TW201408866A - Saddle type vehicle - Google Patents

Abstract

A saddle type vehicle includes an engine, a getting-on detection section that detects getting-on of a driver, an idling-stop control section that stops the engine and switches the engine into an idling-stop state, an accelerator grip to be operated by a driver, an accelerator operation detection section that detects an operation of the accelerator grip, an engine restart control section that restarts the engine when a predetermined operation of the accelerator grip is detected during the idling-stop state of the engine, and a traveling start control section that permits the vehicle to start traveling on condition that getting-on of a driver has been detected by the getting-on detection section after the engine is restarted.

Description

Straddle type vehicle

The present invention relates to a straddle type vehicle that uses an engine as a power source.

Patent Document 1 discloses an engine stop start control device that automatically stops an engine when the vehicle is stopped, and causes the engine to be turned on when the seat switch is turned on when the engine is automatically stopped. Start automatically.

[Previous Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Laid-Open No. Hei 11-257123

In the configuration of Patent Document 1, if the driver does not ride, the engine in the automatic stop state cannot be restarted, which is inconvenient. For example, in the case of a straddle type vehicle, there is a case where the driver gets off the vehicle and pushes the vehicle to walk. In the configuration of Patent Document 1, at the time of such implementation, the engine in the automatic stop state cannot be restarted. Therefore, it is not possible to adopt a use method in which the engine is started in advance at the time of implementation, and the vehicle is immediately activated by the rotation of the accelerator grip after the ride. For example, there is a case where the headlights are lit for a long period of time on a day when the weather is poor or at night. That is, there is a case where it is desired to improve the visibility so that other riders or the like can understand the position and safely move the vehicle, and in order to prevent the battery voltage from being lowered, the next startup cannot be performed and the engine is set to the operating state. Furthermore, if during the day When the engine is automatically stopped, it is difficult to notice the illumination of the headlights or the indicator indicating the idle stop state. Therefore, there is a user who mistakenly believes that the main switch is in a stopped state and forgets the interruption operation of the main switch. When the engine is automatically stopped, the main switch is turned on, so the headlights and other power components can be energized. Therefore, there is a state in which the engine is automatically stopped after a long period of time in which the headlight is turned on, resulting in a battery drain. Further, if the user leaves the vehicle while the main switch is in the ON state, the vehicle is easily stolen.

It is considered that the problem can be alleviated by setting the engine to be automatically restarted even in the non-riding state. That is, if the driver can perform the accelerator operation and the engine is automatically restarted in the push state, the engine can be started immediately after the ride, and the battery consumption can be suppressed. Further, when the handle is held in the push state after the engine is automatically stopped and the vehicle is taken into the garage, the accelerator grip is easily rotated when the step is crossed. In the above situation, if the engine is automatically restarted, the user It is easy to recognize that the engine is in an automatic stop state, so that the operation of the main switch can be interrupted as needed.

As such, allowing automatic restart of the engine in the push state has several advantages. On the other hand, if the engine is automatically restarted and the driving force of the engine is transmitted to the vehicle and the vehicle is inadvertently started, the ease of use of the vehicle is deteriorated, which is not preferable.

An embodiment of the present invention provides a straddle-type vehicle including: an engine; a ride detection unit that detects a ride of a driver; and an idle stop control unit that satisfies a specific idle stop during an idle state of the engine In the condition, the engine is stopped and moved to the idle stop state; the accelerator grip is operated by the driver to adjust the throttle opening of the engine; and the accelerator operation detecting portion detects the operation of the accelerator grip An engine restart control unit that restarts the engine when a specific operation of the accelerator grip is detected while the engine is in the idle stop state; and an engine control unit that borrows after the engine is restarted The ride detection unit detects the ride of the driver as a condition, and allows the vehicle to start.

According to this configuration, when the engine is in an idling state, it is carried out in an idle speed region. At the time of turning, when the idle stop condition is satisfied, the engine automatically stops and moves to the idle stop state. Thereby, useless fuel consumption at the time of a short stop such as waiting for a signal can be suppressed. On the other hand, during the idle stop state, when the driver performs a specific operation of the accelerator grip, the engine is restarted. At this time, the engine is not restarted on the condition that the driver rides. Therefore, in the case of implementing a straddle type vehicle, the engine can be restarted by the operation of the accelerator grip as needed. On the other hand, even after the engine is restarted, the vehicle is not allowed to start as long as the driver's ride is not detected. Therefore, even if the engine is restarted, the vehicle will not be inadvertently started. When the driver rides, the vehicle is allowed to start. Therefore, after the engine is automatically stopped due to the waiting signal or the like, the engine can be restarted and the vehicle can be started without problems.

In this way, the driver can be prevented from inadvertently starting the vehicle when the driver is not riding, and the engine of the idle stop state can be restarted when the straddle type vehicle is implemented. Therefore, even during the implementation, the engine can be restarted by performing a specific operation of the accelerator grip. Thereby, the engine can be started in advance at the time of implementation, the vehicle can be started immediately after the ride, or the engine can be started to prevent the consumption of the battery. In addition, when the accelerator grip is rotated by a situation in which the vehicle is moved during a conveyance such as an impact such as a step, the engine may be restarted. Thereby, the user can recognize that the main switch is not interrupted, and the engine is stopped by the idle stop control. Therefore, measures to interrupt the main switch can be taken as needed, thereby avoiding inadvertent consumption of the battery.

The restart of the engine during the implementation of the straddle type vehicle is intended to be carried out by the user as needed for safety and safety, or to enable the user to recognize the effect of the automatic stop of the engine, and thus is not useless fuel consumption.

Furthermore, even if the driver's ride is detected and the vehicle is allowed to start, the vehicle is not immediately started. For example, when the accelerator grip is operated by the driver in a state in which the vehicle is allowed to be started, thereby opening the throttle valve of the engine to increase the output of the engine, the driving force of the engine is transmitted to the wheel in response thereto. Start the vehicle.

A straddle-type vehicle according to an embodiment of the present invention further includes: a rotational speed response clutch that transmits a driving force of the engine to a wheel in response to a rotation speed of the engine reaching a specific transmission rotational speed; and an engine output control unit; It controls the output of the above engine. In this case, when the ride detection unit does not detect the ride of the driver, the engine control unit may cause the engine to output the control unit so that the engine speed does not reach the transmission speed. Limit the output of the above engine. According to this configuration, the engine speed is controlled to be less than the transmission speed by limiting the output of the engine when the driver's ride is not detected. Thereby, the speed response clutch does not transmit the driving force of the engine to the wheels, so that the straddle type vehicle can be prevented from being inadvertently started.

In addition to the speed response clutch, a configuration in which the driving force generated by the engine is selectively transmitted to the wheel by a motor clutch or a hydraulic clutch may be employed. For example, in this case, the operation of the clutches may be controlled in accordance with the engine speed or the like.

The engine output control unit may include a fuel supply amount adjustment device that adjusts a fuel supply amount to the engine based on a rotation speed of the engine. Further, the engine output control unit may include a delay device that delays an ignition timing of the engine in accordance with a rotation speed of the engine. Further, the engine output control unit may include an air amount adjusting device that adjusts an amount of air sucked into the engine by an electronic throttle valve. According to these configurations, the engine output can be limited by the adjustment of the fuel supply amount, the ignition timing, or the intake air amount, whereby the unintentional activation of the vehicle can be avoided.

The straddle type vehicle according to the embodiment of the present invention further includes an engine stop control unit that does not allow the vehicle in the engine control unit after the engine is restarted by the engine restart control unit. At the time of starting, the engine is stopped in response to detecting that a specific engine stops triggering the operation. According to this configuration, after the engine is restarted, the engine can be stopped by the driver performing a specific engine stop triggering operation. Therefore, when the user does not want the engine to restart, the engine is simply stopped. This improves convenience. The engine stop trigger operation may be an operation of an accelerator grip of a specific operation amount or more, an operation of an accelerator grip of a specific operation speed or higher, an operation of generating a vehicle speed of a specific value or more, an operation of generating an acceleration of a specific value or more, and generation. The operation of inputting the driving force of the vehicle, and the like. Such operations can be detected by an accelerator operation detecting unit, a vehicle speed sensor, an acceleration sensor, or the like.

In one embodiment of the present invention, the idle stop condition includes a ratio of a cumulative time of the idle stop state to a predetermined energization time of energization of an electrical system of the straddle type vehicle. That is, when the ratio of the accumulated time of the idle stop state to the energization time becomes large, the transition to the idle stop state is prohibited. Thereby, excessive battery consumption in the idle stop state can be avoided, thereby ensuring the remaining amount of the battery that can cause the engine to be restarted reliably.

A straddle-type vehicle according to an embodiment of the present invention further includes a motor that is driven to start the engine, a battery that supplies electric power to the motor, and a deterioration detecting unit that detects deterioration of the battery. In this case, the engine restart control unit is configured to restart the engine by driving the motor. Preferably, the idle stop condition includes that the deterioration detection unit does not detect degradation of the battery. According to this configuration, when the battery is deteriorated, it does not move to the idle stop state, so that excessive consumption of the battery can be avoided, and the remaining amount of the battery that can start the engine can be secured.

Furthermore, it is preferable that the straddle-type vehicle is configured to include a generator that is driven by the driving force of the engine and generates electric power, and the battery is charged by the electric power generated by the generator.

In one embodiment of the present invention, the idle stop condition includes: the vehicle speed is equal to or less than a specific value, the accelerator operation detecting unit detects that the accelerator opening degree is fully closed, the engine speed is an idle speed region, and the ride detection unit detects The rider's ride was measured. According to this configuration, the accelerator opening degree is fully closed except that the vehicle speed is equal to or lower than a specific value, and the engine speed is outside the idle speed region, and the engine is allowed to idle as a condition. The transition of the state. If the driver can also move to the idle stop state when the rider is not detected, there is a possibility that the vehicle cannot be started if the detection unit fails. In the above configuration, if the ride detection unit fails to detect the ride of the driver, the vehicle moves to the idle stop state, so the engine restart control from the idle stop state and the start limit control based on the undetected ride are both Not done. Therefore, there is no possibility that the vehicle cannot be started.

Preferably, the engine is a fuel injection engine. According to this configuration, by the control of the fuel injection amount, the shift to the idle stop state, the restart from the idle state, and the start limit control after the engine is restarted can be performed.

The above and other objects, features and advantages of the present invention will be apparent from

1‧‧‧ locomotive

2‧‧‧ Vehicle body

3‧‧‧ Front wheel

4‧‧‧ Rear wheel

5‧‧‧ body frame

6‧‧‧Hands

7‧‧‧s

8‧‧‧Power unit

9‧‧‧Under the tube

10‧‧‧ side frame

11‧‧‧ head tube

12‧‧‧ Front fork

13‧‧‧ bracket

14‧‧‧ pivot

15‧‧‧Vibration unit

16‧‧‧ body cover

17‧‧‧ pedals

18‧‧‧ front cover

19‧‧‧ side cover

20‧‧‧Steering shaft

21‧‧‧Handle cover

22‧‧‧ headlights

23‧‧‧Air cleaner

25‧‧‧Battery

26‧‧‧Power supply line

27‧‧‧Fuse

28‧‧‧Riding detection unit

30‧‧‧Handlebar

31‧‧‧Left grip

32‧‧‧Right grip (accelerator grip)

33‧‧‧Speedometer

34‧‧‧Engine tachometer

35‧‧‧Start button

36‧‧‧ turn signal switch

37‧‧‧ headlight switch

38‧‧‧ Rear wheel brake lever

39‧‧‧ Front wheel brake lever

40‧‧‧Main switch

41‧‧‧ indicator

43‧‧‧Starter motor

44‧‧‧Generator

45‧‧‧ engine

46‧‧‧ V-belt type stepless speed changer

47‧‧‧ centrifugal clutch

48‧‧‧ crankshaft

49‧‧‧ crankcase

50‧‧‧ cylinder

51‧‧‧ cylinder head

52‧‧‧ head cover

53‧‧‧ cylinder

54‧‧‧Piston

55‧‧‧ Connecting rod

56‧‧‧ combustion chamber

58‧‧‧Rotor

59‧‧‧statar coil

60‧‧‧Transmission chassis

61‧‧‧ drive wheel

61a‧‧‧ movable wheel

61b‧‧‧Fixed wheel

62‧‧‧ driven wheel

62a‧‧‧ movable wheel

63‧‧‧ V-belt

64‧‧‧Retaining plate

65‧‧‧ Spindle

66‧‧‧ Gear mechanism

67‧‧‧ Rear axle

68‧‧‧roll

69‧‧‧ Gear mechanism

70‧‧‧Compressed coil spring

71‧‧‧ primary side rotor

72‧‧‧second side rotor

73‧‧‧

77‧‧‧Relay

78‧‧‧Regulator

79‧‧‧Ignition coil

80‧‧‧Mars plug

81‧‧‧ suction port

82‧‧‧Exhaust port

83‧‧‧ Inhalation valve

84‧‧‧Exhaust valve

85‧‧‧Inhalation

86‧‧‧Exhaust gas

87‧‧‧Injector

88‧‧‧fuel tank

89‧‧‧fuel hose

90‧‧‧ fuel pump

91‧‧‧ throttle body

92‧‧‧throttle valve

93‧‧‧Intake pressure sensor

94‧‧‧Intake temperature sensor

95‧‧‧throttle opening sensor

96‧‧‧Crank angle sensor

97‧‧‧Engine temperature sensor

98‧‧‧Car speed sensor

99‧‧‧Metal wire

100‧‧‧ ECU

101‧‧‧Drive Control Department

102‧‧‧Voltage Detection Department

105‧‧‧Operating state memory

111‧‧‧Speed Stop Control Department

112‧‧‧ Engine Restart Control Department

113‧‧‧Starting the Control Department

114‧‧‧Engine Output Control

115‧‧‧Engine Stop Control Department

116‧‧‧Fuel Supply Control Department

117‧‧‧Ignition Control Department

118‧‧‧Inspiratory volume adjustment department

130‧‧‧throttle actuator

131‧‧‧Acceleration sensor

133‧‧‧Accelerator opening sensor

135‧‧‧ brake switch

136‧‧‧ brake switch

137‧‧‧ diode

S1-S6, S11-S19, S31-S38‧‧‧ steps

Fig. 1 is a schematic side view for explaining a configuration of a locomotive as an example of a straddle type vehicle in an embodiment of the present invention.

Fig. 2 is a perspective view showing a configuration example of the handle of the locomotive.

Figure 3 is a horizontal sectional view of the power unit of the above locomotive.

Fig. 4 is a schematic view for explaining a configuration related to an engine provided to the above power unit.

Fig. 5 is a block diagram for explaining an electrical configuration related to the control of the above engine.

Fig. 6 is a block diagram for explaining a functional configuration of an ECU (Electronic Control Unit) that controls the above engine.

Fig. 7 is a flow chart for explaining the flow from the start of the above engine to the shift to the idle stop state.

Fig. 8 is a flowchart for explaining a specific example of the determination of the idle stop condition (step S5 of Fig. 7).

Fig. 9 is a flow chart for explaining an example of control for restarting the engine in the idle stop state.

Fig. 10 is a block diagram for explaining a configuration related to control of an engine in a locomotive according to another embodiment of the present invention.

Fig. 1 is a schematic side view for explaining the configuration of a straddle type vehicle in an embodiment of the present invention. In Fig. 1, a locomotive 1 of a speed type, which is an example of a straddle type vehicle, is shown. In the following description, for convenience of explanation, the direction of the rider 1 (left and right and left and right) of the locomotive 1 is indicated based on the viewpoint of the rider (driver) riding on the locomotive 1.

The locomotive 1 includes a vehicle body 2, a front wheel 3, and a rear wheel 4. The vehicle body 2 includes a vehicle body frame 5, a handle 6, a seat portion 7, and a power unit 8. The vehicle body frame 5 includes a pair of left and right side frames 10 disposed behind the lower tube 9 and a rear side tube 9 disposed behind the lower tube 9. The lower tube 9 extends obliquely upward toward the front, and a head pipe 11 is fixed to the upper end portion thereof. The steering tube 20 is rotatably supported by the head pipe 11. A pair of right and left front forks 12 are fixed to the lower end of the steering shaft 20. Further, a handle 6 is attached to an upper end portion of the steering shaft 20, and a front wheel 3 is rotatably attached to a lower end portion of the front fork 12. The side frame 10 is curved in a substantially S-shape and extends obliquely upward from the lower end of the lower tube 9 toward the rear. A seat portion 7 is supported on the side frame 10. A bracket 13 is fixed to the vicinity of the intermediate portion of the side frame 10. The power unit 8 is supported by the bracket 13 via the pivot 14 so as to be rockable in the up and down direction. The power unit 8 is a unit swing unit. Above the power unit 8, an air cleaner 23 is provided for cleaning the air of the intake engine. A damper unit 15 is disposed between the vicinity of the rear end portion of the side frame 10 and the rear end portion of the power unit 8. Further, the rear wheel 4 is rotatably supported at the rear end of the power unit 8.

The body frame 5 is covered by a resin body cover 16. The body cover 16 includes a footrest 17 disposed below the seat portion 7 to provide a footrest portion, a front cover 18 covering the head pipe 11, and a side cover 19 covering an area below the seat portion 7; A handle cover 21 that covers the handle 6. Below the seat portion 7, a battery 25 is housed in a space covered by the side cover 19, and is supported by the vehicle body frame 5. A headlight is provided in such a manner that the handle cover 21 is exposed to the front. 22, and supported by the handle 6. The main switch 40 for energizing the locomotive 1 with the electric power stored in the battery 25 is disposed, for example, on the rear surface of the front cover 18 (the surface opposite to the seat portion 7). The main switch 40 can also be a key switch that operates using a key held by the user.

FIG. 2 is a perspective view showing a configuration example of the handle 6, and shows a configuration in which the driver who is seated on the seat portion 7 has a plan view. The handle 6 includes a handlebar 30 extending to the left and right, and grips 31, 32 respectively provided at the left and right ends of the handlebar 30. The rim lever 38 is disposed in front of the left grip 31 so that the rear wheel brake is actuated, and the rim lever 39 is disposed in front of the right grip 32 to move the front wheel brake. The right grip 32 is rotatably mounted about a shaft of the handlebar 30 over a particular angular range for use with the accelerator handle of the accelerator operation. The handlebar 30 is covered by the handle cover 21. A speedometer 33 and an engine tachometer 34 are provided on the handle cover 21. An indicator 41 is disposed in the speedometer 33. The indicator 41 is illuminated when the engine is moved to the idle stop state by the idle stop control described below. In the vicinity of the accelerator grip 32, a start button 35 for starting the engine is disposed. Further, a winker switch 36, a headlight switch 37, and the like are disposed in the vicinity of the left grip 31.

Fig. 3 is a horizontal sectional view of the power unit 8, showing a section viewed from above, the upper side being the front side of the locomotive 1, and the lower side being the rear side of the locomotive 1. The power unit 8 includes a starter motor 43, a generator 44, an engine 45, a V-belt type stepless speed changer 46, and a centrifugal clutch 47.

The engine 45 includes a crankshaft 48 extending to the left and right, a crank axle box 49 accommodating the crankshaft 48, a cylinder 50 extending forward from the crank axle box 49, a cylinder head 51 fixed to the front end of the cylinder 50, and fixed to A head cover 52 at the front end of the cylinder head 51. The cylinder 53 is constituted by the cylinder 50 and the cylinder head 51. A piston 54 is slidably accommodated in the cylinder 50. The piston 54 and the crankshaft 48 are coupled by a link 55. The combustion chamber 56 is divided by the cylinder 50, the cylinder head 51, and the piston 54.

A generator 44 is disposed on the right side of the crankcase 49. The generator 44 includes a rotor 58 coupled to the right end of the crankshaft 48 and a stator coil 59 supported by the crankcase 49. By The crankshaft 48 is rotated to rotate the rotor 58 about the stator coil 59, and an electromotive force is generated in the stator coil 59. The battery 25 (refer to FIG. 1) is charged by the electromotive force generated in the stator coil 59.

The V-belt type stepless speed changer 46 includes a shifting case 60, a drive wheel 61, a driven wheel 62, and a V-belt 63 wound around the V-belt. The drive wheel 61 is attached to the left end of the crankshaft 48. The driven wheel 62 is rotatably mounted around the main shaft 65 with respect to the main shaft 65. More specifically, the driven wheel 62 includes a movable wheel piece 62a whose position changes in the axial direction of the main shaft 65, and a fixed wheel piece 62b whose position does not change in the axial direction. The wheel pieces 62a, 62b are all rotatable relative to the main shaft 65. The main shaft 65 is rotatably held by the shift case 60. The rotation of the main shaft 65 is transmitted to the rear wheel shaft 67 via the gear mechanism 66. The rear axle 67 is rotatably supported by the shift case 60. A rear wheel 4 is fixed to the rear axle 67.

The rotation of the driven wheel 62 is transmitted to the main shaft 65 via the centrifugal clutch 47. The centrifugal clutch 47 includes a primary side rotor 71 that is rotatably supported by a main shaft 65, and a secondary side rotor 72 that is a clutch plate that is coupled to the main shaft 65 and rotates together with the main shaft 65. The secondary side rotor 72 includes a cylindrical portion that surrounds the primary side rotor 71. The driven rotor 62 is coupled to the primary side rotor 71, and the primary side rotor 71 and the driven wheel 62 rotate together. The movable wheel piece 62a is slidably disposed in the axial direction of the main shaft 65, and a compression coil spring 70 is interposed between the movable wheel piece 62a and the primary side rotor 71. Further, a shoe 73 is included in the primary side rotor 71. The shoe 73 is configured to abut against the inner surface of the tubular portion of the secondary rotor 72 when the number of revolutions of the primary rotor 71 is increased to a specific speed. Therefore, when the number of revolutions of the driven wheel 62 increases, the shoe 73 abuts against the secondary rotor 72, whereby the rotation of the driven wheel 62 is transmitted to the main shaft 65 via the centrifugal clutch 47, thereby imparting the rear wheel 4 Driving force.

The drive wheel 61 includes a movable wheel piece 61a disposed on the crank case 49 and a fixed wheel piece 61b disposed on the side away from the crank case 49. The movable wheel piece 61a is coupled to the crank shaft 48 so as to be displaceable in the axial direction thereof and to rotate together with the crank shaft 48. Fixed wheel 61b It is fixed to the crankshaft 48 and rotates together with the crankshaft 48 in a state where it is not displaced in the axial direction. A holder plate 64 is fixed to the crank shaft 48 with respect to the movable wheel piece 61a on the crankcase 49 side. A roller 68 is disposed between the holding plate 64 and the movable sheave 61a. The roller 68 is located near the center of rotation when the rotational speed of the crankshaft 48 is low, and the movable wheel piece 61a is located in the crankcase 49 corresponding thereto. On the other hand, the higher the rotational speed of the crankshaft 48, the further the roller 68 is moved away from the center of rotation by the centrifugal force, thereby pushing the movable sheave 61a close to the fixed sheave 61b.

When the rotational speed of the crankshaft 48, that is, the engine rotational speed is low, and the interval between the movable sheave 61a and the fixed sheave 61b is wide, the V-belt 63 is located at a small diameter position close to the crankshaft 48. Correspondingly, the V-belt 63 is located in the driven wheel 62 at a large diameter position away from the main shaft 65. This state is shown in FIG. In this state, since the rotation speed of the driven wheel 62 is low, the centrifugal clutch 47 is kept in the blocked state. When the engine speed is increased, the roller 68 is displaced in a direction away from the crank shaft 48 by centrifugal force, whereby the movable wheel piece 61a is brought close to the fixed wheel piece 61b, and thus the V-belt 63 is moved to the large diameter position of the drive wheel 61. . Thereby, in the driven wheel 62, the V-belt 63 pushes the space between the movable sheave 62a and the fixed sheave 62b against the elastic force of the compression coil spring 70, and moves to the small diameter position. As a result, the number of revolutions of the driven wheel 62 is increased. Therefore, the centrifugal clutch 47 is moved to the connected state, and the driving force of the engine 45 is transmitted to the rear wheel 4. Therefore, the centrifugal clutch 47 is a rotational speed response clutch that is in a connected state in response to the engine speed. The minimum engine speed when the centrifugal clutch 47 is in the connected state is referred to as "transmission speed".

The starter motor 43 is fixed to the crankcase 49 and is actuated by electric power supplied from the battery 25. The rotational force of the starter motor 43 is transmitted to the crankshaft 48 by the gear mechanism 69 housed in the crankcase 49. Therefore, at the start of the engine 45, the starter motor 43 is actuated, whereby the crankshaft 48 is rotated.

FIG. 4 is a schematic diagram for explaining the configuration related to the engine 45. In the cylinder head 51, an intake port 81 and an exhaust port 82 that face the combustion chamber 56 are formed. Further, in the cylinder head 51, A spark plug 80 is disposed adjacent to the combustion chamber 56. An intake valve 83 is disposed in the intake port 81, and an exhaust valve 84 is disposed in the exhaust port 82. The intake valve 83 opens and closes the intake port 81, and the exhaust valve 84 opens and closes the exhaust port 82. The intake valve 83 and the exhaust valve 84 are driven by a valve device (not shown) that is interlocked with the crankshaft 48. The intake port 81 is connected to the intake port 85, and the exhaust port 82 is connected to the exhaust port 86.

The engine 45 is a fuel injection type engine in this embodiment. In other words, in the intake port 85, the injector 87 is disposed on the upstream side of the intake valve 83. The ejector 87 is disposed to inject fuel toward the intake port 81. In the ejector 87, fuel is supplied from the fuel tank 88 via the fuel hose 89. A fuel pump 90 is disposed in the fuel tank 88. The fuel pump 90 pumps the fuel in the fuel tank 88 to the fuel hose 89.

In the intake manifold 85, a throttle body 91 is disposed on the upstream side of the injector 87. The throttle body 91 holds a throttle valve 92, an intake air pressure sensor 93, an air intake temperature sensor 94, and a throttle opening degree sensor 95. The throttle valve 92 may be, for example, a butterfly valve including a plate-shaped valve body rotatably disposed in the intake port 85. In the present embodiment, the throttle valve 92 is mechanically coupled to the accelerator grip 32 via the wire 99. That is, when the accelerator grip 32 is operated, the throttle valve 92 is displaced (in the present embodiment, angular displacement) in accordance with the operation direction and the operation amount, and the throttle opening degree is changed. The position of the throttle valve 92 is detected by the throttle opening sensor 95. The throttle valve 92 is mechanically coupled to the accelerator grip 32. Therefore, in the present embodiment, the throttle opening degree sensor 95 detects the throttle opening degree and also detects the accelerator opening degree as the accelerator command value. The accelerator operates as a detection unit and functions. The accelerator opening degree refers to the operation amount of the accelerator grip 32. The suction air pressure sensor 93 detects the pressure of the inhaled air. The suction temperature sensor 94 detects the temperature of the inhaled air.

In the crankcase 49, a crank angle sensor 96 for detecting the rotation angle of the crankshaft 48 is mounted. Further, in the cylinder block 50, an engine temperature sensor 97 for detecting the temperature of the engine 45 is mounted.

FIG. 5 is a block diagram for explaining the electrical configuration associated with the control of the engine 45. Sensing The outputs of the devices 93 to 97 are input to an ECU (Electronic Control Unit) 100. In the ECU 100, other sensors such as the vehicle speed sensor 98 and the acceleration sensor 131 may be connected as needed. The vehicle speed sensor 98 is a sensor for detecting the speed of the locomotive 1 or a wheel speed sensor for detecting the rotational speed of the wheels 3 and 4. The acceleration sensor 131 is a sensor that detects the acceleration of the locomotive 1. Further connected to the ECU 100 is a ride detection unit 28 for detecting whether or not the driver is seated on the seat portion 7 (see FIG. 1), that is, whether the driver is riding. The ride detecting unit 28 can also be a load detecting unit for detecting the load (weight) applied to the seat portion 7, as schematically shown in FIG. One example of the load detecting means is a seating switch that is turned on when a load of a specific value or more is applied to the seat portion 7.

The ECU 100 drives the fuel pump 90 and the injector 87 based on the output signals of the sensors 93 to 97 and the like, thereby controlling the fuel injection amount and the fuel injection timing. An ignition coil 79 is further connected to the ECU 100. Ignition coil 79 stores the power of Mars plug 80 (see Figure 4) for generating a Mars discharge. The ECU 100 controls energization of the ignition coil 79 based on the output signals of the sensors 93 to 97 and the like, thereby controlling the ignition timing (discharge timing of the spark plug 80).

Further, the ECU 100 controls the energization of the starter motor 43, thereby controlling the start of the engine 45.

The battery 25 is connected to the power supply line 26 via the fuse 27. The electric power stored in the battery 25 is supplied to the starter motor 43, the ECU 100, the ignition coil 79, the ejector 87, the fuel pump 90, the indicator 41, and the like via the power supply line 26. Further, the battery 25 is supplied with electric power generated by the generator 44 and rectified and adjusted by the regulator 78, whereby the battery 25 is charged during the operation of the engine 45.

A main switch 40 is interposed in the power supply line 26. In the power supply line 26, a parallel circuit of the brake switches 135, 136 is connected to the opposite side of the main switch 40 and the battery 25. The brake switch 135 is a switch that is turned on when the rear rim lever 38 is operated, and is blocked when the rear rim lever 38 is not operated. Similarly, the brake switch 136 is a switch that is turned on when the front wheel brake lever 39 is operated, and is blocked when the front wheel brake lever 39 is not operated. Parallel electricity for the brake switches 135, 136 The start button 35 is connected in series to the road, the diode 137 is connected in series to the start button 35, and the coil of the relay 77 is connected to the diode 137. Further, the starter motor 43 is connected to the power supply line 26 via the relay 77. Therefore, when the start button 35 is turned on in the state in which the rear rim lever 38 or the front rim lever 39 is operated, the relay 77 is turned on, thereby supplying the electric power of the battery 25 to the starter motor 43.

In the power supply line 26, the ECU 100, the ignition coil 79, the injector 87, the fuel pump 90, the indicator 41, and the like are connected to the main switch 40 on the side opposite to the battery 25. That is, when the main switch 40 is turned on, power is supplied to the ECU 100, and the control operation by the ECU 100 is started.

The ECU 100 incorporates a voltage detecting unit 102 that detects a voltage (battery voltage) supplied from the power supply line 26. The ECU 100 further includes a drive control unit 101 for driving an actuator such as the ignition coil 79, the injector 87, the fuel pump 90, the relay 77, and the indicator 41. The drive control unit 101 includes a drive circuit for energizing the actuators.

A drive control unit 101 of the ECU 100 is connected between the diode 137 and the coil of the relay 77. Therefore, even when the start button 35 is turned off, the ECU 100 can drive the relay 77 to operate the starter motor 43.

The ECU 100 includes an operation state memory 105. The operating state memory 105 is used to store the history of the operating state of the locomotive 1. More specifically, it is used to memorize information on the time when the idle stop state is in the energization period for a fixed time back from now. The energization period refers to a period during which the main switch 40 is turned on to energize the electric system of the locomotive 1. The electrical system includes the ECU 100 and other power components. The operation state memory 105 includes a memory medium that can hold the memory contents even when the main switch 40 is blocked. Specifically, the operational state memory 105 may include an EEPROM (Electrically Erasable Programmable Read-Only Memory).

Fig. 6 is a block diagram for explaining the functional configuration of the ECU 100. ECU100 has built-in The computer realizes each function of the function processing unit described below by causing the computer to execute the program.

In other words, the ECU 100 includes, as a function processing unit, an idle stop control unit 111, an engine restart control unit 112, an engine control unit 113, an engine output control unit 114, and an engine stop control unit 115.

The engine output control unit 114 controls the output of the engine 45. Specifically, the engine output control unit 114 includes a fuel supply control unit 116 and an ignition control unit 117. The fuel supply control unit 116 controls the fuel injection amount and the fuel injection timing by controlling the fuel pump 90 and the injector 87. The ignition control unit 117 controls the spark discharge period (ignition period) of the spark plug 80 by controlling energization of the ignition coil 79. The output of the engine 45 can be controlled by controlling one or both of the fuel injection amount and the ignition timing. Further, when the fuel injection amount is set to zero and the fuel is cut off, the engine 45 can be stopped.

When the engine 45 is in the idle state and the specific idle stop condition is satisfied, the idle stop control unit 111 stops the engine 45 and moves to the idle stop state. The idle state refers to a state in which the throttle opening is fully closed and the engine speed is a value within an idle speed region (for example, 2500 rpm or less). The idle stop state is a state in which the operation of the engine 45 is automatically stopped by the control by the idle stop control unit 111. Specifically, the idle stop control unit 111 stops the supply of fuel to the engine 45 by giving a fuel cut command to the engine output control unit 114, thereby stopping the engine 45.

The engine restart control unit 112 restarts the engine 45 when the specific operation of the accelerator grip 32 is detected while the engine 45 is in the idle stop state. The so-called restart refers to starting the engine 45 in the idle stop state. Specifically, the engine restart control unit 112 turns on the relay 77 (see FIG. 5 ) by the control drive control unit 101 to activate the starter motor 43 and supplies the fuel supply control and the ignition control command to the engine output control unit 114. Thereby, the starter motor 43 is actuated, the fuel is injected from the injector 87, and the sparking of the ignition coil 79 is performed, thereby restarting the engine 45.

After the engine 45 is restarted, the engine control unit 113 allows the locomotive 1 to be started on the condition that the ride detection unit 28 detects the ride of the driver. In other words, if the launch control unit 113 does not detect the ride of the driver by the ride detection unit 28, the launch of the locomotive 1 is prohibited. The prohibition of the launch is specifically a state in which the driving force of the engine 45 is not transmitted to the rear wheel 4. Therefore, the so-called allowable engine finger is set to a state in which the driving force of the engine 45 is allowed to be transmitted to the rear wheel 4.

Specifically, the engine control unit 113 gives an instruction (output suppression command) to the engine output control unit 114 to suppress the output of the engine 45. The engine output control unit 114 that has received the output suppression command controls the output of the engine 45 such that the number of revolutions of the engine 45 does not reach a specific transmission speed. As described above, the transmission speed is a minimum engine speed required to transmit the rotation of the primary rotor 71 to the secondary rotor 72 in a state in which the centrifugal clutch 47 (see FIG. 3) is an example of the speed response clutch. . Therefore, if the engine rotational speed is kept below the transmission rotational speed, the centrifugal clutch 47 maintains the blocking state in which the primary side rotor 71 and the secondary side rotor 72 rotate independently, without transmitting the driving force of the engine 45 to the rear wheel 4 . The engine output control unit 114 suppresses the output of the engine 45 by performing one or both of the control of the fuel injection amount and the control of the ignition timing when the output suppression command is given, thereby regardless of the throttle opening degree. The engine speed is kept below the transfer speed.

After the engine restart control unit 112 restarts the engine 45 by the engine restart control unit 112, when the engine control unit 113 does not allow the engine 1 to be started, the engine 45 is caused to respond to the detection of the specific engine stop trigger operation. stop. An example of the engine stop triggering operation may also be the operation of the accelerator grip 32 for urging the throttle valve to be suddenly closed or opened. Such an operation can be detected by monitoring the output of the throttle opening sensor 95 which also serves as the accelerator operation detecting portion. In other words, when the speed of change of the throttle opening degree is equal to or greater than a specific value, it can be determined that the accelerator operation for rapidly closing the throttle valve or for opening the throttle valve is performed. Another example of an engine stop triggering operation may also be a specific amount of operation of the accelerator grip 32. For example, according to the output of the throttle opening degree sensor 95, the throttle opening degree is determined to be a specific value or more, thereby judging A certain amount of operation of the accelerator grip 32 is performed. When the engine stop triggering operation is detected, the engine stop control unit 115 gives the engine output control unit 114 a fuel cutoff command. In response to this, the engine output control unit 114 sets the fuel injection amount to zero, thereby cutting off the fuel supply to the engine 45, thereby stopping the operation of the engine 45.

Fig. 7 is a flow chart for explaining the flow from the start of the engine 45 to the shift to the idle stop state. When the main switch 40 is turned on, when the start button 35 is operated by the state of holding the rear rim lever 38 or the front rim lever 39 (step S1) (step S2), the relay 77 is turned on, and the battery 25 is turned on. The electric power is supplied to the starter motor 43. Thereby, the starter motor 43 is driven to input a crank pulse from the crank angle sensor 96 to the ECU 100. Based on the crank pulse, the ECU 100 obtains the rotation angle (crank angle) of the crankshaft 48, and performs fuel injection control and ignition control based on the obtained crank angle. Thereby, the engine 45 is started to be in an operating state (step S3).

In the period in which the starter motor 43 is energized to perform the operation operation, the ECU 100 determines whether or not the battery 25 is deteriorated, and writes the battery deterioration determination flag indicating the presence or absence of the battery deterioration to the internal memory (step S4). The ECU 100 determines whether or not the battery 25 is deteriorated based on, for example, the battery voltage detected by the voltage detecting unit 102. More specifically, the ECU 100 may perform a process of monitoring the battery voltage when the starter motor 43 is actuated, and setting a battery deterioration determination flag when the battery voltage falls below a specific threshold. Further, the ECU 100 may perform a process of setting the battery deterioration determination flag when the number of revolutions of the crankshaft 48 (the number of revolutions before the engine 43 is started) when the starter motor 43 is actuated is equal to or lower than a specific threshold value. In other words, when the battery 25 is deteriorated and sufficient electric power cannot be supplied, the number of revolutions of the crankshaft 48 that is rotated by the starter motor 43 is lowered, so that deterioration of the battery 25 can be determined by this phenomenon.

When the engine 45 is in the operating state, the ECU 100 determines whether or not the specific idle stop condition is satisfied (step S5). When the idle stop condition is satisfied, the ECU 100 moves the engine 45 to the idle stop state (step S6). That is, the fuel supply to the engine 45 is stopped, and the fuel injection is stopped. Shooting control and ignition control.

Fig. 8 is a flow chart for explaining a specific example of the determination of the idle stop condition (step S5 of Fig. 7). The ECU 100 determines whether or not the following conditions A1 to A7 are satisfied (steps S11 to S17).

Condition A1: The accelerator grip 32 is in the fully closed position. This condition confirms that the driver does not intend to transmit the driving force of the engine 45 to the condition as the rear wheel 4 of the drive wheel. In the present embodiment, the accelerator grip 32 is mechanically interlocked with the throttle valve 92 by the wire 99. Therefore, if the throttle opening degree sensor 95 detects the full closing of the throttle valve 92, the accelerator grip The handle 32 is in the fully closed position.

Condition A2: The vehicle speed is below a specific value (for example, 3 km/h). This condition is used to confirm the condition that the locomotive 1 is stopped. Specifically, the vehicle speed sensor 98 detects that the vehicle speed below a specific value becomes a condition.

Condition A3: The ride of the driver is detected. The ride of the driver is detected by the ride detection unit 28. When the ride detection unit 28 fails and its output is not supplied to the ECU 100, the ride of the driver cannot be detected. As described above, the restart of the engine 45 in the idle stop state is conditional on the detection of the ride of the driver. If the ride detection unit 28 is faulty and cannot detect the ride of the driver, the engine 45 cannot be restarted after moving to the idle stop state. According to condition A3, this undesirable situation can be avoided. That is, if the ride detection unit 28 fails, it does not move to the idle stop state, so that there is no problem of restart failure from the idle stop state.

Condition A4: The engine speed is below a specific value (for example, 2500 rpm). This condition is used to confirm that the engine speed is in the idle speed region. The ECU 100 calculates the engine speed based on, for example, the generation period of the crank pulse outputted from the crank angle sensor 96.

Condition A5: The engine temperature is a specific value (for example, 60 ° C) or more. This condition is a condition for confirming that the engine 45 is sufficiently heated, and that the engine 45 can be easily restarted even if the operation is stopped. The ECU 100 makes a determination regarding the engine temperature based on the output signal of the engine temperature sensor 97.

Condition A6: The battery is not deteriorated. The state in which the battery is deteriorated is a state in which the battery 25 cannot supply the starter motor 43 with electric power that can sufficiently start the engine 45. That is, the state in which the battery 25 is deteriorated includes not only the deterioration of the performance of the battery 25 due to the lapse of years, but also the case where the output voltage of the battery 25 is lowered due to the discharge of the battery 25. The processing in step S4 of Fig. 7 is a process of writing such a battery deterioration determination flag into the internal memory. Therefore, the determination of the condition A6 may be a determination as to whether or not the battery deterioration determination flag is established.

Condition A7: The ratio of the idle stop time to the energization time is equal to or less than a specific value (for example, 40%). The energization time refers to a time when the main switch 40 is turned on, and the electric power is input to the locomotive 1 to energize the electric system of the locomotive 1. The idle stop time refers to the accumulation of the time when the engine 45 is in the idle stop state. In the present embodiment, the idle stop time during the energization time of the most recent fixed time (for example, about 20 minutes) is measured, and based on this, the ratio of the idle stop time to the energization time (about 20 minutes) is calculated. More specifically, the ratio of the idle stop time to the energization time is calculated using the operation state history stored in the operating state memory 105. As described above, the operational state memory 105 includes an EEPROM or the like, and retains its contents even if the main switch 40 is blocked. Therefore, the most recent fixed-time operation state history is held in the operation state memory 105 regardless of the ON/OFF operation of the main switch 40. Therefore, when the main switch 40 is turned on, it is not necessary to wait for the above-described fixed time to elapse to obtain an accurate idle stop ratio, and therefore the idle stop control can be accurately performed based on the idle stop ratio.

When both of the conditions A1 to A7 are satisfied (YES in steps S11 to S17), the ECU 100 increments the internal timer (step S18), and determines whether the value of the timer reaches a specific value (for example, equivalent to 3 seconds). Value) (step S19). The timer measures the duration of the condition in which both conditions A1 to A7 are satisfied. When at least one of the conditions A1 to A7 is not satisfied (NO in any of steps S11 to S7), the ECU 100 resets the timer to zero (step S20). When the measurement time of the timer reaches a specific value (for example, a value equivalent to 3 seconds), the ECU 100 determines that the idle stop condition is satisfied, and causes the engine 45 to move to the idle stop state (step S6). That is, the so-called In the present embodiment, the speed stop condition means that the conditions A1 to A7 are satisfied for a certain period of time. In the idle stop state, the ECU 100 lights the indicator 41.

Fig. 9 is a flowchart for explaining an example of control for restarting the engine 45 in the idle stop state. The ECU 100 determines whether the operation amount of the accelerator grip 32, that is, the accelerator opening degree exceeds a specific value, by monitoring the output of the throttle opening degree sensor 95 (step S31). If the accelerator opening does not exceed a certain value, the idle stop state continues. When the accelerator opening exceeds a certain value, the ECU 100 restarts the engine 45 (step S32). That is, the ECU 100 turns on the relay 77 to operate the starter motor 43, and starts fuel injection control and ignition control. Thereby, the engine 45 is restarted.

In the period in which the starter motor 43 is energized to perform the operation operation, the ECU 100 determines whether or not the battery 25 is degraded, and writes a battery deterioration determination flag indicating the presence or absence of deterioration of the battery in the internal memory (step S33). The details of this action are the same as step S4 of FIG.

After restarting the engine 45, the ECU 100 refers to the output of the seat detecting unit 28, and determines whether or not the driver is riding, that is, whether or not the seat is seated on the seat portion 7 (step S34). When the driver rides (step S34: YES), the ECU 100 sets the activation permission state (step S35). That is, the engine speed is allowed to increase beyond the above-described transmission speed. Therefore, when the accelerator opening degree is increased by the operation of the accelerator grip 32, and accordingly the throttle opening degree becomes larger and the output of the engine 45 is increased, the engine rotation speed reaches the transmission rotation speed. Thereby, the centrifugal clutch 47 is brought into a connected state, and the driving force of the engine 45 is transmitted to the rear wheel 4.

On the other hand, when the ride of the driver is not detected by the ride detecting unit 28 (step S34: NO), the ECU 100 sets the launch prohibition state (step S36). In the start-up prohibition state, even if the driver increases the accelerator opening degree and accordingly the throttle opening degree becomes larger, the output of the engine 45 is restricted, so that the engine speed does not reach the transmission speed. In other words, the ECU 100 reduces the fuel injection amount according to the engine rotation speed or delays the ignition timing (delay control), and limits the output of the engine 45, so that even if the throttle opening degree is increased, the ECU 100 does not cause the ignition. The engine speed increases. Thereby, since the engine rotational speed does not reach the transmission rotational speed, the centrifugal clutch 47 is kept in the disengaged state, and the driving force of the engine 45 is not transmitted to the rear wheel 4. Therefore, the locomotive 1 is not inadvertently started when the driver is not riding.

When the prohibition state is activated, the driver performs a specific engine stop triggering operation (step S37), and the ECU 100 stops the engine 45 (step S38). For example, when the accelerator opening degree is equal to or higher than a specific value, the situation is detected by the throttle opening degree sensor 95. In response to this, the ECU 100 stops the supply of fuel to the engine 45, thereby stopping the engine 45. Therefore, when the driver is not seated on the seat 7, the engine 45 can be immediately stopped without interrupting the main switch 40 by opening the accelerator when the engine is restarted inadvertently.

As described above, according to the present embodiment, when the engine 45 is in the idling state, that is, when the engine is operating in the idling speed region, when the idling stop condition is satisfied, the engine 45 is automatically stopped and moved to the idling stop state. Thereby, useless fuel consumption at the time of a short stop such as waiting for a signal can be suppressed. On the other hand, during the idle stop state, when the driver operates the accelerator grip 32 by a certain amount or more, the engine 45 is restarted (refer to step S31 of FIG. 9). At this time, the engine 45 is not restarted on the condition that the driver rides. Therefore, when the locomotive 1 is being pushed, the engine 45 can be restarted by the operation of the accelerator grip 32 as needed. On the other hand, even if the driver's ride is not detected after the engine 45 is restarted, the locomotive 1 is not allowed to start (refer to steps S34 to S36 of Fig. 9). Therefore, even if the engine 45 is restarted, the locomotive 1 is not inadvertently started. Further, when the driver rides, the locomotive 1 is allowed to start. Therefore, after the engine 45 is automatically stopped due to the waiting signal or the like, the engine 45 can be restarted and the locomotive 1 can be smoothly started without any problem.

In this way, it is possible to avoid inadvertently causing the locomotive 1 to start when the driver is not riding, and also to allow the engine 45 of the idling stop state to be restarted when the locomotive 1 is pushed. Therefore, even during the implementation, the engine 45 can be restarted by operating the accelerator grip 32. Thereby, the pre-engine 45 can be started at the time of implementation, so that the locomotive 1 is issued immediately after the ride. The engine 45 may be activated to prevent the consumption of the battery 25.

In addition, when the accelerator grip 32 is rotated by the situation in which the locomotive 1 passes the impact such as the step or the like during the push, the engine 45 can be restarted. Thereby, the user can be made aware that the main switch 40 is not blocked, but is in an engine stop state by the idle stop control. Therefore, the user can take measures such as blocking the main switch 40 as needed, so that the unintentional consumption of the battery 25 can be avoided. For example, when the locomotive 1 is pushed into the parking lot, the locomotive 1 turns the accelerator grip 32 over the step or the like to restart the engine 45, thereby preventing the locomotive 1 from being parked in a state where the main switch 40 is turned on. In particular, in the state in which the headlights 22 are turned on during the day, it is difficult for the driver to notice the situation. In this case, if the state in which the main switch 40 is turned on is stopped, the engine 45 is stopped and the generator 44 is not actuated, but the headlights 22 are kept lit for a long time, and the battery 25 is significantly consumed. According to the configuration of the present embodiment which does not allow the automatic restart of the engine 45 on condition that the driver does not ride, it is possible to prevent the main switch 40 from being forgotten, so that the unintentional consumption of the battery 25 can be avoided.

The restart of the engine 45 during the implementation of the locomotive 1 is intentionally performed by the user as needed for safety and safety, or has the effect of allowing the user to recognize the automatic stop of the engine, and thus is not useless fuel consumption.

Further, according to the present embodiment, after the engine 45 is restarted, the engine can be stopped by the specific engine stop triggering operation (see steps S37 to S38 in Fig. 9). Thereby, when the user does not want to restart the engine 45, the engine 45 is simply stopped, so that the convenience can be improved. That is, even if the accelerator grip 32 is rotated to restart the engine 45 during the push, the user can immediately stop the engine 45 by merely operating the accelerator grip 32. Of course, even if the engine stop triggering operation is not performed during the implementation, if the idle stop condition is satisfied, the engine 45 will automatically move to the idle stop state (refer to FIG. 8).

Further, in the present embodiment, the idle stop condition includes the cumulative time of the idle stop state of the locomotive 1 with respect to the energization time of energization of the electric system (when the main switch 40 is turned on) The ratio (idle stop ratio) is below a specific threshold (step S17 of Fig. 8). That is, when the idle stop ratio becomes large, the transition to the idle stop state is prohibited. Thereby, it is possible to avoid excessive consumption of the battery 25 in the idle stop state, thereby ensuring the remaining amount of the battery that can cause the engine 45 to be surely restarted.

Fig. 10 is a block diagram for explaining a configuration related to control of an engine in a locomotive according to another embodiment of the present invention. In the present embodiment, a so-called electronic throttle device is applied. That is, the throttle valve 92 is driven by the throttle actuator 130 such as an electric motor. Further, the operation amount (accelerator opening degree) of the accelerator grip 32 is detected by the accelerator opening degree sensor 133. The output signal of the accelerator opening degree sensor 133 is input to the ECU 100. The ECU 100 drives the throttle actuator 130 based on the output signal of the accelerator opening degree sensor 133 to adjust the throttle opening degree. The engine output control unit 114 includes an intake amount adjustment unit 118 for controlling the throttle actuator 130 to adjust the intake air amount.

In this configuration, the throttle opening degree can be controlled not to depend on the accelerator opening degree. That is, for example, the throttle opening degree can be changed even if the accelerator opening degree is not changed. Therefore, for example, when the prohibition state is started (refer to step S36 of FIG. 9), even if the accelerator opening degree is detected to increase, the throttle opening degree is not increased, and the engine rotation speed is not increased. That is, even when the accelerator grip 32 is operated in the start prohibition state, the intake air amount adjusting unit 118 does not actuate the throttle actuator 130, thereby keeping the throttle opening degree fully closed (or keeping the engine speed unreached). Below the value of the speed). Thus, by adjusting the amount of intake air to the engine 45, the driving force of the engine 45 can be prevented from being transmitted to the rear wheel 4 (refer to FIG. 1).

Further, in the present embodiment, the engine restart control unit 112 performs engine restart control based on the output of the accelerator opening degree sensor 133 (step S31 in Fig. 9). Further, the engine stop control unit 115 determines not whether or not the specific engine stop trigger operation has been performed based on the output signal of the accelerator opening degree sensor 133 without the throttle opening degree sensor 95 (step S37 of FIG. 9).

Although the two embodiments of the present invention have been described above, the present invention can be further Implemented in other forms. For example, in the above embodiment, the centrifugal clutch 47 is connected to and disconnects the power transmission path between the engine 45 and the drive wheel (rear wheel 4), but the clutch that connects/disconnects the power transmission path is shown. It can also be in the form of a hydraulic clutch or an electromagnetic clutch. By controlling the hydraulic clutch, the electromagnetic clutch, and the like in accordance with the engine speed or the like, the ECU 100 can perform the same operation as in the case of using the centrifugal clutch 47.

Further, in the above embodiment, the locomotive 1 of the Skoda type is exemplified, but the present invention can also be applied to other types of locomotives such as a moped type and a sport type. Further, the present invention is not limited to a locomotive, and may be applied to other types of straddle-type vehicles such as an all-terrain vehicle (All-Terrain Vehicle) and a snowmobile.

The present application corresponds to Japanese Patent Application No. 2012-149768, filed on Jan. 3,,,,,,,,,,,,,,

The embodiments of the present invention have been described in detail, but these are only specific examples for illustrating the technical contents of the present invention, and the present invention should not be limited or construed by the specific examples. Limited by the scope of patents.

1‧‧‧ locomotive

28‧‧‧Riding detection unit

32‧‧‧Right grip (accelerator grip)

43‧‧‧Starter motor

45‧‧‧ engine

79‧‧‧Ignition coil

87‧‧‧Injector

90‧‧‧ fuel pump

93‧‧‧Intake pressure sensor

94‧‧‧Intake temperature sensor

95‧‧‧throttle opening sensor

96‧‧‧Crank angle sensor

97‧‧‧Engine temperature sensor

98‧‧‧Car speed sensor

99‧‧‧Metal wire

100‧‧‧ ECU

111‧‧‧Speed Stop Control Department

112‧‧‧ Engine Restart Control Department

113‧‧‧Starting the Control Department

114‧‧‧Engine Output Control

115‧‧‧Engine Stop Control Department

116‧‧‧Fuel Supply Control Department

117‧‧‧Ignition Control Department

131‧‧‧Accelerator Sensor

Claims (10)

A straddle-type vehicle includes: an engine; a ride detection unit that detects a ride of a driver; and an idle stop control unit that stops the engine when a predetermined idle stop condition is satisfied while the engine is in an idle state And moving to the idle stop state; the accelerator grip is operated by the driver to adjust the throttle opening of the engine; the accelerator operation detecting portion detects the operation of the accelerator grip; the engine restart control unit, And when the engine detects the specific operation of the accelerator grip during the idle stop state, the engine is restarted; and the engine control unit is configured by the ride detection unit after the engine is restarted. The condition of the rider is detected as a condition, and the vehicle is allowed to start. A straddle-type vehicle according to claim 1, further comprising: a rotational speed response clutch that transmits a driving force of the engine to a wheel in response to a rotation speed of the engine reaching a specific transmission rotational speed; and an engine output control unit Controlling the output of the engine; and the engine control unit does not detect the ride of the driver by the ride detection unit, so that the engine speed is not up to the transmission speed, and the engine output is The control unit limits the output of the engine. The straddle-type vehicle according to claim 2, wherein the engine output control unit includes a fuel supply amount adjusting device that adjusts a fuel supply amount to the engine based on a rotational speed of the engine. The straddle type vehicle of claim 2, wherein the engine output control unit includes a retarder The delay device delays the ignition timing of the engine according to the rotational speed of the engine. The straddle-type vehicle of claim 2, wherein the engine output control unit includes an air amount adjusting device that adjusts an amount of air sucked into the engine by an electronic throttle valve. The straddle-type vehicle according to claim 1, further comprising an engine stop control unit that does not allow the vehicle to be started in the engine control unit after the engine is restarted by the engine restart control unit The engine is stopped in response to detecting that a particular engine stops triggering the operation. The straddle-type vehicle according to claim 1, wherein the idling stop condition includes a ratio of an accumulated time of the idling stop state to a power-on time for energizing the electrical system of the straddle type vehicle is a specific threshold or less. A straddle-type vehicle according to claim 1, further comprising: a motor that is driven to start the engine; a battery that supplies electric power to the motor; and a deterioration detecting unit that detects deterioration of the battery; The engine restart control unit is configured to restart the engine by driving the motor, and the idle stop condition includes that the deterioration detection unit does not detect deterioration of the battery. The straddle-type vehicle according to claim 1, wherein the idle stop condition includes: the vehicle speed is equal to or less than a specific value, the accelerator operation detecting unit detects that the accelerator opening degree is fully closed, the engine speed is an idle speed region, and the ride detection is performed. The department detected the ride of the driver. A straddle-type vehicle according to any one of claims 1 to 9, wherein the engine is a fuel injection engine.