotational speed, and the noise may startle the rider, giving the rider a sense of discomfort.

Therefore, in this embodiment, if a closing operation of the throttle 52 is detected for a predetermined period from the start of restart, the engine 40 is driven with the rotational speed suppressed to the idling speed, and the engine 40 is restarted for the time being. Reflects the rider's intention to start. On the other hand, if the closing operation is not detected, the rider's intention to start immediately is reflected by increasing the rotation speed of the engine 40 according to the amount of operation (opening degree). This makes it possible to restart the engine 40 in accordance with the rider's intention.

In S45, based on the detection result of the throttle operation sensor 110, it is determined whether the closing operation of the throttle 52 has been detected. If a closing operation is detected, the process proceeds to S46, and if a closing operation is not detected, the process proceeds to S47.

In S46, the engine 40 is driven at idling speed. In the case of a restart with the manual transmission 42 in the in-gear state, after an opening operation of the throttle 52 is detected and restart of the engine 40 is started, a closing operation (operation to return the throttle grip 80) is detected. If so, even if the throttle 52 is open at that time, the drive of the engine 40 is regulated to the idling speed by reducing the fuel supply amount or the like. This reflects the rider's intention to restart the engine 40 for the time being. After S46, normal control of the engine 40 is started, and when the opening operation of the throttle 52 is performed, the output of the engine 40 is increased in proportion to the operation amount.

In S47, based on the detection result of the throttle operation sensor 110, the engine 40 is driven at a rotation speed corresponding to the opening operation amount (opening degree) of the throttle 52. The rider's intention to start the vehicle 10 immediately can be reflected. In S48, it is determined whether a prescribed time (for example, 3 seconds) has elapsed since the start of the restart in S43. If the elapsed time has not elapsed, the process returns to S45 and the closing operation of the throttle 52 is monitored. If the time has elapsed, normal control of the engine 40 is started. With the above, restarting of the engine 40 is completed.

<Swingback control>
An example of the swingback control in S42 will be described with reference to FIG. 9. In S51, driving of the electric motor 41 is started. At this time, the electric motor 41 rotates in a direction in which the crankshaft of the engine 40 is reversed. In S52, it is determined whether the crankshaft has reached the start preparation position based on the detection result of the crank angle sensor 113. If it has been reached, proceed to 534; if not, proceed to 547.

In S54, it is determined whether the cancellation condition is satisfied. An example of the discontinuation condition is that a predetermined period of time has elapsed since the swingback position control was started (time-up). If the cancellation condition is satisfied, the process advances to S53; if not, the process returns to S52 and continues driving the electric motor 41.

In S53, the electric motor 41 is stopped. In this case, the crankshaft can be positioned at the start preparation position. The engine 40 can be smoothly restarted by rotating the crankshaft in the normal direction at S43. The electric motor 41 is also stopped in S55. In this case, the crankshaft cannot be positioned at the start preparation position, and the load on the electric motor 41 increases, but the engine 40 is restarted by normal rotation of the crankshaft in S43.

<Monitoring crankshaft position during idle stop>
In the case of this embodiment, there are cases where the manual transmission 42 is in gear, the clutch 43 is in a connected state (clutch lever 86 is not gripped), and the engine is in idle stop mode. When the vehicle 10 is stopped on an uphill road or when the rear wheel WR rotates for some reason, the crankshaft of the engine 40 rotates and its position may change. During idle stop, the position of the crankshaft of the engine 40 is monitored and the position set flag is updated. FIG. 10 is a flowchart showing an example of crankshaft position monitoring processing.

In S61, it is determined whether the IS flag is ON. If it is ON, the process advances to S62. If it is OFF, the idle stop is not in progress, so the process ends. In S62, it is determined whether the crankshaft is located at the start preparation position based on the detection result of the crank angle sensor 113. If the crankshaft is located at the start preparation position, the process advances to S63; if the crankshaft is located at a position other than the start preparation position, the process advances to S64. In S63, the position set flag is turned ON, and in S64, the position set flag is turned OFF.

<Notification to riders>
When restarting the engine 40, if the crankshaft of the engine 40 is located at the start preparation position, smooth restart is possible. On the other hand, if the crankshaft of the engine 40 is not located in the start preparation position, although the swing back control (S42) will cause the engine to start smoothly, it will take longer to start than when the crankshaft is originally in the start preparation position. It takes. The restart time of the engine 40 changes somewhat depending on whether the crankshaft is located at the start preparation position before restarting the engine 40, which may give the rider a sense of discomfort.

Therefore, in this embodiment, we ask the rider whether the restart is quick (if the crankshaft is in the start preparation position) or whether it will take some time (if the crankshaft is in the start preparation position) during idle stop. whether swingback control is performed or not). The notification allows the rider to predict whether or not it will take time to restart the engine 40. Therefore, it is possible to reduce the rider's discomfort with changes in the restart time of the engine 40.

In the case of this embodiment, the CS lamp 35a is used for notification. FIG. 11 is a flowchart showing an example of control of the notification unit 35 during idle stop. FIG. 12 is an explanatory diagram showing an example of the operation of the notification unit 35.

In S71 of FIG. 11, it is determined whether the IS flag is ON. If it is ON, the process advances to S72. If it is OFF, the idle stop is not in progress, so the process advances to S76. In S76, both the IS lamp 35b and the CS lamp 35a are turned off. The rider recognizes from this display that the idle stop is not in progress. In S73, state ST1 in FIG. 12 exemplifies a state in which both the IS lamp 35b and the CS lamp 35a are turned off.

In S72 of FIG. 12, the IS lamp 35b is turned on. The rider recognizes from this display that the idle stop is in progress. In S73, it is determined whether the position set flag is ON. If it is ON, the process advances to S74; if it is OFF, the process advances to S75. In S74, the CS lamp 35a is turned on, and in S75, the CS lamp 35a is turned off.

A state ST2 in FIG. 12 exemplifies a state in which both the IS lamp 35b and the CS lamp 35a are lit. From this display, the rider can recognize that the engine 40 is being idle-stopped and that the engine 40 will be restarted in a relatively short time when restarted (swingback control will not be performed). State ST3 exemplifies a mode in which the IS lamp 35b is on and the CS lamp 35a is off. From this display, the rider can recognize that the engine 40 is being idle-stopped and that the engine 40 will be restarted in a relatively long time at the time of restart (swingback control will be performed).

As explained with reference to FIG. 10, the position of the crankshaft of the engine 40 may change during idle stop, and the position set flag may be switched between ON and OFF through the process of FIG. 10 during idle stop. In this case, the display on the CS lamp 35a also changes. For example, the state may change from state ST2 to state ST3 in FIG. 12, or from state ST3 to state ST2. Riders can predict changes in restartability in real time.

In this way, by notifying the rider in different notification modes depending on whether or not the crankshaft is located at the start preparation position, the rider can predict whether or not it will take time to restart.

Note that the CS lamp 35b may be blinked in S75. By blinking the CS lamp 35b, it is possible to distinguish it from the turning off of S76, and to strongly impress the rider that swingback control will be performed at the time of restart. Furthermore, the notification may be provided by an image display device (for example, a liquid crystal display device) instead of the light emitting device. The difference in notification mode is not limited to turning off, lighting, and blinking. For example, the difference in notification mode may be a difference such as changing the color of the emitted light or displaying different characters/symbols.

<Second embodiment>
As explained with reference to FIG. 10, the position of the crankshaft of the engine 40 may change during idle stop, and even though the crankshaft is in the start preparation position when the engine 40 is automatically stopped. However, it may then rotate to a different position. In this case, if the engine can be returned to the start preparation position, swingback control (S42) becomes unnecessary and restartability can be improved. FIG. 13 shows an example of a process for performing rewind control or swingback control during idle stop, and is executed periodically.

In S81, it is determined whether the IS flag is ON. If it is ON, the process advances to S82. If it is OFF, the idle stop is not in progress, so the process ends. In S82, it is determined whether the position set flag is ON. If it is OFF, the crankshaft is not in the start preparation position, so the process goes to S83; if it is ON, the crankshaft is in the start preparation position, so the process ends.

In S83, the detection result of the clutch operation sensor 111 is acquired, and it is determined whether or not the clutch 43 is disconnected. If the shutdown operation has been performed, the process advances to SS84, and if the shutdown operation has not been performed, the process ends. In S84, driving of the electric motor 41 is started. At this time, the electric motor 41 rotates in a direction in which the crankshaft of the engine 40 approaches the start preparation position. Normally, the crankshaft will rotate in the opposite direction. In S85, it is determined whether the crankshaft has reached the start preparation position based on the detection result of the crank angle sensor 113. If it has been reached, the process proceeds to S86; if it has not been reached, the process proceeds to S88.

In S88, it is determined whether the cancellation condition is satisfied. Cancellation conditions include a case where a predetermined period of time has elapsed since driving of the electric motor 41 was started in S84 (time-up), and a case where a disconnection operation of the clutch 43 is not detected. If the cancellation condition is met, the process advances to S89; if not, the process returns to S85 to continue driving the electric motor 41.

In S86, the electric motor 41 is stopped and the crankshaft is positioned at the start preparation position, so the position set flag is turned ON in S87. In S89, the electric motor 41 is stopped and the crankshaft cannot be positioned at the start preparation position, so the position set flag is not updated. The process ends with the above steps.

In this embodiment, by using the rider's shutoff operation as a trigger (S83), it is possible to reflect the rider's intention to move the crankshaft to the start preparation position by checking the display on the CS lamp 35a. Further, the crankshaft is rotated to the start preparation position in a state where the clutch 43 is in a disengaged state and no load from the rear wheel WR or the transmission 42 is acting on the crankshaft. Thereby, the crankshaft can be more reliably positioned in the start preparation position in a short time, and the load on the electric motor 41 can also be reduced.

<Other embodiments>
In the above embodiment, the notification unit 35 is applied to the straddle-type vehicle 10 equipped with the manual clutch 43, but the notification unit 35 and its notification are applicable to a straddle-type vehicle equipped with a centrifugal clutch or a straddle-type vehicle equipped with an automatic clutch. It is also applicable to type vehicles. Further, in the above embodiment, the present invention is applied to the saddle type vehicle 10 equipped with the manual transmission 42, but the notification unit 35 and its notification can also be applied to a saddle type vehicle equipped with the automatic transmission 42. be.

In the above embodiment, in the stop position control (S4), the crankshaft is reversed and positioned at a predetermined position. However, the control for positioning the crankshaft at a predetermined position is not limited to this. For example, when stopping the engine 40 by executing the automatic stop control (S3) and the stop position control (S4) in parallel, the engine 40 may be stopped so that the crankshaft stops at a predetermined position. This control stops the crankshaft at a predetermined position by adjusting the timing of fuel cut or ignition stop for the engine 40, or by using the electric motor 41 as a brake that resists rotation of the crankshaft. Good too.

<Summary of embodiments>
The above embodiments disclose at least the following straddle-type vehicle.

1. The straddle-type vehicle (10) of the above embodiment is
an engine (40);
stop control means (100, S1-S4) that performs automatic stop control of the engine and stop position control for positioning the crankshaft of the engine at a predetermined position when an idle stop condition is satisfied;
Start control means (100, S21-S27) for restarting the engine when a restart condition is satisfied after the engine is automatically stopped;
After the engine is automatically stopped, a first notification (ST2) is given to the rider when the crankshaft is stopped at the predetermined position, and a first notification (ST2) is given to the rider when the crankshaft is stopped at the predetermined position. Notification means (35a) that performs a second notification (ST3) if there is no notification is provided.
According to this embodiment, the rider can predict whether or not it will take time to restart the engine based on the notification from the notification means. Therefore, it is possible to reduce the rider's discomfort with changes in the engine restart time.

2. The straddle-type vehicle (10) of the above embodiment is
comprising a detection means (113) for detecting the position of the crankshaft of the engine (40),
The notification means (35a) is
When the detection means detects that the crankshaft has rotated from the predetermined position to another position while the engine is stopped, the notification to the rider is switched from the first notification to the second notification (S73 -S75,ST2,ST3).
According to this embodiment, although the crankshaft was once located at the predetermined position, the position of the crankshaft deviates from the predetermined position due to movement of the straddle-type vehicle or the like. In this case, the notification of the notification means is also switched accordingly, allowing the rider to predict whether or not it will take time to restart the engine. Therefore, it is possible to reduce the rider's discomfort with changes in the engine restart time.

3. The straddle-type vehicle (10) of the above embodiment is
an electric motor (41) capable of rotating the crankshaft;
In the stop position control, the stop control means (100) causes the electric motor (41) to reverse the crankshaft to the predetermined position (S12-S14).
According to this embodiment, the crankshaft can be more reliably positioned at the predetermined position using the driving force of the electric motor.

4. In the above embodiment,
The starting control means (100) includes:
After the engine is stopped, if the restart condition is met with the crankshaft not at the predetermined position, the electric motor reverses the crankshaft to the predetermined position and then rotates the crankshaft in the normal direction. By doing so, the engine is restarted (S42).
According to this embodiment, the engine can be restarted more reliably.

5. The straddle-type vehicle (10) of the above embodiment is
a manual transmission (42) that is connected to the engine (40) via a clutch (43) and that changes the speed and outputs the rotation of the engine (40);
a throttle operator (80) capable of adjusting the throttle opening of the engine (40);
a clutch operator (86) capable of operating the clutch (43) on and off;
a throttle operation detection means (110) for detecting a rider's operation on the throttle operator (80);
Clutch operation detection means (111) for detecting a rider's operation on the clutch operator (86),
The idle stop condition is a first idle stop condition that at least requires that the clutch operation detection means (111) detects a disengagement operation of the clutch while the manual transmission (42) is in an in-gear state. including,
The stop control means (100)
When the first idle stop condition is satisfied, the stop position control is executed while the clutch operation detection means (111) detects the clutch disconnection operation (S11).
According to this embodiment, the stop position control can be performed more reliably by performing the stop position control in a state where drive transmission between the engine and the drive wheels is cut off.

6. In the above embodiment,
When the engine (40) is automatically stopped due to the first idle stop condition being satisfied, the engine remains stopped even if the clutch operation detection means (111) no longer detects the clutch disconnection operation. Continued.
According to this embodiment, the rider does not need to continue disengaging the clutch during idle stop, which improves the rider's convenience.

7. The straddle-type vehicle (10) of the above embodiment is
When the clutch operation detection means (111) detects a disconnection operation of the clutch while the engine (40) is stopped and the crankshaft is not located at the predetermined position, the electric motor (41) A recontrol means (100, S81-S86) is provided for reversing the crankshaft to the predetermined position.
According to this embodiment, during idle stop, the rider who has noticed the second notification can instruct execution of control to position the crankshaft at the predetermined position. This eliminates the need for a long time to restart the engine, improving convenience for the rider.

Although the embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes can be made within the scope of the gist of the invention.

Claims

an engine (40);
stop control means (100) that performs automatic stop control of the engine and stop position control for positioning the crankshaft of the engine at a predetermined position when an idle stop condition is satisfied;
Start control means (100) for restarting the engine when a restart condition is satisfied after the engine is automatically stopped;
After the engine is automatically stopped, a first notification is given to the rider if the crankshaft is stopped at the predetermined position, and a second notification is given to the rider if the crankshaft is not stopped at the predetermined position. and a notification means (35a) for notifying the
A straddle-type vehicle characterized by:
The straddle-type vehicle according to claim 1,
comprising a detection means (113) for detecting the position of the crankshaft of the engine (40),
The notification means (35a) is
When the detection means detects that the crankshaft has rotated from the predetermined position to another position while the engine is stopped, switching notification to the rider from the first notification to the second notification;
A straddle-type vehicle characterized by:
A straddle type vehicle according to claim 1 or claim 2,
an electric motor (41) capable of rotating the crankshaft;
The stop control means (100) reverses the crankshaft to the predetermined position by the electric motor (41) in the stop position control.
A straddle-type vehicle characterized by:
The straddle-type vehicle according to claim 3,
The starting control means (100) includes:
After the engine is stopped, if the restart condition is met with the crankshaft not at the predetermined position, the electric motor reverses the crankshaft to the predetermined position and then rotates the crankshaft in the normal direction. restarting the engine by causing
A straddle-type vehicle characterized by:
The straddle-type vehicle according to claim 3 or 4,
a manual transmission (42) that is connected to the engine (40) via a clutch (43) and that changes the speed and outputs the rotation of the engine (40);
a throttle operator (80) capable of adjusting the throttle opening of the engine (40);
a clutch operator (86) capable of operating the clutch (43) on and off;
a throttle operation detection means (110) for detecting a rider's operation on the throttle operator (80);
Clutch operation detection means (111) for detecting a rider's operation on the clutch operator (86),
The idle stop condition is a first idle stop condition that at least requires that the clutch operation detection means (111) detects a disengagement operation of the clutch while the manual transmission (42) is in an in-gear state. including,
The stop control means (100)
When the first idle stop condition is satisfied, executing the stop position control while the clutch operation detection means (111) detects the clutch disconnection operation;
A straddle-type vehicle characterized by:
The straddle-type vehicle according to claim 5,
When the engine (40) is automatically stopped due to the first idle stop condition being satisfied, the engine remains stopped even if the clutch operation detection means (111) no longer detects the clutch disconnection operation. will be continued,
A straddle-type vehicle characterized by:
The straddle-type vehicle according to claim 6,
When the clutch operation detection means (111) detects a disconnection operation of the clutch while the engine (40) is stopped and the crankshaft is not located at the predetermined position, the electric motor (41) comprising recontrol means (100) for reversing the crankshaft to the predetermined position;
A straddle-type vehicle characterized by: