CN1097154C - Engine starting control device and vehicle installed with the device - Google Patents

Abstract

The present invention provides an engine stop-start control device and a vehicle equipped with the device. The device can automatically start the engine and start the vehicle only when the accelerator is operated according to the driver's positive intention. In the "start mode", since the operation mode signal _S301 becomes "L" level, and the AND circuit 403 becomes an operation-permitted state, when the engine speed is below idling and the stop switch 59 is on, if the When the starter switch 58 is turned on, the starter relay 62 is turned on, and the starter motor 71 rotates. In the "start stop mode", the AND circuit 405 becomes allowed to operate. Therefore, when the engine speed is below idling and the seat switch is on, if the throttle valve is opened, the starter relay 62 will be turned on, and the starter motor will be turned on. 71 spins.

Description

Engine stop-start control device and vehicles provided with the device

The present invention relates to an engine stop-start control device and a vehicle provided with the device, in particular to stopping the engine during parking, and automatically restarting the engine when the accelerator is operated in the stopped state, thereby enabling the vehicle to start An engine stop-start control device and a vehicle provided with the device.

In Japanese Patent Publication No. 4-246252, a stop-start control device for an engine is described, which considers environmental protection and energy saving, especially to suppress exhaust gas and fuel consumption during idling, and automatically When the vehicle is started by operating the accelerator from a stop state, the engine is automatically stopped, and the vehicle is started by automatically restarting the engine.

In the case of a light vehicle such as a two-wheeled motorcycle or a three-wheeled motorcycle, the driver may push the vehicle to move it. The driver supports the vehicle by gripping the throttle handle of the driver's handle in the same way as when riding a vehicle. When the above-mentioned engine stop-start control device is used on a light vehicle such as a motorcycle, there is a distinction between opening the throttle valve according to the positive intention of the driver or opening the throttle valve irrespective of the driver's intention. In the latter case, it is preferable that the engine is not started even though the throttle valve is opened.

The present invention is made in order to solve the problems in the above-mentioned prior art, and its purpose is to provide an engine stop-start control device and a vehicle provided with the device. In this case, the engine can be started automatically to start the vehicle.

The engine stop and start control device of the present invention made in order to achieve the above object makes the engine installed on the vehicle stop in response to a prescribed stop condition during its operation, and restarts in response to a prescribed start operation during the stop. It is characterized in that: it is provided with: a ride-on detection mechanism capable of detecting that the driver is sitting on the vehicle; an accelerator opening detection mechanism that detects that the accelerator opening exceeds a predetermined value; A start instruction mechanism that issues an engine start instruction on the condition that the passenger's riding state and the accelerator opening above a predetermined value detected by the accelerator opening detection mechanism are detected; an engine start mechanism that starts the engine in response to the engine start instruction.

According to the above structure, only when the driver is on the vehicle and operates the accelerator, that is, only when the driver really wants to start the engine, can the engine be automatically started in response to the accelerator operation.

Fig. 1 is an overall side view of a small motorcycle equipped with an engine stop-start control device as an embodiment of the present invention.

Fig. 2 is a plan view around the dashboard of the scooter.

Fig. 3 is a schematic view schematically showing the structure of a hinge portion at the front of the seat.

Fig. 4 is a sectional view of the main part of the throttle handle.

Fig. 5 is a sectional view taken along line II-II of the internal combustion engine in Fig. 1 .

Fig. 6 is a block diagram showing the overall configuration of the start-stop control system.

FIG. 7 is a block diagram showing functions of a main control unit.

Fig. 8 is a list of main operations of the main control unit.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is an overall side view of a scooter 1 provided with an engine stop-start control device as an embodiment of the present invention.

The vehicle body front part 2 and the vehicle body rear part 3 are connected by a lower floor part 4 , and a frame constituting a vehicle body skeleton is roughly composed of a down tube 6 and a main pipe 7 . The fuel cylinder and storage box (both not shown on the figure) are supported by the main pipe 7, and the seat 8 is arranged above it.

On the other hand, in the front part 2 of the vehicle body, the handle 11 is pivotally supported on the steering head 5 and is above the steering head 5. The front fork 12 is also pivotally supported on the steering head 5 and extends downward. The front wheels 13 are rotatably supported. The upper part of the handle 11 is covered with a handle cover 33 which also serves as a dashboard. A bracket 15 protrudes from the lower end of the upright portion of the main pipe 7 , and a swing assembly 17 is freely swingably supported on the bracket 15 via a link member 16 .

A single-cylinder 2-stroke internal combustion engine 200 is provided at the front of the swing assembly 17 . A belt-type continuously variable transmission 35 extends rearwardly from the internal combustion engine 200, and the rear wheel 21 is rotatably supported by a support shaft on a speed reducer 38 provided on the rear portion of the swing unit 17 via a centrifugal clutch. The rear wheel damper 22 is interposed between the upper end of the speed reducer 38 and the upper bent portion of the main pipe 7 . On the top of the swing assembly 17, a carburetor 24 and an air filter 25 connected with this carburetor 24 are arranged. The upper part of the cylinder head sticks out.

The main seat frame 26 is rotatably supported on the suspension bracket 18 protrudingly arranged at the lower part of the swing assembly box 31 by means of a pivot, and a pedal starting shaft 27 is protrudingly provided on the transmission case cover 36 of the belt type continuously variable transmission 35 , on this pedal starting shaft 27, fasten the base end of the pedal starting arm 28, and the front end of the pedal starting arm 28 is provided with a pedal starting pedal 29.

2 is a plan view around the instrument panel of the above-mentioned motorcycle 1 , and a speedometer 91 and a backup indicator 56 are provided in the instrument panel 90 of the handle cover 33 . This backup indicator 56 is lit when the engine is stopped in the stop-start control, and can notify the driver that if the throttle valve is opened, the engine can be started immediately to start the vehicle. The handle cover 33 is provided with an idle switch 53 for permitting or restricting idle rotation and a starter switch 58 for starting the starter motor. A throttle handle 92 and a brake lever 93 are provided at the right end of the handle 11 . At the root of the left and right throttle handles, there are horn switches and signaling device switches similar to the conventional two-wheeled motorcycles, but they are not shown in the figure.

FIG. 3 is a schematic view schematically showing the structure of the hinge portion at the front of the seat 8 indicated by the dotted circle in FIG. 1 . In this embodiment, a hinge member 81 is fixed to the front inside the seat 8 . A long opening 82 is formed in the vertical direction in this hinge member 81, and a hinge shaft 85 fixed to the vehicle body side passes through the long opening 82, and the seat 8 is supported so that it can swing freely and move up and down around the hinge shaft 85. with. The coil spring 83 which elastically presses the pusher 83a and the seat switch 54 are provided on the vehicle body side facing the rear surface of the hinge member 81 .

In the above-mentioned structure, under the non-sitting state that the driver does not sit on the seat 8, as shown in figure (a), because by the effect of coil spring 83, seat 8 is lifted to hinge shaft 85 and long Since the lower end of the opening 82 is in contact, the seating switch 54 is turned off.

On the contrary, under the seated state of the driver sitting on the seat 8, as shown in figure (b), because the seat 8 is pressed down against the elastic force of the coil spring 83, the seat switch 54 is turned on. state. In this way, whether the driver is seated or not can be recognized as long as the state of the seat seat switch 54 is monitored. Again because the present embodiment is that the seat switch 54 is arranged on the front side of the seat 8, so even if the driver's stature is small, it is possible to reliably detect whether the seat is seated or not.

FIG. 4 is a sectional view of the main part of the above-mentioned throttle handle 92, and FIG. 4(b) is a sectional view along line I-I of FIG. 4(a). As shown in FIG. 4( a ), the throttle handle body 182 is freely rotatably inserted through the handle pipe 181 , and the periphery of the throttle handle body 182 is covered by the handle cover 183 . As shown in FIG. 4(b), the throttle handle body 182 is provided with a flange portion 182a along its circumference, and one end 185a of the throttle valve steel wire 185 is fixed on the flange portion 182a. The throttle handle body 182 is often bounced to the accelerator closing side by the elastic force of the spring 184. When the driver overcomes the elastic force of the spring 184 and twists the throttle handle body 182 to the opening direction, the throttle valve steel wire 185 can be wound. to open the throttle valve.

In this embodiment, a throttle switch 52 is provided, which closes the contact when the throttle handle body 182 is only opened by a predetermined angle. The aforementioned throttle valve switch 52 is constructed so that the throttle valve is opened within the angle θ of the gap range before the throttle valve actually starts to open. If such a structure is used, the throttle valve switch 52 can be turned on without opening the throttle valve. In this way, the engine can be operated according to the driver's intention even when the vehicle is parked.

When the gap angle range ends and the throttle valve actually starts to open (>θ), since the spring force of the throttle valve spring (not shown in the figure) will be newly added, the throttle valve will only be throttled within the gap angle range. The switch 52 is easy to open and close.

FIG. 5 is a sectional view of the internal combustion engine 200 taken along line II-II in FIG. 1 . The internal combustion engine 200 is provided with left and right crankcases 202L, 202R freely rotatably supporting a horizontally directed crankshaft 201. A cylinder block 203 and a cylinder head 204 are sequentially assembled to the crankcase 202 formed by integrating the left and right crankcases. In the cylinder block 203, in addition to the exhaust passage not shown in the figure, a scavenging passage 205 is formed from a scavenging port opened on the inner diameter of the cylinder, thereby communicating with the crank chamber of the crankcase 202.

A spark plug 206 is fitted in the cylinder head 204 facing the combustion chamber, and the cylinder head 204 and the cylinder block 203 are covered with a shroud 207 except for the exposed portion of the spark plug 206 . The left crankcase 202L also serves as a belt-type continuously variable transmission housing cover, and a belt drive pulley 210 is provided so as to be rotatable together with the crankshaft 201 extending through the left crankcase 202L.

The belt drive pulley 210 is composed of a fixed-side pulley half 210L and a movable-side pulley half 210R. The fixed-side pulley half 210L is fixed to the left end of the crankshaft 201 via a hub 211. On the right side of the fixed-side pulley half 210L, The movable-side pulley half body 210R is spline-fitted to the crankshaft 201, and it can approach and separate from the fixed-side pulley half body 210L. The V-belt 212 is sandwiched between the two pulley halves 210L, 210R.

On the right side of the movable-side pulley half body 210R, the cam plate 215 is fixedly mounted on the crankshaft 201, and the slider 215a provided on the outer peripheral end and the cam formed on the outer peripheral end of the movable-side pulley half body 210R in the axial direction. The disc sliding flange portion 210Ra is slidably coupled. The side surface on the side of the cam plate 215 of the movable side pulley half 210R is inclined toward the cam plate 215 side, and the dry weight roller 216 is accommodated inside the inclined surface while being sandwiched by the cam plate 215 .

In this way, when the rotation speed of the crankshaft 201 is increased, the dry counterweight roller 216, which is between the radius 210R of the movable side pulley and the cam plate 215 and rotates together, is moved to the centrifugal direction by the centrifugal force, and the movable side pulley The half body 210R is pushed to the left by the above-mentioned dry counterweight roller 216, and is close to the fixed side pulley half body 210L, thereby making the V-shaped pulley clamped between the two pulley half bodies 210L, 210R The belt 212 moves in the centrifugal direction, thereby increasing the diameter of the loop. Corresponding to the belt drive pulley 210 of this structure, the V-belt 212 is wound on the driven pulley not shown in the figure at the rear, and the power is automatically adjusted by the centrifugal clutch and then transmitted to the reduction mechanism at the rear, etc., thereby drive the rear wheels.

The transmission case cover 220 covering the belt-type continuously variable transmission chamber from the left side extends from the front drive pulley 210 to cover the rear, and the above-mentioned pedal starting shaft 27 is rotatably penetrated and supported on the front side. The drive helical gear 222 is embedded on the inboard end of the kick starting shaft 27, and is pressed by the return spring 223. In addition, the sliding shaft 224 can rotate coaxially with the crankshaft 201 and is supported on the front inner surface of the transmission box cover 220 in an axially slidable manner. The helical gear 222 is engaged, and the ratchet 226 is fastened at its right end, and the above-mentioned whole is elastically pressed to the left by the friction spring 227 .

On the other hand, a pawl is formed on the hub 211 on the crankshaft 201 side so as to face the ratchet 226 , and both can approach and separate by sliding the slide shaft 224 . In this way, when the above-mentioned pedal starting pedal 29 is stepped on to make the pedal shaft 27 overcome the elastic force of the return spring 223 and rotate, the driving screw gear 222 is integrally rotated with the pedal shaft 27, so that the screw gear 222 engaged with the screw gear The passive helical gear 225 rotates integrally with the slide shaft 224, and slides to the right against the resistance of the friction spring 227, so that the ratchet wheel 226 meshes with the pawl of the hub 211, and the crankshaft 201 is forcibly rotated, whereby the internal combustion engine 200 can be started. .

On the other hand, the right crankcase 202R extends substantially cylindrically on the right side of a main bearing 209 that rotatably supports a crankshaft 201 protruding along the central axis of the crankcase. Inside the cylinder of the right crankcase 202R is arranged a starter and generator 250 which is a combination of a starter motor and an AC generator.

An inner rotor (rotating inner magnetic type rotor) 251 is disposed on the conical portion at the front end of the crankshaft 201, and is fastened by a nut 253 to integrally rotate. Six arc-shaped grooves are formed on the outer peripheral surface of the inner rotor 251, and magnets 271 made of NdFeB are embedded in each groove.

The outer stator 270 arranged around the outer periphery of the inner rotor 251 is supported by the cylindrical wall 202 a of the crankcase 202 by screwing and fixing its outer peripheral edge with bolts 279 . The stator core of the outer stator 270 is formed by stacking thin steel plates, and a generator coil 272 and a starter coil 273 are wound around a plurality of yokes projecting toward the center from an annular portion of the outer periphery. Since the generator coil 272 and the starter coil 273 are wound around the yoke so as to be biased inwardly in the direction of the crankshaft, the axially outward protrusion amount is reduced.

On the other hand, in the cylindrical wall 202a of the crankcase 202, the structure of the generating coil 272 and the starting coil 273 protruding more axially inwardly than outwardly is made into an annular shape, and an inner space is formed inside the inner space. A rectifying brush mechanism 263 is formed therein. The brush holder 262 penetrated by the crankshaft 201 is embedded in the inner space. It cannot rotate in the circumferential direction relative to the crankshaft 201 but can only slide in the axial direction. A spring 274 is sandwiched between it and the inner rotor 251 . The brush holder 262 is spring-pressed inwardly in the axial direction.

The brushes 263 protrude from predetermined positions on the inner surface of the brush holder 262 by springs. The commutator holder 265 faces the inner surface of the above-mentioned brush holder 262, the center of which is penetrated by the crankshaft 201, and the outer peripheral edge thereof is fixedly supported on the parts of the generator coil 272 and the starter coil 273 which protrude largely inward in the axial direction. superior.

Commutator segments 267 are arranged concentrically at predetermined positions on the surface of the commutator holder 265 that faces the brush holder 262 . The brush holder 262 rotating together with the crankshaft 201 approaches and separates from the fixed commutator holder 265 . The brushes 263 make contact with the desired commutator segments 267 as they approach.

On the outer side of the inner rotor 251 in the direction of the crankshaft, a nut 253 is tightened on the front end of the crankshaft 201, and the inner cylindrical portion 231 covering the periphery of the nut 253 and the concentric outer cylindrical portion 232 covering the outer side thereof protrude outward in the axial direction. , forming the regulator mechanism 230 here. That is, the outer cylindrical part 232 forms a slope on the inner peripheral surface to constitute the outer body of the regulator, and the outer periphery of the inner cylindrical part 231 is fitted with a regulator inner body 233 freely slidable in the axial direction. Between 233 and the outer cylindrical part 232, a steel ball 234 as a balance weight of the regulator is housed.

A connecting shaft 235 with one end fixed on the inner body 233 of the regulator runs through the inner rotor 251 in parallel with the crankshaft 201 , and its front end is embedded in the brush holder 262 . The adjuster inner body 233 can slide along the axial direction of the adjuster mechanism 230 . The connecting shaft 235 integrally connects the regulator inner body 233 and the brush holder 262 to each other so that they can move in the direction of the crankshaft.

When the crankshaft 201 stops, the brush holder 262 is moved axially inward by the biasing force of the spring 223 , so that the brush 263 contacts the commutator segments 267 . In this way, when the electric current is supplied from the battery, it passes through the contact portion of the brush 263 and the commutator piece 267, flows to the starter coil 273, generates a rotational torque on the inner rotor 251, and rotates the crankshaft 201, thereby enabling the internal combustion engine 200 to rotate. start.

When the number of revolutions of the internal combustion engine increases, the steel ball 234 moves toward the outer peripheral direction on the inclined inner surface of the outer cylindrical part 232 due to the action of centrifugal force, thereby causing the inside of the regulator 233 to slide axially outward, and the connecting shaft 235 is used to form a single body. The brush holder 262 also moves axially outward. When the number of revolutions exceeds a predetermined number, the brush 263 and the commutator piece 267 are automatically disengaged, and the battery is then charged by the generator coil 272 .

The annular plate-shaped rotating body 240 for crank angle detection is integrally provided with its inner peripheral edge fitted on the edge portion of the outer cylindrical portion 232 constituting the adjuster mechanism 230, and the pulse generator 241 is close to the rotating body. The outer periphery of the body 240 is provided at a predetermined position. Scores are provided on the outer peripheral edge of the rotating body 240 which rotates integrally with the crankshaft 201 via the inner rotor 251 , and the pulse generator 241 determines the camber angle by detecting the notches. The annular plate-shaped rotating body 240 covers the generating coil 272 and the starting coil 273 of the outer stator 270 from the outside. A fan member 280 for forced air cooling of the internal combustion engine is integrally provided on the axially outer side of the rotor 240 .

The structure of the fan member 280 is that the skirt portion of its central conical portion 280a is fastened on the outer cylindrical portion 232 of the inner rotor 251 by bolts 246, and the blades 280b arranged on its outer periphery are vertically arranged on the outside of the rotating body 240. square. The fan member 280 is covered by a fan cover 281 .

The vehicle starter and generator device of the present embodiment has the above-mentioned structure, since the rectifying brush mechanism 263 is arranged axially inside the inner rotor 251, and the regulator mechanism 230 is arranged separately from the rectifying brush mechanism 263 on the axially outside, Therefore, the amount of bulging of the crankshaft in the outward direction can be reduced.

Since the winding state of the power generation coil 272 and the starting coil 273 wound on the stator core yoke of the outer stator 270 is biased inward in the axial direction, the amount of protrusion toward the outside is reduced, so that the outer rotor 240 or fan member 280 is not The purpose can be achieved by being located on the outside of the axial direction, which can further reduce the amount of bulge toward the outside of the crankshaft.

Although the outside air introduced from the outside air inlet 281a of the fan cover 281 is expanded toward the outer periphery along the central conical portion 280a by the rotation of the blade 280b, the rotor 240 cuts off the introduced air and prevents it from entering the starter and generator for the vehicle. 250 side, thus making it difficult for the outside air to invade the rectifying brush mechanism 263 on the inner side (axially inner side) of the vehicle starter and generator, thus preventing the rectifying brush mechanism 263 from being subjected to dust contained in the outside air. Impact.

6 is a block diagram showing the overall structure of the start-stop control system in the internal combustion engine 200, wherein the internal combustion engine 200 is provided with a starter and power generation device that directly rotates the above-mentioned crankshaft 201, and the same symbols as above indicate the same or equivalent parts.

The engine stop-start system of this embodiment is provided with an operation mode in which idling is restricted and an operation mode in which idling is permitted. More specifically, it is provided that the engine can be automatically stopped when the vehicle is stopped, and the engine can be automatically restarted once the accelerator is operated in the stopped state, so that the "stop start mode (idling limit mode)" of the vehicle engine is provided. And "starting mode (idling permission mode)" that allows idling for the purpose of warm-up operation when starting the engine, etc.

In FIG. 6 , a starter/generator 250 is connected coaxially to the crankshaft 201 of the engine 200 . The starter/generator 250 is composed of a starter motor unit 71 and an AC generator unit 72 , and the electric power generated by the AC generator unit 72 charges the battery 68 via a regulator and a wave detector 67 . The battery 68 supplies current to various electrical appliances 74 and the main control unit 60 through the main switch 73 .

The Ne sensor 51 for detecting the number of revolutions Ne of the engine, the throttle switch 52 for closing the contact when the throttle valve opening exceeds a predetermined opening degree, and the idle switch 53 for permitting or restricting the idle running of the engine 200 are connected to the main control unit 60 . , the seating switch 54 that closes the contact when the driver is seated on the driver's seat, the vehicle speed sensor 55 that detects the vehicle speed, the backup indicator 56 that is turned off in the stop and start mode described below, and the headlight 69 that turns on and off A headlight switch 57 for use, a starter switch 58 for starting the engine 200 by driving the starter motor 71 of the starter and generator 250, and a stop switch 59 for closing contacts in response to a brake operation.

Also connected to the above-mentioned main control unit 60 are an ignition control device (including an ignition coil) 61 for igniting the spark plug 206 , a control terminal of a starter relay 62 for supplying electric current to the above-mentioned starter motor 71 , and a front terminal for supplying electric current to the above-mentioned headlight 69 . The control terminal of the lighting relay 63 supplies current to the control terminal of the bidirectional starter relay 64 of the bidirectional starter 65 mounted on the carburetor 66 .

FIG. 7 is a block diagram showing the functions of the above-mentioned main control unit 60, and the same reference numerals as above denote the same or equivalent parts. FIG. 8 is a list of main operations of the main control unit 60 .

The operation mode switching unit 300 switches the operation mode of the above-mentioned engine stop-start control device into any one of the above-mentioned "start mode" in which idling is allowed and the above-mentioned "start-stop mode" in which idling is restricted, according to the state of the idle switch 53 and the state of the vehicle. .

In this operation mode switching unit 300 , the state signal of the above-mentioned idle switch 53 is input to an operation mode signal output unit 301 and an inverter 302 . The status signal of the idle switch 53 is shown as "L" level in the off state (idle rotation is restricted), and "H" level in the on state (idle rotation is permitted). The converter 302 inverts the state signal of the idle switch 53 and then outputs it.

The vehicle speed continuation determination unit 303 is provided with a timer 303a, and outputs a signal of "H" level when a speed exceeding a predetermined speed is detected after a predetermined time elapses. The AND circuit 304 outputs the logical product of the output signal of the determination unit 303 and the output signal of the converter 302 to the signal output unit 301 of the operation mode.

The operation mode signal output unit 301 activates a "start mode" in which idle rotation is permitted when the state signal of the idle switch 53 is at "H" level (idling is permitted) when the main switch 73 is turned on. And in this "starting mode", the output of the AND circuit 304 becomes "H" level, that is, when the idle switch 53 is cut off, and when more than a predetermined time (vehicle speed exceeding a predetermined speed is detected), the operation mode is changed from The aforementioned "start mode" shifts to the "stop start mode" where idling is restricted. On the other hand, when the idle switch 53 is turned on again in this "start-stop mode" state, the operation mode is shifted from the "start-stop mode" to the "start mode".

The starter relay control unit 400 manually or automatically activates the starter relay 62 under predetermined conditions according to an operation mode. In this starter relay control unit 400 , the detection signal of the above-mentioned Ne sensor 51 is supplied to a determination unit 401 below idling. When the determination unit 401 determines that the engine speed is equal to or less than a predetermined idling speed (for example, 800 rpm), it outputs a signal at "H" level. The AND circuit 402 outputs the logical product of the output signal of the determination unit 401 , the state signal of the stop switch 59 , and the state signal of the start switch 58 . The AND circuit 403 outputs the logical product of the output signal of the AND circuit 402 and the inverted signal of the operation mode signal S301.

The AND circuit 404 outputs the logical product of the output signal of the idling and below determination unit 401 , the state signal of the throttle switch 52 , and the state signal of the seating switch 54 . The AND circuit 405 outputs the logical product of the output signal of the AND circuit 404 and the operation mode signal. The OR circuit 406 outputs the logical sum of the AND circuits 403 and 405 to the starter relay 62 .

In this configuration, since the operation mode signal _S301 is at "L" level in the "startup mode", the AND circuit 403 is in the cnable state. In this way, when the engine speed is below idling and the throttle switch 59 is turned on (during braking operation), when the driver turns on the starter switch 58, the starter relay 62 is turned on, thereby causing the starter motor 71 to turn on. start.

On the contrary, in the "stop engine mode", the AND circuit 405 is in the operation-enabled state. In this way, when the engine speed is below idling and the seating switch is turned on (the driver sits on the driver's seat), the starter relay 62 is turned on as soon as the throttle valve is opened, thereby starting the starter motor 71 .

In the bidirectional start control unit 500 , the output signal from the Ne sensor 51 is input to the Ne determination unit 501 . When Ne judging unit 501 judges that the number of revolutions of the engine is equal to or higher than a predetermined value, it outputs a signal of "H" level, and closes bidirectional starter relay 64 . According to such a structure, fuel can be enriched as long as the number of revolutions of the engine is equal to or higher than a predetermined value in any operation mode.

In the indicator control unit 600 , the output signal from the Ne sensor 51 is input to the Ne determination unit 601 . The above-mentioned Ne determination unit 601 outputs a signal of "H" level when the number of revolutions of the engine is equal to or less than a predetermined value. The AND circuit 602 outputs the logical product of the state signal of the seating switch 54 and the output signal of the Ne determination unit 601 . The AND circuit 603 outputs the logical product of the output signal of the AND circuit 602 and the operation mode signal _S301 to the standby indicator 56 . When the input signal is "L" level, the standby indicator 56 will be extinguished, and when the input signal is "H" level, the lamp will be lit.

The ignition control unit 700 permits or prohibits the ignition operation by the ignition device 31 under predetermined conditions in each operation mode. In this ignition control unit 700 , a detection signal from the vehicle speed sensor 55 is input to a travel determination unit 701 . When the running determination unit 701 determines that the vehicle is running based on the detection signal, it outputs a signal of "H" level. An OR circuit 702 outputs a logical sum of the output signal of the travel determination unit 701 and the state signal of the throttle switch 52 . The OR circuit 703 outputs the logical sum of the output signal of the OR circuit 702 and the inverted signal of the operation mode signal _S301 to the ignition control device 61 . If the input signal is at "H" level, the ignition control device 61 performs the ignition operation every predetermined time; if the input signal is at "L" level, the ignition operation is stopped.

With such a configuration, in the startup mode, since the inversion signal of the operation mode signal _S301 is at the "H" level, the OR circuit 703 always outputs a signal at the "H" level. In this way, in the "start mode" state, the ignition control device 61 always performs the ignition operation. On the other hand, in the engine-stop mode, the vehicle is running, or the ignition operation is performed on the condition that the throttle valve is opened. On the contrary, it is a stopped state, and if the throttle valve is closed, the ignition operation is prohibited.

In the headlight control unit 800 , the headlights are automatically turned on or off for each operation mode according to the driving state of the vehicle or the sitting state of the driver. The status signal of the seat-taking switch 54 is input to the non-seating continuation determination unit 801 . The non-seating continuation determination unit 801 is provided with a timer 801a, and outputs a signal of "H" level when it detects that the non-seating state has elapsed for a predetermined time or more. The non-ignition continuation determination unit 802 is provided with a timer 802a, and outputs a signal of "H" level when the ignition-off state continues for a predetermined time or more. The OR circuit 804 outputs the logical sum of the output signals of the respective determination units 801 and 802 described above. The AND circuit 805 outputs the logical product of the output signal of the OR circuit 804 and the operation mode signal _S301 to the reset terminal R of the flip-flop 810 .

The AND circuit 807 outputs the logical product of the state signal of the throttle switch 52 and the operation mode signal _S301 . When the output signal of the Ne sensor 51 is input to the Ne determination unit 806 and it is determined that the number of revolutions of the engine is equal to or less than a predetermined value, a signal of "H" level is output. The AND circuit 808 outputs the logical product of the output signal of the Ne determination unit 806 and the inverted signal of the operation mode signal _S301 . The OR circuit 809 outputs the logical sum 809 of the respective AND circuits 807 , 808 to the adjustment terminal S of the flip-flop 810 . The AND circuit 811 outputs the logical product 811 of the Q output of the flip-flop 810 and the state signal of the headlight switch 57 to the headlight relay 63 . The headlight relay 63 turns on the headlight 69 when a signal of "H" level is input, and turns off the headlight when a signal of "L" level is input.

With such a configuration, since the inversion signal of the operation mode signal _S301 is at "H" level in the startup mode, the AND circuit 808 becomes an operation-enabled state. In this way, when the number of revolutions of the engine exceeds a predetermined value, the bistable multivibrator 810 is adjusted, and if the headlight switch 57 is turned on, the headlights are turned on.

On the other hand, in the stop-and-start mode, since the operation mode signal _S301 is at "H" level, the AND circuits 805 and 807 are in a state where operation is permitted. Thus, when the output of the OR circuit 804 is at "H" level, the flip-flop 810 is reset, and thus the headlights are automatically turned off. And in this engine stop mode process, if the throttle valve is opened, since the output of the AND circuit 807 becomes "H" level, thereby make the headlights go out automatically.

That is, when the non-seated state is detected for more than a predetermined time, or when the ignition cut-off state continues for more than a predetermined time, the headlights in the stop engine mode will be turned off, and will be turned on again when the throttle valve is opened. With this structure, the headlights can be turned off without operating the switch when the driver temporarily gets out of the vehicle, or waits for a traffic signal or turns while riding. Moreover, the lamp can be turned on again at the same time as the engine is started.

As described above, the present invention can achieve the effects described below.

(1) Since it is detected whether the driver is on the vehicle, the engine can only be started by operating the response accelerator when the driver is on the vehicle, so the engine can only be automatically started when the driver really wants to start the engine.

(2) Since under specified conditions (for example, immediately after the main switch is turned on), the engine can be started in response to the driver's positive engine start operation even if the driver is not in the vehicle, so it is related to the engine start The degree of freedom has increased, for example, engine warm-up operation can be formed.

(3) Since the seating switch is provided in front of the driver's seat, it is possible to reliably detect whether the driver is seated or not even if the driver is small in stature.

(4) Since when the engine is restarted by twisting the throttle valve handle, the engine can be restarted within the swimming range before the throttle valve actually starts to open, so even in the parking state, the engine can be restarted according to the driver's The will to keep the engine running.

(5) Since the headlights can be automatically extinguished when the driver is not seated or the engine is not ignited, when the driver temporarily gets off the vehicle or is waiting for a traffic signal or waiting for a turn, the driver can use the switch without operating the switch. The headlights go out, and the headlights can be turned on again at the same time as the engine is started.

Claims (7)

1. stopping starting controller of engine, it is that the Parking condition ground that makes the motor that is arranged on the vehicle respond regulation in its operation process stops, the operation of starting of response regulation is restarted in stopped process, and it is characterized in that: it is provided with: can detect the driver is to take advantage of the by bus feeler mechanism of seat on vehicle; Detect the accelerator opening feeler mechanism that accelerator opening has surpassed predetermined value; Detect driver's state by bus and the accelerator opening that detected more than the predetermined value by above-mentioned accelerator opening feeler mechanism is a condition with above-mentioned by bus feeler mechanism, send the starting order mechanism of engine start instruction; Respond above-mentioned engine start instruction and with the engine starting mechanism of engine start.

2. stopping starting controller of engine, it is that the Parking condition ground that makes the motor that is arranged on the vehicle respond regulation in its operation process stops, the operation of starting of response regulation is restarted in stopped process, and it is characterized in that: it is provided with: can detect the driver is to take advantage of the by bus feeler mechanism of seat on vehicle; Detect the accelerator opening feeler mechanism that accelerator opening has surpassed predetermined value; Detect driver's state by bus and the accelerator opening that detected more than the predetermined value by above-mentioned accelerator opening feeler mechanism is a condition with above-mentioned by bus feeler mechanism, send the starting order mechanism of engine start instruction; Respond above-mentioned engine start instruction and the engine starting mechanism of Dou engine start; Make the mechanism of the pattern starting that allows idle running; Start to operate the switch starter mechanism that only indicates engine start mutually distinctively with above-mentioned; Detect the brake operating feeler mechanism of brake operating; Under the pattern that allows idle running, in case when detecting brake operating by the indication engine start of above-mentioned switch starter indicating device and by brake operating feeler mechanism, just the testing result that obtains with above-mentioned feeler mechanism is by bus irrespectively sent engine start and is instructed.

3. stopping starting controller of engine as claimed in claim 1 or 2 is characterized in that: above-mentioned feeler mechanism by bus is that the detection driver is sitting in the feeler mechanism of taking one's seat on the driver's seat; The above-mentioned feeler mechanism of taking one's seat detects the driver in the front side of driver's seat to take one's seat.

4. stopping starting controller of engine as claimed in claim 1 or 2 is characterized in that: the predetermined value of the accelerator opening that is detected by above-mentioned accelerator opening feeler mechanism is to keep in the interstice coverage of closed condition with the throttle valve of accelerator operation interlock.

5. be provided with the vehicle of stopping starting controller of engine, it be make motor in its operation process, respond the regulation Parking condition and stop, in stopped process the starting to operate of response regulation and restarting, it is characterized in that: be provided with: control is to the relay of Headlamps power supply; The igniting feeler mechanism of the fired state of detection of engine; Detect the whether feeler mechanism by bus in by bus of driver; Detect the accelerator opening feeler mechanism of accelerator opening; Make above-mentioned relay mechanism cut-out according to the testing result of making by the side in above-mentioned by bus feeler mechanism and the igniting feeler mechanism at least, make the Headlamps control mechanism of above-mentioned relay mechanism conducting according to the testing result of making by above-mentioned accelerator opening feeler mechanism.

6. the vehicle that is provided with stopping starting controller of engine as claimed in claim 5 is characterized in that: above-mentioned Headlamps control mechanism cuts off above-mentioned relay mechanism when above in driver's the non-by bus state continuance scheduled time.

7. as claim 5 or the 6 described vehicles that are provided with stopping starting controller of engine, it is characterized in that: above-mentioned Headlamps control mechanism cuts off above-mentioned relay mechanism when above in the lasting scheduled time of the non-fired state of motor.

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