TW201428178A - Vehicle - Google Patents

Abstract

The motorcycle 1 of the present invention is the vehicle using an engine 45 as the power source. The motorcycle 1 comprises: a main switch 40 used to conduct power to the electrical system; a braking operation portion 39 receiving the braking operation of the braking to the motorcycle 1 and the releasing operation used to release the braking via the manual operations of the rider; a braking switch unit 62 used to detect the operation of the braking operation portion 39; and an engine control portion 70 starting up the engine 45 in the stopped state responding to the braking switch 62 which detects the change of the braking operation state when the electrical system is conducted by the main switch 40.

Description

vehicle

The present invention relates to a vehicle including a brake operating portion operated by a rider's hand and using an engine as a power source.

Patent Document 1 discloses an engine starting device that operates a brake lever to turn on a brake switch, and when the main switch is switched to the start position, the starter is rotated to start the engine.

[Previous Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent No. 4509427

[Patent Document 2] Japanese Patent Laid-Open No. Hei 11-257123

[Patent Document 3] Japanese Patent Laid-Open Publication No. 2005-264929

In the prior art of Patent Document 1, the driver who wants to start the engine must operate the brake lever while operating the main switch to the starting position. Thereafter, in order to start the vehicle, it is necessary to move the manual switch to the throttle grip and operate the throttle grip. Therefore, the steps before the departure of the vehicle are long and the vehicle cannot be started quickly.

In the prior art of Patent Document 2, the starter switch is provided on the handle cover, so that the driver can start the engine while holding the handle. Therefore, the operation before the start of the engine can be made faster than the configuration of Patent Document 1. However, it is necessary to have space around the handle. Configure the starter switch. Therefore, the configuration of other switches around the handle is restricted.

The present invention provides a vehicle that can be started up quickly without a dedicated operation portion, whereby the vehicle can be smoothly started.

An embodiment of the present invention provides a vehicle that uses an engine as a power source, and includes: a main switch for energizing an electrical system; and a brake operating portion that is operated by a rider's hand for receiving a brake operation for braking of a vehicle and a release operation for releasing the brake; a brake operation detecting mechanism that detects an operation of the brake operating portion; and an engine control mechanism that is configured to energize the electrical system when the main switch is turned on When the engine is in the stopped state, the engine is started in response to a state in which the brake operation is not detected by the brake operation detecting means to detect the state of the brake operation.

According to this configuration, when the main switch is turned on and the engine is stopped, if the rider brakes the brake operating portion, the engine is started. Therefore, it is not necessary to perform the brake operation while performing other operations, so that the steps for starting the engine are shortened, so that the engine can be started up quickly. Further, the engine can be started by the operation required for the normal operation, that is, the brake operation, so that the driver can start the engine in the posture of the operation. Therefore, after the engine is started, the vehicle can be started quickly. In this way, it is possible to provide a vehicle that can start the engine quickly and start smoothly. Moreover, the engine can be started without the need for a dedicated operating unit such as a starter switch.

The electric system is an equipment of a vehicle that is powered by a power source (battery) mounted on a vehicle.

According to an embodiment of the present invention, the engine control unit includes: an idle stop control unit that stops the engine (automatic stop) and becomes an idle stop state if the idle stop condition is satisfied while the engine is running; and Activating a control mechanism, wherein when the engine is in an idle stop state, detecting the upper limit in response to the brake operation detecting mechanism The brake operation is performed to restart the engine. The idling stop state is a state in which the engine is automatically stopped by the action of the idling stop control mechanism. The so-called restart system starts the engine in the idle stop state.

According to this configuration, it is possible to provide a vehicle in which energy saving is improved by idling stop. The engine restarting from the idle stop state can be performed by the brake operation. Thereby, the engine can be restarted quickly, so that the vehicle can start smoothly. If the engine start from the normal stop state and the engine restart from the idle stop state can be performed by the brake operation of the brake operating portion, it is easy to grasp the operation for starting the engine (including restart). The normal stop state is a stop state other than the idle stop state. Specifically, it corresponds to a state between when the main switch is turned on until the engine is started, and a state in which the engine is stopped by the engine being turned off.

Patent Document 2 discloses an engine stop start control device that restarts an engine if a throttle operation is detected during an idle stop. However, since the time from the accelerator operation to the completion of the engine start to the state in which the vehicle is started is long, there is a possibility that the vehicle cannot be smoothly started. For example, if the throttle is operated, in response to the operation, the starter motor rotates to cause the engine to start. Then, the engine speed rises, the centrifugal clutch becomes connected, and the driving force is transmitted to the wheels, so that the vehicle starts. Therefore, the delay from the throttle operation to the completion of a series of actions is long, resulting in a sense of delay at the start. Moreover, since the throttle is opened corresponding to the throttle operation, complicated engine restart control is required to prevent a sudden start caused by an increase in the engine speed. In addition, the state of the engine at the time of starting is unstable, and it is necessary to form a control content suitable for each type of vehicle (centrifugal clutch, etc.). Therefore, the control content when the engine is restarted is inevitably complicated, and it is extremely difficult to determine the operation of controlling the content.

Further, in the case where the vehicle is a vehicle that can be pushed away like a locomotive, during the pushing, there is a case where the throttle is inadvertently operated and the engine is restarted against the intention of the user. In the configuration described in Patent Document 2, it is solved by using a seating sensor that detects the seat of the driver. The above question. However, the configuration is complicated by the installation of the seating sensor, and the cost becomes high.

On the other hand, Patent Document 3 discloses an engine control device that restarts the engine in response to a brake release operation in an idle stop state. However, this configuration is also inconvenient for a vehicle in which the brake operating portion is operated by the rider's hand. Specifically, when the vehicle is stopped due to a signal waiting or the like and the vehicle is idling stopped in response to this, if the brake is released from the brake operating portion and the brake is released, the engine is restarted. Therefore, if the idle stop state is to be maintained, the hand cannot be released from the brake operating portion, and thus the freedom of the driver is restricted.

On the other hand, according to the embodiment of the present invention, the engine is restarted in response to the brake operation, so that the above problem can be solved. That is, the engine can be restarted by the brake operation, so that the driver can restart the engine in advance as needed before the throttle operation. As a result, the delay time from the accelerator operation to the departure of the vehicle is shortened, so that the departure can be smoothly performed. Moreover, the brake operation is not an opportunity for the engine to be restarted due to the throttle operation, and thus the complicated control based on the opening of the throttle valve is not required when the engine is restarted. Thereby, the control content when the engine is restarted can be simplified. Moreover, when applied to a vehicle that can be pushed away, the engine is not restarted due to the throttle operation, and there is no need for a special component such as a seat sensor for the control of the engine restart. Further, since the engine is not restarted by the brake operation by the brake releasing operation, the engine is not restarted even if the hand is released from the brake operating portion after the idling stop. Therefore, the driver can avoid the engine from being restarted, and can release the hand from the brake operating portion as needed, so that the degree of freedom of the driver can be improved without impairing the energy saving property. Moreover, since the engine is started in a state where the vehicle is braked, there is no case where the vehicle is inadvertently departed.

In one embodiment of the present invention, the idling stop condition includes the brake operation detecting means detecting the brake operation, and the restart control means detects the brake operation more than a predetermined determination time after the idling stop state of the engine When the mechanism continues to detect the above-described brake operation, the engine is restarted in response to the subsequent change in which the brake operation detecting means detects the state of the release operation.

According to this configuration, the case where the brake operation is detected is included in the idle stop condition. That is, the brake operation becomes a necessary condition for the idle stop. Therefore, the brake operation is performed when the engine is idling stopped. If the brake operation is continued after the idling stop exceeds the predetermined determination time, the driver's intention is assumed to be the departure of the vehicle when the brake operation is subsequently released. Therefore, when the brake operation is continued after the idling stop exceeds the preset determination time, the engine is restarted in response to the subsequent release operation. Thereby, the driver's intention can be estimated and the engine can be restarted appropriately. After the idling stop, even if the brake operation is released within the above determination time, the engine will not start again. Therefore, after the driver stops idling, the driver can release the hand from the brake operating portion (brake release) as needed. Thereby, it is possible to provide a vehicle that makes the brake operation necessary for the idle stop and does not impair the convenience of the driver.

Further, in the embodiment of the present invention, the restart control means is configured to detect the brake operation in response to the brake operation detecting means not being detected by the brake operation detecting means within the determination time after the engine is in the idle stop state. The brake operation detecting mechanism detects the state of the above-described brake operation to restart the engine.

According to this configuration, when the brake operation is continuously detected after the idling stop exceeds the determination time, the engine is restarted in response to the subsequent release operation, and if the brake operation is released within the determination time, the response is responsive thereto. The rear brake operation causes the engine to restart. That is, depending on whether or not the time from the idling stop until the brake is released exceeds the above-described determination time, the trigger for the engine restart is switched between the release operation and the brake operation. If the brake operation is continued after the idling stop exceeds the determination time, the driver's intention is assumed to be the departure of the vehicle when the release operation is performed next. This is the case, for example, when the vehicle is stopped on the slope or when the driver continues to perform the braking operation even if the vehicle is parked on the ground. On the other hand, if the idling stop starts at the judgment time If the brake is released, it can be assumed that the driver's intention is not the departure of the vehicle. For example, it is equivalent to a situation in which the vehicle is stopped on the ground and the release operation is performed. Therefore, the trigger for the engine restart is switched in accordance with the duration of the brake operation from the idling stop, whereby the driver's intention can be appropriately estimated and the engine restart control can be performed. Even if it is assumed that the release operation from the idling stop within the determination time is intended to prepare the vehicle for departure, the driver can quickly start the engine by performing the brake operation.

In this way, it is possible to provide a vehicle that can realize engine restart control that satisfies the driver's intention and that is improved in convenience.

An embodiment of the present invention further includes a vehicle speed detecting mechanism that detects a speed of the vehicle, wherein the restart control unit determines whether the vehicle is stopped based on an output signal of the vehicle speed detecting mechanism, and stops the vehicle as a restart of the engine. Necessary conditions.

According to this configuration, if the brake operation is detected when the vehicle is stopped, the engine is restarted. Therefore, in driving (for example, when the vehicle speed exceeds a preset value), the brake operation does not become a trigger for engine restart. Therefore, when the engine is restarted, since the vehicle is stopped, the control at the time of restarting the engine becomes easy.

Further, an embodiment of the present invention further includes a throttle opening degree detecting unit that detects a throttle opening degree of the engine, and the restart control unit detects the predetermined opening permission opening degree by the throttle opening degree detecting means ( For example, the case where the throttle is fully closed is a necessary condition for restarting the above engine.

According to this configuration, the throttle valve is below the restart permission opening degree (for example, fully closed), which is a necessary condition for restarting the engine, so that the throttle opening degree below the permission opening degree can be guaranteed to be restarted when the engine is restarted (for example, Fully closed). Therefore, the control for engine restart is easy.

In one embodiment of the present invention, the brake operating portion is provided on a handle for steering of a vehicle. According to this configuration, it is provided on a handle for steering of a vehicle. The engine can be started by the operation of the brake operating portion. Therefore, it is not necessary to provide a dedicated operation portion for starting the engine in the vicinity of the handle, so that the arrangement space of the switches in the vicinity of the handle can be made abundant.

An embodiment of the present invention further includes a throttle grip attached to the handle, the rider holding the left and right hands to perform an operation for adjusting an output of the engine, wherein the brake operating portion includes a brake lever , and hold it together with the above-mentioned throttle grip to operate. The throttle grip can be a right grip or a left grip.

According to this configuration, if the brake lever and the throttle grip are held together, the vehicle is braked, and if the grip is released, the brake can be released. The throttle grip can be constructed, for example, in such a manner that it can be rotated relative to the handle, and if the driver is swung toward the front side of the driver, the engine output is increased, and if the driver is swung toward the opposite side, the engine output is reduced. In this case, the engine output is minimized by holding the brake lever (specifically, the throttle is fully closed). Therefore, when the engine is started by holding the brake operation of the brake lever, the engine output can be minimized (the throttle is fully closed), so that the control at the time of starting the engine becomes simple.

A vehicle according to an embodiment of the present invention includes a straddle type vehicle in which a saddle seat of a rider straddles. According to this configuration, it is possible to provide a straddle type vehicle in which the engine can be quickly started by the brake operation to realize smooth start.

1‧‧‧ locomotive

2‧‧‧ Vehicle body

3‧‧‧ Front wheel

4‧‧‧ Rear wheel

5‧‧‧ frame

6‧‧‧handle

7‧‧‧ seats

8‧‧‧Power unit

9‧‧‧Under the tube

10‧‧‧ side frame

11‧‧‧ head tube

12‧‧‧ Front fork

13‧‧‧ bracket

14‧‧‧ pivot

15‧‧‧buffer unit

16‧‧‧Car body cover

17‧‧‧ pedals

18‧‧‧ front cover

19‧‧‧ side cover

20‧‧‧Steering shaft

21‧‧‧handle cover

22‧‧‧ headlights

23‧‧‧Air Purifier

25‧‧‧Battery

26‧‧‧Power supply line

27‧‧‧Fuse

28‧‧‧Power supply line

29‧‧‧Relay

30‧‧‧Hands

31‧‧‧Left grip

32‧‧‧Right grip (throttle grip)

33‧‧‧Speedometer

34‧‧‧Engine tachometer

35‧‧‧ idling stop cancel button

36‧‧‧Flash signal switch

37‧‧‧ headlight switch

38‧‧‧ Left brake lever (for rear wheels)

39‧‧‧Right brake lever (for front wheels)

40‧‧‧Main switch

41, 42‧‧‧ indicator

43‧‧‧Starter motor

44‧‧‧Generator

45‧‧‧ engine

46‧‧‧Stepless speed changer

47‧‧‧ centrifugal clutch

48‧‧‧ crankshaft

49‧‧‧ crankcase

50‧‧‧Cylinder block

51‧‧‧Cylinder head

53‧‧‧ cylinder

54‧‧‧Piston

55‧‧‧ Connecting rod

56‧‧‧ combustion chamber

57‧‧‧ Drive Department

58‧‧‧Relay drive department

59‧‧‧Motor drive department

60‧‧‧Microcomputer

61‧‧‧Brake switch unit (for rear wheels)

61A‧‧‧Brake switch

62‧‧‧Brake switch unit (for front wheels)

62A, 62B‧‧‧ brake switch

63‧‧‧ brake light

68‧‧‧ Rear wheel brake unit

69‧‧‧Front wheel brake unit

70‧‧‧Engine Control Department

71‧‧‧ idling stop control department

72‧‧‧ Engine Restart Control Department

73‧‧‧Fault Detection Department

78‧‧‧Regulator

79‧‧‧Ignition coil

80‧‧‧Mars plug

81‧‧‧air inlet

82‧‧‧Exhaust port

83‧‧‧Intake valve

84‧‧‧Exhaust valve

85‧‧‧Intake 埠

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‧‧‧Inlet temperature sensor

95‧‧‧ Throttle opening sensor

96‧‧‧Crank angle sensor

97‧‧‧Engine temperature sensor

98‧‧‧Car speed sensor

99‧‧‧Metal wire

100‧‧‧Control unit

P1, P2‧‧‧埠

S1~S7, S11~S19, S21~S29, S31~S46‧‧‧ steps

Fig. 1 is a schematic side view showing the configuration of a straddle type vehicle according to an embodiment of the present invention.

2 is a perspective view showing a configuration example of a handle of the straddle type vehicle, and is a view showing a configuration in which a driver sits on a seat of the straddle type vehicle.

Fig. 3 is a schematic view for explaining a configuration associated with an engine of the above-described straddle type vehicle.

Figure 4 is a block diagram showing the electrical construction of the main part associated with the control of the above engine.

Figure 5 is a block diagram for explaining the functional configuration of a microcomputer for controlling the above engine Figure.

Fig. 6 is a flow chart for explaining the flow from the start of the engine to the transition to the idling state, and shows the processing contents when the operating state of the engine is "normally stopped".

Fig. 7 is a flow chart for explaining the control contents of the microcomputer when the state of the engine is "idle".

Fig. 8 is a flow chart showing the control operation performed by the microcomputer when the state of the engine is idling stop.

Fig. 9 is a state transition diagram for explaining the transition of the operating state of the engine.

FIG. 10 is a view for explaining a configuration of a straddle-type vehicle (locomotive) according to a second embodiment of the present invention, and is a flowchart showing a control operation of an engine during idling.

Fig. 11 is a flow chart showing the engine control operation during the idle stop of the second embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a schematic side view showing the configuration of a straddle type vehicle according to an embodiment of the present invention. In Fig. 1, a locomotive 1 of a speed skating type, which is an example of a straddle type vehicle, is illustrated. In the following description, for the sake of convenience, the directions of the front, rear, left, and right of the locomotive 1 are indicated based on the viewpoint of the occupant (driver, rider) 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 frame 5, a handle 6, a saddle seat 7, and a power unit 8. The frame 5 includes a pair of left and right side frames 10 disposed on the front lower tube 9 and a rear side of 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. A steering shaft 20 is rotatably supported on 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. Also, at the lower end of the front fork 12, it is installed to brake the front wheel 3 Front wheel brake unit 69. The side frame 10 is bent in an S-shape and extends obliquely upward from the lower end of the lower tube 9 toward the rear. A seat 7 is supported on the side frame 10. The seat 7 is constructed such that the rider straddles the seat. A bracket 13 is fixed to an intermediate portion of the side frame 10. The power unit 8 is rotatably supported by the bracket 13 via the pivot 14 in the up and down direction. The power unit 8 is a unit swing unit. An air cleaner 23 for purifying the air sucked into the engine is disposed above the power unit 8. A buffer unit 15 is disposed between the 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. At the rear end of the power unit 8, a wheel brake unit 68 is then installed to brake the rear wheel 4.

The frame 5 is covered by a resin body cover 16. The vehicle body cover 16 includes: a footrest 17 provided below the seat 7 to provide a footrest; a front cover 18 covering the head pipe 11; a side cover 19 covering a lower area of the seat 7; and a handle covering the handle 6 Cover 21. A battery 25 is housed in a space covered by the side cover 19 below the seat 7, and is supported by the frame 5. The headlights 22 are provided so as to be exposed from the handle cover 21 toward the front, and are supported by the handle 6. The main switch 40 for energizing the electric power stored in the battery 25 to the electric system of the locomotive 1 is disposed, for example, on the rear surface of the front cover 18 (the surface opposite to the seat 7). The main switch 40 can also be a key switch that the user operates using the held keys. The electric system is an equipment that is operated by the supply of electric power from the battery 25 among the equipment of the locomotive 1 .

Although the detailed illustration is omitted, the power unit 8 includes, for example, a starter motor, a generator, an engine, a stepless speed changer, and a centrifugal clutch. The starter motor is actuated by the power from the battery 25 to rotate the crankshaft of the engine when the engine is started. The generator is coupled to the crankshaft of the engine to generate electric power by the rotational force of the crankshaft. The battery 25 is charged with its power. The starter motor and generator can also be integrated. Moreover, a rotating electrical machine can also have the functions of both a starter motor and a generator. The stepless speed changer is a mechanism that changes the speed of the engine and the speed of the rear wheel 4 as a drive wheel in a stepless manner according to the rotational speed of the engine. Centrifugal clutch is between connected and disconnected depending on engine speed The clutch mechanism that performs the switching. Specifically, when the engine speed is less than the connection speed, the centrifugal clutch is in an off state in which the driving force transmission path between the engine and the rear wheel 4 is disconnected. Further, when the engine speed reaches the connection speed, the driving force of the engine is transmitted to the connection state of the rear wheel 4.

Fig. 2 is a perspective view showing a configuration example of the handle 6, which shows a configuration in which a driver who is seated on the seat 7 has a plan view. The handle 6 includes: a handle 30 extending to the left and right; and grips 31, 32 respectively disposed at the left and right ends of the handle 30.

A left brake lever 38 for operating the rear wheel brake unit 68 (refer to FIG. 1) is disposed in front of the left grip 31, and is disposed in front of the right grip 32 to activate the front wheel brake unit 69 (refer to FIG. 1). Right brake lever 39. The left brake lever 38 is a brake operating portion that the driver holds with the left hand 31 and holds it with the left hand 31, and holds the operation system to cause the rear wheel brake unit 68 to actuate the brake operation, and the unlocking operation system releases the rear wheel. The brake release operation of the brake unit 68. Similarly, the right brake lever 39 is a brake operating portion that the driver holds with the right grip 32 by the right hand, and the brake operation portion is operated by the front brake unit 69, and the operation of releasing the grip is released. The brake release operation of the front wheel brake unit 69.

The right grip 32 is rotatably mounted around the shaft of the handle 30 within a predetermined range of angles for the throttle grip of the throttle operation. The throttle grip 32 is configured such that when the driver approaches the front side of the driver (the side of the seat 7 and the output increases direction), the engine output (specifically, the throttle opening degree) increases, and if The opposite side (output reduction direction) is rotated to reduce the engine output (specifically, the throttle opening). Therefore, if the braking operation of holding the right brake lever 39 is performed, the throttle grip 32 naturally rotates toward the opposite side of the seat 7 (output reduction direction), and the engine output is minimized (specifically, the throttle is fully closed). ).

The handle 30 is covered by the handle cover 21. A speedometer 33 and an engine tachometer 34 are provided on the handle cover 21. Indicators 41 and 42 are disposed on the speedometer 33. The indicator 41 is turned on when the engine 45 is automatically stopped by the idle stop control described below and is shifted to the idle stop state. Further, the indicator 42 is attached to the brake switch unit for detecting the operation of the right brake lever 39. 62 (refer to Figure 4) A warning light that lights up when a fault occurs. In the vicinity of the throttle grip 32, an idle stop cancel button 35 for switching between the following idle/stop functions of the idle stop function is disposed. Further, a flash signal switch 36, a headlight switch 37, and the like are disposed in the vicinity of the left grip 31.

FIG. 3 is a schematic diagram for explaining the configuration associated with the engine included in the power unit 8. The engine 45 includes a crank shaft 48, a crank case 49 that houses the crank shaft 48, a cylinder block 50 that extends from the crank case 49, and a cylinder head 51 that is fixed to the front end of the cylinder block 50. The cylinder 53 is constituted by the cylinder block 50 and the cylinder head 51. A piston 54 is slidably accommodated in the cylinder block 50. The piston 54 and the crankshaft 48 are coupled by a link 55. The combustion chamber 56 is zoned by the cylinder block 50, the cylinder head 51, and the piston 54.

A starter motor 43 and a generator 44 are coupled to the crankshaft 48. Further, the rotation of the crankshaft 48 is transmitted to the rear wheel 4 via the stepless speed changer 46 and the centrifugal clutch 47.

An intake port 81 and an exhaust port 82 that face the combustion chamber 56 are formed in the cylinder head 51. Further, a spark plug 80 is disposed on the cylinder head 51 facing the combustion chamber 56. An ignition coil 79 is connected to the spark plug 80. The spark plug 80 is caused to generate a spark discharge in the combustion chamber 56 by supplying energy stored in the ignition coil 79 to the spark plug 80. 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. That is, in the intake port 85, the injector 87 is disposed on the upstream side of the intake valve 83. The injector 87 is disposed to inject fuel toward the intake port 81. The injector 87 supplies fuel 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 port 85, a throttle body 91 is disposed on the upstream side of the injector 87. Festival The valve body 91 holds a throttle valve 92, an intake pressure sensor 93, an intake air temperature sensor 94, and a throttle opening degree sensor 95. The throttle valve 92 may be, for example, a butterfly valve including a plate-like valve body that is rotatably disposed in the intake port 85. In the present embodiment, the throttle valve 92 is mechanically coupled to the throttle grip 32 via the wire 99. In other words, when the throttle 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 opening degree sensor 95 is a throttle opening degree detecting mechanism that detects a throttle opening degree. Further, since the throttle valve 92 and the throttle grip 32 are mechanically coupled, in the present embodiment, the throttle opening degree sensor 95 also functions as a throttle operation detecting mechanism that detects the accelerator opening degree as the accelerator command value. . The throttle opening is the amount of operation of the throttle grip 32. The intake air pressure sensor 93 detects the pressure of the inhaled air. The intake air temperature sensor 94 detects the temperature of the inhaled air.

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

4 is a block diagram showing the electrical construction of the main portion associated with the control of the engine 45. The outputs of the sensors 93 to 97 are input to a control unit (ECU: Electronically Controlled Unit) 100. A vehicle speed sensor 98 is further connected to the control unit 100. The vehicle speed sensor 98 is a sensor for detecting the speed of the locomotive 1, and may also be a wheel speed sensor for detecting the rotational speed of the wheels 3, 4.

The control unit 100 drives the fuel pump 90 and the injector 87 based on the output signals of the sensors 93 to 98 and the like, thereby controlling the fuel injection amount and the fuel injection timing. An ignition coil 79 is further connected to the control unit 100. The ignition coil 79 stores electric power for causing the spark plug 80 to generate a spark discharge. The control unit 100 controls energization of the ignition coil 79 based on the output signals of the sensors 93 to 98 and the like, thereby controlling the ignition timing (discharge timing of the spark plug 80). Further, the control unit 100 controls the energization of the starter motor 43, thereby controlling the activation of the engine 45.

The control unit 100 includes a microcomputer 60, a motor drive unit 59, a relay drive unit 58, and other actuator-type drive units 57. The motor drive unit 59 supplies electric power to the starter motor 43. The relay drive unit 58 opens and closes the relay 29 that controls the supply of electric power from the power supply line 28 to the motor drive unit 59. The drive unit 57 includes an ejector 87, a fuel pump 90, an ignition coil 79, and a drive circuit that supplies electric power to actuators such as the indicators 41 and 42. The microcomputer 60 controls the motor drive unit 59, the relay drive unit 58, the drive unit 57, and the like based on the output signals of the sensors 93 to 98 and the like.

The battery 25 is connected to the power supply line 26 via the fuse 27 and the main switch 40. Further, the battery 25 is connected to the relay 29 via the power supply line 28 that bypasses the fuse 27 and the main switch 40. The electric power stored in the battery 25 is supplied to the starter motor 43, the control unit 100, the ignition coil 79, the ejector 87, the fuel pump 90, the indicators 41, 42, and the like via the power supply lines 26, 28. Therefore, these are all examples of electrical components. The electrical components also include headlights 22, taillights, directional lights, and the like. Further, electric power generated by the generator 44 and rectified and adjusted by the regulator 78 is supplied to the battery 25, whereby the battery 25 is charged during the operation of the engine 45.

A parallel circuit of the rear wheel brake switch unit 61 and the front wheel brake switch unit 62 is connected to the power supply line 26 on the opposite side of the battery 25 with respect to the main switch 40. A brake lamp 63 is connected in series with respect to the parallel circuits of the brake switch units 61 and 62. Therefore, when either of the brake switch units 61 and 62 is turned on, the brake lamp 63 is energized to light.

The rear wheel brake switch unit 61 includes a brake switch 61A that is turned on when the left brake lever 38 is operated, and is turned off when the left brake lever 38 is not operated. On the other hand, the front wheel brake switch unit 62 includes two brake switches 62A, 62B which are turned on when the right brake lever 39 is operated, and are turned off when the right brake lever 39 is not operated. The diodes 64A and 64B are connected in series to the two brake switches 62A and 62B, respectively. Further, a series circuit of the brake switch 62A and the diode 64A, and a series circuit of the brake switch 62B and the diode 64B are connected in parallel between the power supply line 26 and the brake lamp 63.

The brake lever 39 disposed corresponding to the throttle grip 32 is an example of a brake operating portion. Further, the brake switch unit 62 that detects the operation of the brake lever 39 is an example of a brake operation detecting mechanism. The throttle grip can be either the right grip 32 or the left grip 31. In the case where the left grip 31 is a throttle grip, the left brake lever 38 is an example of a brake operating portion, and the brake switch unit 61 for detecting the operation is an example of a brake operation detecting mechanism.

The potential of the line between the brake switch 62A and the diode 64A is input to the 埠 P1 of the microcomputer 60 as a front wheel brake operation signal. Similarly, the potential of the line between the brake switch 62B and the diode 64B is input to the 埠 P2 of the microcomputer 60 as a front wheel brake operation signal. The front wheel brake operation signal is turned on with respect to the brake operation of holding the right brake lever 39, and is turned off with respect to the release operation of releasing the right brake lever 39. That is, the front wheel brake operation signal indicates a signal for the brake operation and the release operation with respect to the right brake lever 39.

The microcomputer 60 detects the failure of the brake switches 62A, 62B in addition to the engine 45 in accordance with the front wheel brake operation signal. For example, the microcomputer 60 compares the two front wheel brake signals, and determines that the brake switches 62A, 62B are normal if the two front wheel brake signals match, and determines one of the brake switches 62A, 62B if the two front wheel brake signals do not match. A failure has occurred. The microcomputer 60 lights the indicator 42 when a malfunction occurs. The diodes 64A, 64B prevent the front wheel brake operation signal from being transferred from one of the brake switches 62A, 62B toward the other.

On the power supply line 26, the control unit 100 is connected to the opposite side of the battery 25 with respect to the main switch 40. That is, when the main switch 40 is turned on, power is supplied to the control unit 100, and the control operation of the control unit 100 is started.

FIG. 5 is a block diagram for explaining the functional configuration of the microcomputer 60. The microcomputer 60 includes a CPU (central processing unit) and a memory. Each function of the function processing unit described below is realized by causing the CPU to execute a program stored in the memory.

In other words, the microcomputer 60 is included as a function control unit as an engine control unit. The engine control unit 70 and the failure detecting unit 73 as a failure detecting unit. The engine control unit 70 includes an idle stop control unit 71 as an idle stop control unit and an engine restart control unit 72 as a restart control unit.

When the main switch 40 is turned on to energize the electric system of the locomotive 1, the engine control unit 70 activates the engine 45 in response to detecting the braking operation of the right brake lever 39 when the engine 45 is in the stopped state. More specifically, the engine control unit 70 detects the braking operation with respect to the right brake lever 39 by inputting the previous wheel brake operation signals to the 埠P1, P2. Further, the engine control unit 70 determines whether or not the engine 45 is stopped (stopped state) based on the output signal of the crank angle sensor 96. When the engine 45 detects the brake operation while the engine 45 is stopped, the engine control unit 70 controls the relay drive unit 58 to turn on the relay 29 in response to the operation, and further controls the motor drive unit 59 to supply electric power to the starter motor 43. Thereby, the crank is started to rotate. Further, the engine control unit 70 controls the fuel pump 90 and the injector 87 by controlling the drive unit 57, and starts fuel injection control for controlling the fuel injection amount and the fuel injection timing. Further, the engine control unit 70 controls the drive unit 57 to start the ignition control for controlling the energization of the ignition coil 79 and controlling the spark discharge of the spark plug 80. In this manner, the engine 45 is started by cranking of the engine 45, starting fuel injection control, and ignition control.

When the idle stop control unit 71 satisfies the preset idle stop condition while the engine 45 is in the idle state, the engine 45 is automatically stopped and shifts to the idle stop state. The idling state refers to an operating state in which the throttle opening is fully closed and the engine speed is a value within the idling speed region (for example, 2500 rpm or less). The idling stop state is a state in which the operation of the engine 45 is automatically stopped by the control of the idling stop control unit 71. Specifically, the idling stop control unit 71 stops the fuel injection control and the ignition control, thereby stopping the engine 45.

The engine restart control unit 72 restarts the engine 45 when the brake operation of the right brake lever 39 is detected while the engine 45 is in the idle stop state. The so-called restart means that the engine 45 in the idle stop state is started. Specifically, the engine restart control unit 72 controls The relay drive unit 58 turns on the relay 29, and controls the motor drive unit 59 to operate the starter motor 43, and controls the drive unit 57 to start fuel injection control and ignition control. Thereby, the starter motor 43 is actuated to perform cranking, fuel is injected from the injector 87, and the spark of the spark plug 80 is caused to discharge, and the engine 45 is restarted.

The failure detecting unit 73 determines whether or not the brake switch unit 62 is in failure based on the previous wheel brake operation signals input to the ports P1 and P2. For example, when the failure detecting unit 73 inputs the previous wheel brake operation signals to the 埠P1 and P2, it is determined that there is no failure, and if the same does not match, it is determined that the failure has occurred.

The microcomputer 60 maintains information related to the operational state of the engine 45 and performs control of contents corresponding to its operational state. Specifically, the microcomputer 60 classifies the operation state of the engine 45 as "normal stop" (normal stop state), "idle stop" (during operation), and "idle stop" (idle stop state), and according to the The program is executed in such a manner that the control engine 45 is started and stopped. In the normal stop, the autonomous switch 40 is turned on until the engine 45 is started. In the state in which the idling engine 45 is in operation, not only the state in which the engine 45 is operated at the idling speed but also the state in which the idling speed is exceeded is also in the "idle" state. The idling stop refers to a state in which the operation of the engine 45 is automatically stopped by the control of the microcomputer 60 (idle stop state).

Fig. 6 is a flow chart for explaining the flow from the start of the engine 45 to the idling state, and shows the processing contents in the case where the operating state of the engine 45 is "normally stopped". When the main switch 40 is turned on, the microcomputer 60 (in particular, the engine control unit 70) refers to the output signals of the crank angle sensor 96, the vehicle speed sensor 98, and the throttle opening sensor 95. Then, the microcomputer 60 confirms that the engine 45 is stopped (step S1), the vehicle speed is zero (step S2), and the throttle is fully closed (step S3). If these are all positive determinations, the microcomputer 60 determines whether or not the right brake lever 39 has been braked (step S4). Specifically, referring to the previous wheel brake operation signals input to 埠P1, P2, if it is detected that the brake switch 62A or 62B is changed from off to on, the microcomputer 60 determines that the right brake lever 39 has been braked. The judgment is If it is negative, it returns to step S1. Furthermore, the determination of steps S1 to S4 can be performed in any order, and two or more determinations can be performed simultaneously. Further, the determination of steps S1 to S3 is not necessarily required, and the activation of the engine 45 may be started only on the condition of the affirmative determination of step S4.

When it is determined in step S4 that the brake operation of the right brake lever 39 has been performed, the microcomputer 60 controls the relay drive unit 58 to turn on the relay 29, and further controls the motor drive unit 59 to activate the starter motor 43. Thereby, the crankshaft 48 is rotated by the starter motor 43 to perform cranking (step S5). Further, the microcomputer 60 controls the drive unit 57 to start the fuel injection control by actuating the injector 87 and the fuel pump 90, and starts the ignition control by energizing the ignition coil 79 (step S6). Thereby, the engine 45 is started, and the operation state is shifted from "normal stop" to "idle" (step S7). Specifically, the microcomputer 60 writes the operation status information indicating "idling" to the built-in memory.

Fig. 7 is a flow chart for explaining the control contents of the microcomputer 60 when the state of the engine 45 is "idle". The microcomputer 60 determines whether or not the idle stop condition is satisfied. Therefore, the microcomputer 60 determines whether or not all of the following automatic stop conditions A1 to A3 are satisfied (steps S11 to S13). The determination of the automatic stop conditions A1 to A3 (steps S11 to S13) can be performed in any order, and two or more determinations can be performed simultaneously. Further, one or two of the automatic stop conditions A1 to A3 may be omitted.

Automatic stop condition A1: The engine temperature is a predetermined value (for example, 60 ° C) or more. This condition is a condition for confirming that the engine 45 is sufficiently warm and can be easily restarted even if the operation is stopped. The microcomputer 60 makes a determination as to the engine temperature based on the output signal of the engine temperature sensor 97.

Automatic stop condition A2: The vehicle speed is a predetermined value (for example, 3km/h) or less. 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 equal to or lower than a predetermined value becomes a condition.

Automatic stop condition A3: The throttle grip 32 is in the fully closed position. This condition confirms that the driver does not have the condition that the driving force of the engine 45 is transmitted to the driving wheel, that is, the rear wheel 4. This implementation In the embodiment, the throttle grip 32 is mechanically interlocked with the throttle valve 92 by the wire 99. Therefore, the throttle opening sensor 95 detects that the throttle valve 92 is fully closed, and the throttle grip 32 is in the fully closed position. .

When the microcomputer 60 satisfies all of the automatic stop conditions A1 to A3 (YES in steps S11 to S13), the internal timer is incremented (step S14), and it is determined whether the value of the timer reaches a preset value (for example, The value is 3 seconds) (step S15). The timer measures the duration of the state in which all of the automatic stop conditions A1 to A3 are satisfied. When the microcomputer 60 does not satisfy at least one of the automatic stop conditions A1 to A3 (NO in any of steps S11 to S13), the timer is reset to zero (step S18). When the measurement time of the timer reaches a predetermined value (for example, a value equivalent to 3 seconds), the microcomputer 60 determines that the idling stop condition is established, and causes the engine 45 to shift to the idling stop state (step S16). That is, the microcomputer 60 controls the drive unit 57 to stop the fuel injection control and the ignition control, and automatically stops the engine 45. Then, the microcomputer 60 shifts the operation state of the engine 45 from "idle" to "idle stop" (step S17). Specifically, the microcomputer 60 writes the operation state information indicating "idle stop" to the built-in memory.

In the present embodiment, the idling stop condition continues for a predetermined time in a state in which all of the automatic stop conditions A1 to A3 are satisfied. In the idle stop state, the microcomputer 60 lights the indicator 41. Thereby, the driver is notified of the idling stop.

FIG. 8 is a flow chart showing the control operation performed by the microcomputer 60 when the state of the engine 45 is idling. The microcomputer 60 determines whether the vehicle speed is equal to or lower than a preset value (for example, 3 km/h) with reference to the output signal of the vehicle speed sensor 98 (step S21), and judges whether or not the throttle valve is referred to the output signal of the throttle opening degree sensor 95. It is fully closed (step S22). When any of the determinations is negative, the operation from step S21 is repeated. If any of the determinations in steps S21 and S22 is affirmative, the microcomputer 60 further determines whether or not the braking operation of the right brake lever 39 has been performed (step S23). That is, the microcomputer 60 refers to the previous brake operation input to the 埠P1, P2. A signal is made to determine whether the brake switch 62A or 62B is turned from on to off, and if it is changed from on to off, it is judged that the brake operation of the right brake lever 39 has been performed. If the determination is affirmative, the microcomputer 60 executes control for restarting the engine 45. That is, the microcomputer 60 controls the relay drive unit 58 to close the relay 29, and controls the motor drive unit 59 to drive the starter motor 43. Thereby, the crank that rotates the crank shaft 48 of the engine 45 is rotated (step S24). Further, the microcomputer 60 controls the drive unit 57 to start fuel injection control and ignition control (step S25). Thereby, the engine 45 is restarted. When the engine 45 is restarted, the microcomputer 60 shifts the status information indicating the state of the engine 45 from "idle stop" to "idle" (step S26). Specifically, the microcomputer 60 writes the operation status information indicating "idling" to the built-in memory. Therefore, the subsequent actions are in accordance with the flow chart of FIG.

On the other hand, when the determination in the step S23 is negative, the microcomputer 60 further determines whether or not the brake switch unit 62 is in failure based on the previous wheel brake operation signals input to the 埠P1, P2 (step S27). That is, it is determined whether or not any of the brake switches 62A, 62B has a failure. If the failure is not detected, the processing from step S21 is repeated. When a failure is detected, the microcomputer 60 controls the drive unit 57 to turn on the indicator 42 and display a warning (step S28). Then, the microcomputer 60 shifts the state of the engine 45 from "idle stop" to "normal stop" (step S29). Specifically, the microcomputer 60 writes the operation state information indicating "normal stop" to the built-in memory. Therefore, the subsequent actions are in accordance with the flow chart of FIG.

Furthermore, the determination in step S21, the determination in step S22, and the determination in steps S23 and S27 may be performed in any order, and two or more determinations may be simultaneously performed.

Fig. 9 is a state transition diagram for explaining the transition of the operating state of the engine 45. When the main switch 40 is turned on, the microcomputer 60 sets "normal stop" as the initial state of the engine 45. Thereby, the control outlined using FIG. 6 is performed. In the normal stop, if the braking operation of the right brake lever 39 is performed, the engine 45 is started. Thereby, the state of the engine 45 is shifted from the normal stop to the idling, and the control outlined using FIG. 7 is executed. In the idling, if the idle stop bar is satisfied Then, the operation of the engine 45 is stopped, and the state of the engine 45 is transferred from the idling to the idle stop. Therefore, the control outlined using FIG. 8 is performed. If the restart condition is satisfied during the idling stop (steps S21 to S22 of FIG. 8), and the brake operation of the right brake lever 39 is detected (step S23 of FIG. 8), the engine 45 is restarted, and the state of the engine 45 is shifted to idle. in.

If the failure of the brake switch unit 62 is detected during the idle stop, the state is shifted to the normal stop.

In the normal stop, in either of the idle state and the idle stop, the main switch 40 can be operated to turn off the power.

As described above, according to the present embodiment, when the main switch 40 is turned on and the engine 45 is stopped, if the driver performs the braking operation of the right brake lever 39, the engine 45 is started. Therefore, it is not necessary to perform the brake operation while performing other operations, and the step for starting the engine 45 is short, so that the engine 45 can be started up quickly. Further, the engine 45 can be started by a necessary operation, that is, a brake operation during normal operation, so that the driver can assume the posture at the time of driving when the engine 45 is started. That is, the engine 45 can be started by holding the left and right grips 31, 32 of the handle 6 with both hands. Therefore, after the start of the engine 45, the locomotive 1 can be quickly started. In this way, a locomotive 1 that allows the engine 45 to start up quickly and start smoothly can be provided. Moreover, the engine 45 can be started without the need for a dedicated operating portion such as a starter switch. Therefore, in the vicinity of the handle 6, there is no need to configure the starter switch, so that the configuration space of the switch type around the handle 6 can be sufficient. Thereby, the arrangement of the switches is easy, and a switch for other functions can be added as needed.

Further, in the present embodiment, when the idling stop condition is satisfied during the operation of the engine 45, the engine 45 is stopped and the idling stop state is reached. Therefore, it is possible to provide a locomotive 1 with improved energy efficiency. On the other hand, when the engine 45 is in the idle stop state, if the brake operation of the right brake lever 39 is detected, the engine 45 is restarted in response to the operation. That is, the restart of the engine 45 after the idling stop state can be performed by the brake operation. Thereby, the engine 45 can be restarted quickly, so that the locomotive 1 can be smoothly started. Also, with the right brake lever 39 The brake operation can be performed by either the engine start after the normal stop state and the engine restart after the idle stop state. Therefore, it is easy to grasp the operation for starting the engine 45 (including restarting). Further, the engine 45 can be started in a state where the locomotive 1 is braked, so that the locomotive 1 can be prevented from starting inadvertently. Furthermore, either the normal stop state or the idle stop state is the stop state of the engine 45.

Further, before the throttle operation is performed, the driver can restart the engine 45 as needed. For example, when the engine 45 is idling stopped due to signal waiting, the engine 45 can be started before the signal is changed to prepare for departure. In this case, since the delay time from the accelerator operation to the departure of the locomotive 1 is short, the departure can be smoothly performed. Moreover, the brake operation is not a throttle operation and the engine 45 is restarted. Therefore, it is not necessary to perform complicated control on the assumption that the throttle is opened when the engine 45 is restarted. Thereby, the control content when the engine 45 is restarted can be made simple. Moreover, when the locomotive 1 is pushed away, the engine 45 is not inadvertently restarted due to the accelerator operation, and there is no need for a special component such as a seating sensor for controlling the engine 45 to be restarted. Further, since the engine 45 is not restarted by the brake operation by the brake releasing operation, the engine 45 is not restarted even if the hand is released from the brake levers 38 and 39 after the idling stop. Therefore, the driver can avoid the engine 45 from inadvertently restarting, and can release the hand from the brake levers 38, 39 as needed, thereby improving the driver's freedom without impairing energy saving.

Further, in the present embodiment, the engine 1 is stopped and the engine 45 is restarted. Therefore, in the driving of the locomotive 1 (for example, the state in which the vehicle speed exceeds a preset value), the braking operation does not become a trigger for the engine to restart. Therefore, when the engine 45 is restarted, since the locomotive 1 is stopped, the control at the time of restarting the engine 45 becomes easy.

Further, in the present embodiment, the restarting condition for restarting the engine 45 includes the throttle opening degree sensor 95 detecting the throttle full closing (an example of the restart permission opening degree). Therefore, the full throttle closing is ensured when the engine 45 is restarted. Thereby, the control for restarting the engine 45 becomes easier. In addition, it can also replace the full throttle detection, but will The throttle opening degree sensor 95 detects one of the restart conditions below the re-start permission opening degree which is larger than the throttle full-closed. The restart permission opening degree may be set to a value that is less affected by the restart control of the engine 45 (preferably, a value that does not substantially affect).

The right brake lever 39 that provides the start and restart of the engine 45 is disposed on the handle 6 for steering of the locomotive 1, so that it is not necessary to provide a dedicated operation portion for starting the engine 45 in the vicinity of the handle 6. Thereby, the arrangement space of the switches in the vicinity of the handle 6 can be made rich.

Further, the right brake lever 39, which provides a trigger for starting and restarting the engine 45, is a brake lever that is held together with the throttle grip 32 to operate. That is, after the right brake lever 39 is held together with the throttle grip 32, the front wheel of the locomotive 1 is braked, and the brake can be released after the grip strength is released. By holding the right brake lever 39, the throttle grip 32 is naturally rotated toward the fully closed side (the side opposite to the seat 7), and the engine output is minimized (specifically, the throttle is fully closed). Therefore, when the brake operation of the brake lever 39 is performed and the engine 45 is started, the engine output can be minimized (the throttle is fully closed), so that the control at the start of the engine 45 is simplified.

10 and 11 are views for explaining the configuration of the locomotive according to the second embodiment of the present invention. Fig. 10 shows the control operation of the engine during idling, and Fig. 11 shows the control operation of the engine during idling stop. In the second embodiment, the operation in the idling and the idling stop is different from that in the first embodiment. That is, the control operation shown in FIG. 10 is executed instead of the operation described with reference to FIG. 7, and the control operation shown in FIG. 11 is executed instead of the operation described with reference to FIG. Therefore, in the following description, reference is made to FIGS. 1 to 6 and 9 to 11.

Regarding the operation in the idling, the idling stop condition is different from that of the first embodiment, and the other is the same as the first embodiment. More specifically, as shown in FIG. 10, in addition to the above-described automatic stop conditions A1 to A3, the next automatic stop condition A4 is added (step S19). The determination of steps S11, S12, S13, and S19 can be performed in any order, and two or more judgments can be performed simultaneously. Further, one, two or three of the automatic stop conditions A1 to A4 may be omitted.

Automatic stop condition A4: Brake the right brake lever 39 (the brake lever on the throttle grip side) operating. That is, the front wheel brake operation signals input to the microcomputers 60 P1 and P2 indicate the conditions of the brake operation state of the right brake lever 39, that is, the ON states of the brake switches 62A and 62B. Therefore, as shown by the two-dot chain line in Fig. 5, the idling stop control portion 71 monitors the front wheel brake operation signals input to 埠P1, P2.

As described above, in the present embodiment, the state in which all of the automatic stop conditions A1 to A4 are satisfied continues for a predetermined time to become an idle stop condition for automatically stopping the operation of the engine 45.

On the other hand, if the state of the engine 45 is "idle stop", the operation along the flowchart of Fig. 11 is executed. That is, the microcomputer 60 determines whether or not the braking operation of the right brake lever 39 is performed (step S31). When the brake operation of the right brake lever 39 is performed, the microcomputer 60 determines whether or not the elapsed time since the transition to the idling stop state, that is, the automatic stop of the engine 45 is a predetermined determination time (for example, 3 seconds) or more (step S32). If it is before the determination time elapses, the microcomputer 60 determines whether or not the brake switch unit 62 is in failure based on the previous wheel brake operation signals input to 埠P1, P2 (step S33), and if there is no failure, repeats the operation from step S31. When one of the brake switches 62A, 62B is malfunctioning, the microcomputer 60 controls the drive unit 57 to turn on the indicator 42 and display a warning (step S45). Further, the microcomputer 60 rewrites the operation state information of the engine 45 to "normal stop", and shifts from the "idle stop" state to "normal stop" (step S46). Therefore, the subsequent actions are in accordance with the flow chart of FIG.

When the braking operation of the right brake lever 39 continues for the above-described determination time or longer (step S32: YES), the microcomputer 60 refers to the output signal of the vehicle speed sensor 98 to determine whether the vehicle speed is equal to or less than a preset value (for example, 3 km/h) (step S34), and determining whether the throttle is fully closed with reference to the output signal of the throttle opening sensor 95 (step S35). When one of the judgments is negative, the operation from step S34 is repeated. If the determination in steps S34 and S35 is affirmative, the microcomputer 60 further determines whether or not the release operation of the right brake lever 39 has been performed (step S36). That is, the microcomputer 60 refers to the brake operation signal input to the 埠P1, P2, and judges Whether the brake switch 62A or 62B is disconnected, and if it has been disconnected, it is determined that the release operation of the right brake lever 39 has been performed. If the determination is affirmative, the microcomputer 60 executes control for restarting the engine 45. That is, the microcomputer 60 controls the relay drive unit 58 to close the relay 29, and controls the motor drive unit 59 to drive the starter motor 43. Thereby, the crank that rotates the crank shaft 48 of the engine 45 is rotated (step S37). Further, the microcomputer 60 controls the drive unit 57 to start fuel injection control and ignition control (step S38). Thereby, the engine 45 will restart. When the engine 45 is restarted, the microcomputer 60 shifts the status information indicating the state of the engine 45 from "idle stop" to "idle" (step S39).

On the other hand, when the determination in the step S36 is negative, the microcomputer 60 further determines whether or not the brake switch unit 62 is in failure based on the previous wheel brake operation signals input to the 埠P1, P2 (step S40). That is, it is determined whether or not one of the brake switches 62A, 62B has a failure. If the failure is not detected, the processing from step S34 is repeated. When a failure is detected, the microcomputer 60 controls the drive unit 57 to turn on the indicator 42 and display a warning (step S45). Further, the microcomputer 60 rewrites the operation state information of the engine 45 to "normal stop", and shifts from the "idle stop" state to "normal stop" (step S46). Therefore, the subsequent actions are in accordance with the flow chart of FIG.

Furthermore, the determination in step S34, the determination in step S35, and the determination in steps S36 and S40 may be performed in any order, and two or more determinations may be simultaneously performed.

If the braking operation of the right brake lever 39 is released before the elapsed time from the transition to the idling stop state reaches the above-described determination time, the determination in step S31 is negative. In this case, the microcomputer 60 refers to the output signal of the vehicle speed sensor 98 to determine whether the vehicle speed is equal to or lower than a predetermined value (for example, 3 km/h) (step S41), and refers to the output signal of the throttle opening sensor 95. It is judged whether or not the throttle is fully closed (step S42). When one of the determinations is negative, the operation from step S41 is repeated. If the determinations in steps S41 and S42 are affirmative, the microcomputer 60 further determines whether or not the braking operation of the right brake lever 39 has been performed (step S43). That is, the microcomputer 60 refers to the brake operation signal before input to 埠P1, P2, and determines the brake. Whether or not the vehicle switch 62A or 62B is changed from off to on, and if it is changed from off to on, it is judged that the braking operation of the right brake lever 39 has been performed. If the determination is affirmative, the microcomputer 60 executes control for restarting the engine 45. That is, the microcomputer 60 controls the relay drive unit 58 to close the relay 29, and controls the motor drive unit 59 to drive the starter motor 43. Thereby, the crank that rotates the crank shaft 48 of the engine 45 is rotated (step S37). Further, the microcomputer 60 controls the drive unit 57 to start fuel injection control and ignition control (step S38). Thereby, the engine 45 is restarted. When the engine 45 is restarted, the microcomputer 60 shifts the status information indicating the state of the engine 45 from "idle stop" to "idle" (step S39).

On the other hand, when the determination in the step S43 is negative, the microcomputer 60 further determines whether or not the brake switch unit 62 is malfunctioning based on the previous wheel brake operation signals input to the 埠P1, P2 (step S44). That is, it is determined whether or not one of the brake switches 62A, 62B has a failure. If the failure is not detected, the processing from step S21 is repeated. When a failure is detected, the microcomputer 60 controls the drive unit 57 to turn on the indicator 42 and display a warning (step S45). Further, the microcomputer 60 rewrites the operation state information of the engine 45 to "normal stop", and shifts from the "idle stop" state to "normal stop" (step S46). Therefore, the subsequent actions are in accordance with the flow chart of FIG.

Furthermore, the determination in step S41, the determination in step S42, and the determination in steps S43 and S44 may be performed in any order, and two or more determinations may be simultaneously performed.

As described above, according to the second embodiment, the brake operation for detecting the right brake lever 39 is included in the idle stop condition. That is, the braking operation of the right brake lever 39 becomes a necessary condition for the idle stop. Therefore, when the engine 45 is idling stopped, the braking operation of the right brake lever 39 is performed. If the brake operation continues to exceed the determination time after the idling stop, the driver's intention is assumed to be the departure of the locomotive 1 when the brake operation is subsequently released. Therefore, when the brake operation of the right brake lever 39 continues to exceed the determination time after the idling stop, if the brake operation is subsequently released, the engine 45 is restarted. Thereby, the driver's intention can be estimated, and the engine 45 can be restarted appropriately. After the idling stop, even if the system is released within the above judgment time The engine 45 will not start again after the operation. Therefore, the driver can release the hand from the right brake lever 39 as needed after the idling stop. Thereby, it is possible to provide a locomotive that makes the brake operation a necessary condition for the idling stop without impairing the convenience of the driver.

On the other hand, if the braking operation of the right brake lever 39 is released within the above-described determination time from the idling stop, the engine is restarted in response to the braking operation performed thereafter. That is, the trigger for the engine restart is switched between the release operation of the right brake lever 39 and the brake operation based on whether or not the time until the brake of the right brake lever 39 is released from the idling stop exceeds the above determination time.

When the braking operation of the right brake lever 39 continues to exceed the determination time from the idling stop, when the right brake lever 39 is released, the driver's intention is assumed to be the departure of the locomotive 1. This is the case, for example, when the locomotive 1 is stopped on a slope, or when the driver stops on the ground, but the driver continues the braking operation of the right brake lever 39 for the sake of confidence. On the other hand, if the braking of the right brake lever 39 is released within the determination time from the idling stop, it is estimated that the intention of the driver is not the departure of the locomotive 1. For example, it corresponds to a situation in which the locomotive 1 is stopped on the ground and the release operation is performed.

In this manner, the trigger for restarting the engine 45 is switched in accordance with the duration of the brake operation from the idling stop, whereby the driver's intention can be appropriately estimated and the restart control of the engine 45 can be performed. Even if it is assumed that the release operation of the right brake lever 39 from the idling stop is intended to cause the locomotive 1 to be ready for departure, the driver can quickly start the engine 45 by continuing the braking operation. Since the start of the engine 45 in the normal stop is the braking operation of the right brake lever 39, the driver does not feel overwhelmed during the operation.

In this way, it is possible to provide the locomotive 1 that can realize the engine restart control and the convenience of improving the driver's intention.

Although the two embodiments of the present invention have been described above, the present invention may be embodied in other forms. For example, in the above embodiment, it is cited as a straddle type vehicle. An example of the locomotive 1 is an example, but the present invention can also be applied to a locomotive of other forms such as a light type or a sport type. Further, the present invention is not limited to a locomotive, and the present invention can also be applied to other forms of straddle-type vehicles such as an All-Terrain Vehicle and a snowmobile. Further, the present invention is not limited to a straddle type vehicle, and the present invention can also be applied to a vehicle having a manually operated brake operating portion.

Further, in the above-described first embodiment, the brake of the front wheel brake is not included in the automatic stop condition. However, as in the second embodiment, the brake of the front wheel brake may be included in the automatic stop condition. In addition, the automatic stop condition may also include the braking of the brakes of the front or rear wheels.

Further, in the first and second embodiments described above, the vehicle having the idling stop function has been described. However, the present invention is also applicable to a vehicle that does not have the idling stop function. That is, for such a vehicle, the engine can be started after the normal stop state by the brake operation.

The present application corresponds to Japanese Patent Application No. 2013-4762, filed on Jan.

The embodiments of the present invention have been described in detail, but these are merely specific examples used to clarify the technical content of the present invention, and the present invention is not limited to the specific examples, and the scope of the present invention is It is only limited by the scope of the patent application attached.

1‧‧‧ locomotive

25‧‧‧Battery

27‧‧‧Fuse

29‧‧‧Relay

32‧‧‧Right grip (throttle grip)

39‧‧‧Right brake lever (for front wheels)

40‧‧‧Main switch

41, 42‧‧‧ indicator

43‧‧‧Starter motor

45‧‧‧ engine

57‧‧‧ Drive Department

58‧‧‧Relay drive department

59‧‧‧Motor drive department

60‧‧‧Microcomputer

62‧‧‧Brake switch unit (for front wheels)

62A, 62B‧‧‧ brake switch

70‧‧‧Engine Control Department

71‧‧‧ idling stop control department

72‧‧‧ Engine Restart Control Department

73‧‧‧Fault Detection Department

79‧‧‧Ignition coil

80‧‧‧Mars plug

87‧‧‧Injector

90‧‧‧ fuel pump

93‧‧‧Intake pressure sensor

94‧‧‧Inlet temperature sensor

95‧‧‧ Throttle opening sensor

96‧‧‧Crank angle sensor

97‧‧‧Engine temperature sensor

98‧‧‧Car speed sensor

99‧‧‧Metal wire

100‧‧‧Control unit

P1, P2‧‧‧埠

Claims (9)

A vehicle that uses an engine as a power source and includes: a main switch for energizing an electrical system; and a brake operating portion that is operated by a rider's hand to receive a brake operation for braking of the vehicle And a brake release detecting operation for detecting an operation of the brake operating portion; and an engine control mechanism that is in a stopped state when the main switch is turned on to energize the electrical system At the time, the engine is started in response to the state in which the brake operation is not detected by the brake operation detecting means to detect the state of the brake operation. The vehicle of claim 1, wherein the engine control mechanism includes: an idle stop control mechanism that stops the engine to be in an idle stop state if the idle stop condition is satisfied while the engine is running; and restarts the control mechanism, When the engine is in the idle stop state, the engine is restarted in response to the brake operation detecting mechanism detecting the brake operation. The vehicle of claim 2, wherein the idle stop condition includes the brake operation detecting means detecting the brake operation, and the restart control means is configured to exceed a predetermined determination time even after the engine is in an idle stop state When the operation detecting means continues to detect the above-described brake operation, the engine is restarted in response to the subsequent change in which the brake operation detecting means detects the state of the release operation. The vehicle of claim 3, wherein the restart control mechanism detects the brake operation after the brake operation detecting means does not detect the brake operation within the determination time after the engine is in the idle stop state, and then changes to the brake operation in response to the change Check The measuring mechanism detects the state of the above braking operation to restart the engine. The vehicle of claim 2, further comprising a vehicle speed detecting mechanism that detects a speed of the vehicle, and wherein the restart control mechanism determines whether the vehicle is stopped based on an output signal of the vehicle speed detecting mechanism, and stops the vehicle as The necessary conditions for the engine to restart. The vehicle of claim 2, further comprising a throttle opening detecting mechanism that detects a throttle opening of the engine, and the restart control mechanism detects that the throttle opening detecting mechanism detects a predetermined restart permission The following is a necessary condition for restarting the above engine. The vehicle of claim 1, wherein the brake operating portion is provided to a handle for steering of the vehicle. The vehicle of any one of claims 1 to 7, further comprising a throttle grip mounted to the handle, the rider holding the left and right hands to perform an operation for adjusting the output of the engine, And the brake operating portion includes a brake lever that is held together with the throttle grip. A vehicle according to claim 1, which is a straddle type vehicle including a saddle seat of a rider.