JP6408399B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device that controls start of an internal combustion engine in which an ACG starter, a starting centrifugal clutch, and a one-way clutch are provided on a crankshaft.

  Patent Document 1 discloses a technique that employs a so-called swingback control in which an internal combustion engine is started by reversing the crankshaft by an ACG starter at the time of starting the internal combustion engine and then rotating the crankshaft forward. Yes.

  In addition, in the patent document 2, the present applicant has proposed a vehicle in which an ACG starter, a starting centrifugal clutch, and a centrifugal one-way clutch are provided on a crankshaft of an internal combustion engine. In Patent Document 2, when the primary drive gear is rotating in a direction opposite to the rotation direction of the crankshaft during normal operation during engine braking, the primary drive gear is connected to the crankshaft via a one-way clutch. It is disclosed to transmit torque directly.

Republished WO2002 / 027182 Japanese Patent Application No. 2014-186511

  By using the above-described one-way clutch, even when the internal combustion engine is started by swingback control in the in-gear state, a sufficient running distance can be secured and the startability of the internal combustion engine can be improved without reversing the vehicle. it can.

  However, for example, if some abnormality occurs in the one-way clutch and the reverse rotation of the crankshaft by swingback control cannot be permitted, the internal combustion engine is started in a state where a sufficient running distance cannot be secured. This affects the startability of the internal combustion engine. In such a state, when the internal combustion engine automatically stops during the idle stop mode, it is difficult to quickly perform the next automatic start. Therefore, it is necessary to take measures against such an abnormality.

  Therefore, an object of the present invention is to provide a control device for an internal combustion engine capable of avoiding a start failure of the internal combustion engine due to an abnormality in the internal combustion engine, the ACG starter, and the one-way clutch.

  In the control device (10) of the internal combustion engine (14) according to the present invention, in the first to ninth features described later, the starting centrifugal clutch (52) is started from the crankshaft (52) of the internal combustion engine (14) of the vehicle (12). 68), torque is transmitted to the primary driven gear (82b) provided on the main shaft (84) of the transmission (56), and provided on the crankshaft (52) when the internal combustion engine (14) is started. It is assumed that the internal combustion engine (14) is started by rotating the crankshaft (52) forward by rotating the crankshaft (52) by a predetermined angle by the ACG starter (92). To do.

  Among these, the first to eighth features are as follows: during normal rotation of the crankshaft (52) during operation of the internal combustion engine (14) and reverse rotation of the crankshaft (52) during start-up. The transmission of torque from the crankshaft (52) to the primary driven gear (82b) is cut off by the one-way clutch (74) provided on the crankshaft (52), while the primary driven gear (82b) When the crankshaft (52) is rotated by the above, it is assumed that torque is transmitted from the primary driven gear (82b) to the crankshaft (52) via the one-way clutch (74). In this case, the control device (10) controls the rotation of the ACG starter (92) and the start of the internal combustion engine (14).

  On the assumption of the above configuration, the control device (10) of the internal combustion engine (14) according to the present invention has the following first to eighth features.

  1st characteristic; The rotation and rotation direction of the said crankshaft (52) are detected by the rotation detection apparatus (94) provided in the said vehicle (12). The said control apparatus (10) has an abnormality determination part (114) and an idle stop control part (110). The abnormality determination unit (114) determines abnormality of the internal combustion engine (14), the ACG starter (92), and the one-way clutch (74) based on the detection result of the rotation detection device (94). The idle stop control unit (110), when the reverse rotation of the crankshaft (52) is not detected, and then the abnormality determination unit (114) determines that the normal rotation of the crankshaft (52) is detected, The idle stop mode of the internal combustion engine (14) is canceled, and the internal combustion engine (14) is not automatically stopped.

  2nd characteristic; When the said abnormality determination part (114) determines that both reverse rotation and forward rotation of the said crankshaft (52) are not detected, the said idle stop control part (110) is the said internal combustion engine (14). Do not start.

  Third feature: After the reverse rotation of the crankshaft (52) is detected, when the abnormality determination unit (114) determines that the forward rotation of the crankshaft (52) is not detected, the idle stop control unit ( 110) permits the restart of the internal combustion engine (14) while maintaining the idle stop mode.

  Fourth feature: A neutral position or an in-gear state of the transmission (56) is detected by a shift position detection device (115) provided in the vehicle (12), and the abnormality determination unit (114) Only when the position detection device (115) detects the in-gear state, the abnormality of the crankshaft (52) is determined.

  Fifth Feature: The rotation detection device (94) is a pulse signal detection sensor provided in the ACG starter (92), which outputs the detected rotation and rotation direction to the control device (10) as a pulse signal. is there. The abnormality determination unit (114) determines that the crankshaft (52) cannot rotate when the non-detection time of the pulse signal exceeds a predetermined time.

  Sixth feature: The abnormality determination unit (114) determines abnormality of the one-way clutch (74), and the idle stop control unit (110) cancels the idle stop mode to automatically operate the internal combustion engine (14). When the stop is prohibited, the idle stop control unit (110) indicates that the idle stop mode has been released via the indicator (130) provided on the vehicle (12). Notify the driver.

  Seventh feature: After the abnormality determining unit (114) determines abnormality of the one-way clutch (74), the abnormality of the one-way clutch (74) is continuously detected even at the next start of the internal combustion engine (14). When the abnormality determination unit (114) determines, the idle stop control unit (110) prohibits starting of the internal combustion engine (14).

  Eighth feature; the abnormality determination unit (114) determines the abnormality and notifies the driver of the vehicle (12) of a determination result via a warning light (130) provided in the vehicle (12). In this case, the abnormality determination result of the one-way clutch (74) is distinguished from the abnormality determination result other than the one-way clutch (74), and the driver is notified via the warning lamp (130).

  On the other hand, in the control device (10) of the internal combustion engine (14) according to the present invention, the ninth feature is that the control device (10) controls the rotation of the ACG starter (92) and the start of the internal combustion engine (14). It is assumed to be controlled. In addition, the ninth feature has the following configuration.

  Ninth feature: The rotation detection device (94) provided in the vehicle (12) detects the rotation and rotation direction of the crankshaft (52). And the said control apparatus (10) determines the reverse rotation abnormality of the said internal combustion engine (14), the said ACG starter (92), and the said crankshaft (52) based on the detection result of the said rotation detection apparatus (94). When the abnormality determination unit (114) and the reverse rotation of the crankshaft (52) are not detected, and then the abnormality determination unit (114) determines that the normal rotation of the crankshaft (52) is detected, the internal combustion engine An idle stop control unit (110) that cancels the idle stop mode of the engine (14) and does not automatically stop the internal combustion engine (14).

  According to the first aspect of the present invention, in a vehicle having an idle stop function in which an internal combustion engine in which an ACG starter, a starting centrifugal clutch, and a one-way clutch are provided on a crankshaft, swing back control using the ACG starter is provided. When the internal combustion engine is started, the abnormality determination unit detects forward rotation or reverse rotation of the crankshaft from the detection result of the rotation and rotation direction of the crankshaft by the rotation detection device. If the reverse rotation of the crankshaft is not detected and then the abnormality determination unit determines that forward rotation is detected, the idle stop control unit cancels the idle stop mode so as not to automatically stop the internal combustion engine. I have to.

  As described above, when the abnormality determination unit determines that the swing back cannot be performed and the startability of the internal combustion engine is deteriorated based on the detection result of the rotation detection device, the idle stop control unit automatically stops the internal combustion engine. By prohibiting this, it is possible to avoid the occurrence of poor starting of the internal combustion engine during idling stop.

  According to the second feature of the present invention, when both the reverse rotation and the normal rotation of the crankshaft are not detected, the abnormality determination unit determines that a failure that prevents the crankshaft from rotating has occurred, and the idle stop control unit The start of the internal combustion engine is prohibited. As a result, the driver can recognize the failure of the crankshaft.

  According to the third aspect of the present invention, when the reverse rotation of the crank is detected but the normal rotation is not detected, the abnormality determination unit may have failed to start because the internal combustion engine cannot exceed the compression torque. Is determined. As a result, the idling stop control section allows the internal combustion engine to be restarted, so that the internal combustion engine can be started again.

  According to the fourth aspect of the present invention, in the neutral state, the gear of the transmission does not mesh, so that the crankshaft can be reversed regardless of the state of the one-way clutch, and the abnormality determination unit may make an erroneous determination. . Therefore, the occurrence of erroneous determination can be prevented by the abnormality determining unit determining abnormality of the crankshaft only in the in-gear state.

  According to the fifth aspect of the present invention, the non-detection time of the pulse signal is compared with a predetermined time, and when the non-detection time exceeds the predetermined time, it is determined that the crankshaft cannot be rotated. The determination accuracy of the rotation state can be increased.

  According to the sixth aspect of the present invention, by providing an indicator that informs the driver that the idle stop mode has been canceled, the driver can drive the vehicle while recognizing the state of the idle stop mode. Become. As a result, the driver can easily drive the vehicle.

  According to the seventh aspect of the present invention, when the abnormality determination of the one-way clutch occurs continuously, the one-way clutch may have broken down. The driver can be made aware of the need for

  According to the eighth feature of the present invention, the determination result of the abnormality of the one-way clutch or the determination result of the abnormality other than the one-way clutch is distinguished and notified to the driver by a warning light, so that the failure point can be easily identified at the time of repair. Can make repair work easier.

  According to the ninth feature of the present invention, as in the first feature, in a vehicle having an idle stop function in which an internal combustion engine provided with an ACG starter, a starting centrifugal clutch and a one-way clutch is provided on a crankshaft. When the internal combustion engine is started by swingback control using an ACG starter, the abnormality determination unit detects forward rotation or reverse rotation of the crankshaft from the detection result of the rotation and rotation direction of the crankshaft by the rotation detector. If the reverse rotation of the crankshaft is not detected and then the abnormality determination unit determines that forward rotation is detected, the idle stop control unit cancels the idle stop mode so as not to automatically stop the internal combustion engine. I have to.

  Thus, also in the ninth feature, when the abnormality determination unit determines that the swingback cannot be performed and the startability of the internal combustion engine is deteriorated based on the detection result of the rotation detection device, the idle stop control is performed. By prohibiting the automatic stop of the internal combustion engine by the unit, it is possible to avoid the occurrence of a start failure of the internal combustion engine during the idle stop.

1 is a left side view of a vehicle to which a control device according to an embodiment is applied. It is sectional drawing of the engine of FIG. It is a principal part expanded sectional view of FIG. It is a front view of the one-way clutch of FIG.2 and FIG.3. It is a principal part block diagram of the vehicle containing the control apparatus which concerns on this embodiment. It is a front view of the meter of the vehicle of FIG. It is a flowchart for demonstrating the 1st operation | movement of the control apparatus of FIG. It is a flowchart for demonstrating the 2nd operation | movement of the control apparatus of FIG. It is a flowchart for demonstrating the 3rd operation | movement of the control apparatus of FIG. It is a timing chart for demonstrating operation | movement of each part of the vehicle corresponding to 1st operation | movement of FIG. FIG. 9 is a timing chart for explaining the operation of each part of the vehicle corresponding to the second operation of FIG. 8. 10 is a timing chart for explaining the operation of each part of the vehicle corresponding to the third operation of FIG. 9.

  A control apparatus for an internal combustion engine according to the present invention will be described in detail below with reference to the accompanying drawings.

[Configuration of Vehicle 12]
FIG. 1 is a left side view of a vehicle 12 to which a control device 10 for an internal combustion engine according to the present embodiment (hereinafter also referred to as a control device 10 according to the present embodiment) is applied, and FIG. It is sectional drawing of the engine 14 as an internal combustion engine to comprise. 1 and 2, the front-rear, left-right, and up-down directions of the vehicle 12 will be described with reference to the direction viewed from the driver seated on the seat 16 of the vehicle 12.

  The control device 10 (see FIG. 5) according to this embodiment is applied to a vehicle 12 such as a motorcycle. In the vehicle 12, the body frame 18 is formed by integrally joining a plurality of types of steel materials by welding or the like. That is, the vehicle body frame 18 extends a single main tube 22 downward and rearward from the head pipe 20 that supports the front wheel suspension system so as to be steerable, and the space between the head pipe 20 and the seat 16 is set as a lower portion. It is a so-called backbone type with improved ease of straddling. A pivot bracket 24 extends below the rear end portion of the main tube 22, and a front end portion of a swing arm 26 of a rear wheel suspension system is supported on the pivot bracket 24 in a vertically swingable manner. A seat frame 28 extends above and behind the rear end of the main tube 22, and the seat 16 is disposed on the seat frame 28. A rear wheel suspension rear cushion 30 is disposed between the seat frame 28 and the swing arm 26.

  A steering handle 32 is pivotally supported at the upper end of the head pipe 20, and a front fork 36 of a front wheel suspension system is pivotally supported at the lower end via a steering stem 34. The lower end of the front fork 36 supports the front wheel 38. On the other hand, the rear end of the swing arm 26 pivotally supports the rear wheel 40.

  The engine 14 is supported below the main tube 22. A cylinder 44 projects from the front end portion of the crankcase 42 of the engine 14 substantially horizontally (in detail, slightly upward) toward the front. As for the cylinder 44, the cylinder main body 44a, the cylinder head 44b, and the head cover 44c are connected in order from the crankcase 42 side toward the front. A throttle body 48 to which an injector 46 is attached is connected to the upper side of the cylinder head 44b, and an exhaust pipe 50 is connected to the lower side of the cylinder head 44b. On the other hand, the engine 14 is linked to the rear wheel 40 via a chain transmission mechanism 51a.

  As shown in FIG. 2, the engine 14 is an air-cooled single-cylinder engine in which the rotation center axis (crank axis) C1 of the crankshaft 52 is aligned in the left-right direction. In FIG. 2, CL indicates the left and right center line of the engine 14.

  The crankcase 42 is divided into left and right case halves 42a and 42b with a dividing surface (for example, a vehicle body left and right center surface) orthogonal to the left and right direction as a boundary. The left and right case covers 54a and 54b, which are part of the case halves 42a and 42b, are attached to the outer sides of the case halves 42a and 42b, respectively. The crankcase 42 also serves as a transmission case that houses a transmission 56 such as a manual transmission, and engine oil is appropriately circulated and agitated inside the engine 14 including the crankcase 42.

  A piston 58 is fitted in the cylinder bore 44d of the cylinder body 44a so as to be able to reciprocate. The piston 58 is connected to the crankpin 52a of the crankshaft 52 through a connecting rod 58a. The crankshaft 52 includes left and right crank webs 52b that support the crank pins 52a, journal portions 52c that protrude from the respective crank webs 52b to the left and right outer sides, and extension shafts 52d that further extend from the respective journal portions 52c to the left and right outer sides. Have.

  A cam drive sprocket 60 is provided on the base end side of the left extension shaft 52d. The camshaft 62 provided in the cylinder head 44 b is driven in conjunction with the crankshaft 52 via a chain transmission mechanism including a cam drive sprocket 60. The left side in the cylinder 44 is formed as a cam chain chamber 64 in which a chain type transmission mechanism is provided. A spark plug 66 is attached to the cylinder head 44b.

  The rotational power of the crankshaft 52 is accommodated in the starting centrifugal clutch 68 (hereinafter also referred to as the centrifugal clutch 68), the multi-plate clutch 70, and the rear part in the crankcase 42 accommodated on the right side in the crankcase 42. Is output to the engine output unit 51 on the left side of the rear portion of the crankcase 42 via the transmission 56. The engine output unit 51 is linked to the rear wheel 40 via a chain transmission mechanism 51a. Hereinafter, in the transmission path from the crankshaft 52 to the engine output unit 51, the crankshaft 52 side may be referred to as an upstream side, and the engine output unit 51 side may be referred to as a downstream side.

  A centrifugal clutch 68 is coaxially supported on the extension shaft 52 d on the right side of the crankshaft 52. The centrifugal clutch 68 includes a clutch outer 68a, a clutch inner 68b, and a centrifugal weight 68c. The clutch outer 68a has a bottomed cylindrical shape that opens to the right, and is supported on the right end of the crankshaft 52 so as to be relatively rotatable. The clutch inner 68b is supported on the right end portion of the crankshaft 52 so as to be integrally rotatable on the inner peripheral side of the clutch outer 68a. The centrifugal weight 68c is supported on the inner side of the clutch outer 68a so that the clutch inner 68b can be expanded. A centrifugal oil filter 72 is formed on the right side of the clutch inner 68b.

  The centrifugal weight 68c is separated from the inner peripheral surface of the clutch outer 68a when the crankshaft 52 is stopped and rotated at a low speed, so that the centrifugal clutch 68 is in a disconnected state where power cannot be transmitted. Further, the centrifugal weight 68c is expanded as the rotational speed (rotational speed) of the crankshaft 52 increases, and frictionally engages the inner peripheral surface of the clutch outer 68a at a predetermined rotational speed or higher to power the centrifugal clutch 68. It is assumed that the connection is possible.

  As shown in FIGS. 2 and 3, a cylindrical inner peripheral collar portion 68d is provided on the right side at the center of the clutch outer 68a. A one-way clutch 74 is fitted on the outer periphery of the inner peripheral side collar portion 68d. On the outer periphery of the one-way clutch 74, a cylindrical outer peripheral side collar portion 68e protruding from the left side of the clutch inner 68b is fitted. The outer peripheral side collar portion 68 e includes an outer ring 76 in the one-way clutch 74.

  The one-way clutch 74 is basically in a free state and does not transmit torque when the clutch inner 68b and the crankshaft 52 rotate forward prior to the clutch outer 68a on the transmission 56 side. As a result, the clutch inner 68b and the crankshaft 52 idle with respect to the clutch outer 68a. Note that the forward rotation of the crankshaft 52 corresponds to rotation during operation of the engine 14.

  In addition, the one-way clutch 74 is configured so that the clutch inner 68b rotates forward with respect to the clutch inner 68b and the crankshaft 52 or when the clutch inner 68b and the crankshaft 52 reversely rotate with respect to the clutch outer 68a. If the rotational speed is less than the predetermined speed, torque transmission is not performed while maintaining a free state. As a result, the clutch outer 68 a rotates idly with respect to the clutch inner 68 b and the crankshaft 52.

  On the other hand, the one-way clutch 74 enters a one-way operation state, which will be described later, when the rotational speed of the clutch inner 68b exceeds a predetermined speed. In this state, when the clutch outer 68a rotates forward prior to the clutch inner 68b and the crankshaft 52, a later-described roller 78 (see FIGS. 3 and 4) can transmit torque between the inner ring 80 and the outer ring 76. The lock is activated. As a result, the clutch outer 68a, the clutch inner 68b, and the crankshaft 52 can integrally rotate forward.

  A cylindrical transmission cylinder 68f extending leftward is provided on the left side of the center of the clutch outer 68a. A primary drive gear 82a is provided on the left end side of the transmission cylinder 68f so as to be integrally rotatable. The primary drive gear 82a meshes with a primary driven gear 82b supported on the right side of the main shaft 84 located behind the crankshaft 52 so as to be relatively rotatable. The primary drive gear 82 a and the primary driven gear 82 b constitute a primary reduction mechanism 82 of the engine 14.

  Behind the crankshaft 52, a main shaft 84 and a countershaft 86 of the transmission 56 are arranged in order from the front side. The main shaft 84 and the counter shaft 86 are arranged with their respective rotation center axes C3 and C4 along the left-right direction, that is, parallel to the crank axis C1. A kick spindle 88 a is disposed below the counter shaft 86.

  The right end portion of the main shaft 84 terminates to the left of the right end of the centrifugal clutch 68, and the multi-plate clutch 70 is coaxially supported on the right end portion. The multi-plate clutch 70 is a transmission clutch, and includes a clutch outer 70a, a clutch inner 70b, and a plurality of clutch plates 70c. The clutch outer 70a has a bottomed cylindrical shape that opens to the right, and is supported by the right end portion of the main shaft 84 so as to be relatively rotatable. The clutch inner 70 b is disposed on the inner peripheral side of the clutch outer 70 a and is supported by the right end portion of the main shaft 84 so as to be integrally rotatable. Each clutch plate 70c is laminated in the axial direction (left-right direction) between the clutch outer 70a and the clutch inner 70b. A primary driven gear 82b is supported on the left side of the bottom wall of the clutch outer 70a so as to be integrally rotatable.

  In this case, the multi-plate clutch 70 is frictionally engaged by pressing the clutch plate 70c by the urging force of the diaphragm spring 70d. The multi-plate clutch 70 temporarily releases the pressure contact of the clutch plate 70c in conjunction with a shift operation of a shift pedal (not shown), thereby making the shift change of the transmission 56 smoother.

  The transmission 56 includes a main shaft 84 and a counter shaft 86, and a transmission gear group 90 that is supported across the main shaft 84 and the counter shaft 86. The rotational power of the crankshaft 52 is transmitted from the main shaft 84 to the countershaft 86 via an arbitrary gear of the transmission gear group 90. The left end portion of the counter shaft 86 protrudes to the left side of the rear portion of the crankcase 42 and serves as the engine output portion 51.

  The transmission gear group 90 is composed of gears corresponding to the number of shift stages respectively supported by the main shaft 84 and the counter shaft 86. The transmission 56 is of a constant meshing type in which the corresponding gears of the transmission gear group 90 are always meshed between the main shaft 84 and the counter shaft 86. Each gear is classified into a free gear that can rotate relative to the shaft that supports itself, a fixed gear that can rotate integrally with the shaft that supports itself, and a slide gear that is spline-fitted to the shaft that supports itself. Is done. The transmission 56 moves the slide gear by the operation of a change mechanism (not shown), and selects a gear train corresponding to the gear position. In FIG. 2, a second gear train 90b, a fourth gear train 90d, a third gear train 90c, and a first gear train 90a are arranged in order from the left side of the transmission gear group 90.

  An ACG starter 92 is coaxially supported on the left end portion of the left extension shaft 52 d of the crankshaft 52. The ACG starter 92 is a three-phase AC generator motor that functions as a starter motor (cell motor) that starts the engine 14 and also functions as an AC generator that generates power as the engine 14 is operated. The operation of the ACG starter 92 is controlled by a control device 10 that functions as an ECU (Electronic Control Unit) of the vehicle 12 shown in FIG.

  The ACG starter 92 is a so-called outer rotor type rotating electrical machine, and includes an outer rotor 92a and a stator 92b. The outer rotor 92a has a bottomed cylindrical shape that opens to the left, and is supported by the left end portion of the crankshaft 52 so as to be integrally rotatable. The stator 92b is disposed on the inner peripheral side of the outer rotor 92a and fixedly supported on the outer wall of the left case half 42a. A plurality of magnets 92c arranged in the circumferential direction are fixed to the inner peripheral side of the outer rotor 92a. A plurality of coils 92d arranged in the circumferential direction are formed on the outer peripheral side of the stator 92b.

  As shown in FIGS. 2 and 5, the ACG starter 92 includes, for example, a rotor angle sensor unit 94b that holds a plurality of rotor angle sensors 94 as a rotation detection device attached to a stator 92b with fastening members 94a such as screws. Have One rotor angle sensor 94 is used for energization control of the coil 92d of the stator 92b, and one rotor angle sensor 94 is provided corresponding to each of the U phase, the V phase, and the W phase of the ACG starter 92. The rotor angle sensor 94 is composed of a Hall IC or a magnetoresistive (MR) element, and also functions as an ignition pulser (pulser sensor) that detects one circumferential position of the outer rotor 92a as an ignition timing.

  The ACG starter 92 functions as a starter motor when the engine 14 is started. In this case, the ACG starter 92 is supplied with electric power from a battery (not shown) via the motor drive circuit 96 of the control device 10 and rotates the crankshaft 52 (forward rotation drive) to crank the engine 14. At this time, the rotation speed of the crankshaft 52 is less than the connection rotation speed of the centrifugal clutch 68, and the one-way clutch 74 does not transmit torque at this rotation (forward rotation). Therefore, the rotational power of cranking is not transmitted to the multi-plate clutch 70, the transmission 56, and the like on the downstream side of the transmission path with respect to the clutch outer 68a that is a driven member of the centrifugal clutch 68.

  Further, the ACG starter 92 functions as an AC generator that is driven by the rotation of the crankshaft 52 to generate electric power when the start of the engine 14 is confirmed, for example, when the rotation speed of the crankshaft 52 becomes equal to or higher than idling. . This power generation charges the battery and supplies power to various electrical components. At this time, the one-way clutch 74 does not transmit torque, but if the rotation speed of the crankshaft 52 becomes equal to or higher than the connection rotation speed of the centrifugal clutch 68, the centrifugal clutch 68 becomes connected and the crankshaft 52 is moved downstream of the transmission path. Rotational power is transmitted.

  A kick spindle 88a along the left-right direction of the kick starter 88 of the engine 14 is disposed below the rear portion of the crankcase 42. The right end portion of the kick spindle 88a protrudes to the rear right side of the crankcase 42, and the base end portion of the kick arm 88b is attached to the protruding portion. A kick drive gear 88c and a meshing mechanism 88d are coaxially supported on the left side of the kick spindle 88a facing the crankcase 42. The kick drive gear 88c rotates integrally with the kick spindle 88a via the meshing mechanism 88d only when the kick spindle 88a rotates in one direction by stepping on the kick arm 88b.

  The kick drive gear 88c meshes with the driven gear of the first gear train 90a. The rotational power of the kick drive gear 88c is input as forward rotation to the clutch outer 68a of the centrifugal clutch 68 via the first gear train 90a, the main shaft 84, the multi-plate clutch 70, the primary driven gear 82b, and the primary drive gear 82a. . If the forward rotation torque is greater than or equal to a predetermined torque, the one-way clutch 74 is in a one-way operation state. When the one-way clutch 74 is locked by further forward rotation, forward rotation torque can be transmitted from the clutch outer 68a to the clutch inner 68b and the crankshaft 52. That is, cranking of the engine 14 by the kick starter 88 is possible.

  2 to 4, the one-way clutch 74 is formed in an annular shape coaxial with the crankshaft 52, and includes an inner ring 80, an outer ring 76, a retainer member 100, a plurality of rollers 78, a plurality of weight bodies 102, and a plurality of weights. A return spring 104 is provided.

  The inner ring 80 is externally fitted to the inner peripheral side collar portion 68d of the clutch outer 68a so as to be integrally rotatable. The outer ring 76 is provided integrally with the outer peripheral side collar portion 68e of the clutch inner 68b. The retainer member 100 is disposed between the inner ring 80 and the outer ring 76. Each roller 78 functions as a torque transmission element between the inner ring 80 and the outer ring 76. In the following description, the axial direction of the one-way clutch 74 is referred to as a clutch axial direction, the radial direction is referred to as a clutch radial direction, and the circumferential direction is referred to as a clutch circumferential direction. In FIG. 4, an arrow F indicates the forward rotation direction of the crankshaft 52, and an arrow R indicates the reverse rotation direction of the crankshaft 52.

  The inner ring 80 is an annular member, and has an inner tooth 80b coupled to the inner peripheral surface thereof in the rotational direction of the transmission cylinder 68f. Further, on the outer peripheral surface 80c of the inner ring 80, three concave portions 80d, three inner ring side weight pocket portions 80e, and three inner ring side spring pocket portions 80f are formed independently along the clutch circumferential direction. The recess 80d, the substantially rectangular inner ring side weight pocket portion 80e, and the inner ring side spring pocket portion 80f are provided at equal intervals in the clutch circumferential direction.

  The recess 80d forms a cam surface 80g, and the cam surface 80g faces the inner peripheral surface 76a of the outer ring 76 through a notch 100c formed in the retainer member 100. The cam surface 80g is inclined along the circumferential direction of the clutch such that the forward rotation direction side (arrow F direction side) is separated from the outer ring 76. A roller 78 is held in the notch 100c. As the retainer member 100 rotates with respect to the inner ring 80, the roller 78 faces a relatively deep forward rotation direction side of the recess 80d (accommodating position A1) and a relatively shallow reverse rotation direction side (arrow R direction side) of the recess 80d. ) To the position (engagement position A2).

  When the roller 78 is in the accommodation position A1 on the inner side in the clutch radial direction, for example, a gap S is formed between the roller 78 and the inner peripheral surface 76a of the outer ring 76. At this time, the roller 78 may form a gap between at least one of the inner peripheral surface 76a and the cam surface 80g. The roller 78 has a cylindrical shape along the clutch axial direction, and can rotate relative to any of the outer peripheral surface 80c, the recessed portion 80d, and the cam surface 80g of the inner ring 80.

  On the other hand, when the roller 78 is in the engagement position A2, the roller 78 is in contact with the inner peripheral surface 76a of the outer ring 76 and the reverse direction side of the cam surface 80g. At this time, the roller 78 can be engaged with the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g. Specifically, when the roller 78 is in the engagement position A2, when the inner ring 80 rotates in one direction (forward rotation direction), the roller 78 is caught between the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g. Rarely, the driving force for rotating the inner ring 80 relative to the outer ring 76 in one direction (forward rotation direction) can be transmitted to the outer ring 76.

  The inner ring-side weight pocket portion 80e, which is a substantially rectangular recess, accommodates a square weight 102 with rounded corners when viewed in the axial direction. In this case, the weight body 102 is held so as to be movable in the clutch radial direction in the inner ring side weight pocket section 80e. The side surfaces of the weight body 102 are in contact with a pair of opposing surfaces along the clutch radial direction forming the inner ring side weight pocket portion 80e.

  Further, the weight body 102 has its own weight that can move outward in the radial direction of the clutch by a predetermined centrifugal force. In this case, the weight 102 has a width along the clutch radial direction larger than the depth of the inner ring side weight pocket portion 80e. Therefore, in the state where the weight body 102 is attached to the inner ring side weight pocket portion 80e, the end portion on the outer side in the clutch radial direction of the weight body 102 projects from the inner ring side weight pocket portion 80e. In addition, the weight body 102 rotates integrally with the inner ring 80 while being accommodated in the inner ring side weight pocket section 80e.

  The inner ring side spring pocket portion 80 f is a rectangular concave portion that is long in the tangential direction when viewed in the axial direction on the outer peripheral surface 80 c of the inner ring 80, and accommodates the inner peripheral side of the return spring 104. The return spring 104 is, for example, a coil spring that expands and contracts in the tangential direction.

  The retainer member 100 is, for example, a metal annular member in which a plurality of notches 100 c are formed, and is fitted on the outer peripheral surface 80 c of the inner ring 80. In this case, the retainer member 100 can rotate relative to the inner ring 80 and the outer ring 76 between the inner ring 80 and the outer ring 76. The notch 100c penetrates the retainer member 100 in the clutch radial direction and accommodates the corresponding roller 78. The notch 100c forms a pair of adjacent surfaces 100b adjacent to the accommodated roller 78 in the clutch circumferential direction. The adjacent surface 100b is slightly inclined with respect to the clutch radial direction so that the outer side in the clutch radial direction is located on the forward rotation direction side. The roller 78 rotates integrally with the retainer member 100 while being sandwiched between a pair of adjacent surfaces 100b of the corresponding notch 100c.

  Further, on the inner peripheral surface 100d of the retainer member 100, in addition to the three cutout portions 100c, three retainer member side weight pocket portions 100e and three retainer member side spring pocket portions 100f are independent in the clutch circumferential direction. Formed. The notch portion 100c, the retainer member side weight pocket portion 100e, and the retainer member side spring pocket portion 100f are provided at equal intervals in the clutch circumferential direction.

  The retainer member-side weight pocket portion 100e is a trapezoidal recess in the inner peripheral surface 100d of the retainer member 100 when viewed in the axial direction. The retainer member-side weight pocket portion 100e has a larger clutch circumferential width than the inner ring-side weight pocket portion 80e. Further, a retainer member operating cam surface 100g inclined toward the outer side in the clutch radial direction is formed on the reverse direction side of the retainer member side weight pocket portion 100e. The retainer member-side weight pocket portion 100e is opposed to the inner ring-side weight pocket portion 80e, thereby forming a weight pocket 106 that accommodates the weight body 102.

  Here, the forward rotation of the inner ring 80 with respect to the retainer member 100 is stopped when the roller 78 moves to the engagement position A2 and comes into contact with the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g. At this time, although not shown, the weight body 102 stops before coming into contact with the side surface 100h on the forward rotation direction side of the retainer member side weight pocket portion 100e. For this reason, the roller 78 moved to the engagement position A2 is surely in contact with the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g. As a result, the one-way clutch 74 is in a one-way operation state (a state where a one-way operation is possible).

  Further, the reverse rotation of the inner ring 80 with respect to the retainer member 100 is stopped when the outer end portion of the weight body 102 abuts against the reverse direction side end portion 100i of the retainer member operating cam surface 100g. At this time, the roller 78 moves to the housing position A1, and the roller 78 forms a gap between at least one of the inner peripheral surface 76a and the cam surface 80g, so that the inner ring 80 and the retainer member 100 are both forward and reverse. It will be in the state which exists in the initial position which can be rotated relatively. When the inner ring 80 and the retainer member 100 are in the initial position, the reverse direction side of the retainer member-side weight pocket portion 100e faces the inner ring-side weight pocket portion 80e.

  The retainer member-side spring pocket portion 100f is a rectangular concave portion that is long in the tangential direction as viewed in the axial direction on the inner peripheral surface 100d of the retainer member 100. The retainer member-side spring pocket portion 100 f accommodates the outer peripheral side of the return spring 104. The retainer member side spring pocket portion 100f is disposed to face the inner ring side spring pocket portion 80f, thereby forming a spring pocket 108 for accommodating the return spring 104.

  The return spring 104 is disposed so as to straddle the retainer member side spring pocket portion 100f and the inner ring side spring pocket portion 80f, and both ends of the return spring 104 are arranged at both ends of the retainer member side spring pocket portion 100f and the inner ring side spring pocket portion 80f. It is made to contract by contacting. The return spring 104 contracts with the relative rotation of the inner ring 80 and the retainer member 100, and urges the inner ring 80 and the retainer member 100 to return to the initial position.

  The outer ring 76 has an annular shape and is slidably fitted on the outer periphery of the retainer member 100 on the radially outer side of the retainer member 100. The outer ring 76 is provided integrally with the outer collar portion 68e, but may be fitted into the outer collar portion 68e so as to be integrally rotatable.

  The retainer member 100 and the inner ring 80 are constantly urged toward the initial position by the elastic repulsion force accumulated in the return spring 104. In this case, the roller 78 is in the accommodation position A1 and forms a gap S, while the weight body 102 has its outer end abutted against the reverse direction side end 100i of the retainer member operating cam surface 100g, The retainer member side weight pocket portion 100e is accommodated in a bottomed state. When the roller 78 is in the storage position A1, the inner ring 80 and the outer ring 76 can be rotated relative to each other in the forward and reverse directions, and the one-way clutch 74 is not in a one-way operation state.

  In this case, when the inner ring 80 rotates, the retainer member 100 also rotates integrally through the return spring 104. At this time, when the centrifugal force acting on the weight body 102 exceeds a predetermined value as the rotational speed (rotational speed) of the inner ring 80 increases, the weight body 102 slides on the retainer member operating cam surface 100g and the return spring 104 The retainer member 100 is rotated (reversely rotated) with respect to the inner ring 80 against the urging force. As the retainer member 100 rotates reversely with respect to the inner ring 80, the roller 78 is pushed by the adjacent surface 100b of the notch 100c and moves to the engagement position A2. As a result, the roller 78 comes into contact with the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g, and the one-way clutch 74 enters a one-way operation state.

  In the one-way operation state, when the inner ring 80 is rotated forward with respect to the outer ring 76 (or when the outer ring 76 is rotated reversely with respect to the inner ring 80), the one-way clutch 74 is set so that torque can be transmitted between the inner ring 80 and the outer ring 76. The lock operates. In the lock operation, the inner ring 80 and the outer ring 76 are further rotated relative to each other from the one-way operation state, the roller 78 is engaged between the inner peripheral surface 76a of the outer ring 76 and the cam surface 80g of the inner ring 80, and the inner ring 80 And an operation that enables torque transmission between the outer ring 76 and the outer ring 76.

  On the other hand, in the one-way operation state, when the inner ring 80 is reversely rotated with respect to the outer ring 76 (or when the outer ring 76 is rotated forward with respect to the inner ring 80), the one-way clutch 74 is not locked, and torque is transmitted between the inner ring 80 and the outer ring 76. Is not made.

  In the one-way operation state, with the rotation of the retainer member 100 with respect to the inner ring 80, the retainer member side spring pocket portion 100f and the inner ring side spring pocket portion 80f are displaced in the clutch circumferential direction, and the return spring 104 is contracted.

  When the rotational speed of the inner ring 80 decreases and the centrifugal force acting on the weight body 102 becomes less than a predetermined value, the retainer member 100 rotates forward with respect to the inner ring 80 by the urging force of the return spring 104. As a result, the retainer member 100 and the inner ring 80 are returned to the initial positions, and the weight body 102 is pushed back along the retainer member operation cam surface 100g until it bottoms on the inner ring-side weight pocket portion 80e, and the roller 78 is moved to the accommodation position A1. Returned.

  Even if the rotational speed of the inner ring 80 is low, if there is a forward rotation input to the inner ring 80 that exceeds a predetermined torque, the inner ring 80 rotates forward with respect to the retainer member 100 first. At this time, the retainer member 100 reversely rotates relative to the inner ring 80, and the roller 78 moves in the reverse rotation direction. As a result, the roller 78 reaches the engagement position A2, and the one-way clutch 74 enters the one-way operation state. For this reason, it is possible to transmit the normal rotation torque to the outer ring 76 immediately after the normal rotation input.

[Configuration of Control Device 10]
The control device 10 according to the present embodiment includes a motor drive circuit 96 that controls driving and power generation of the ACG starter 92, an idle stop control unit 110 that automatically stops the engine 14 (idle stop), and an ACG starter immediately after the idle stop. An abnormality that determines abnormality of the engine 14, the ACG starter 92, and the one-way clutch 74 based on the detection result of the swing angle control unit 112 that performs the reverse rotation (swing back) of the crankshaft 52 by the reverse rotation driving of the 92 and the rotor angle sensor 94. And a determination unit 114.

  The control device 10 includes a rotor angle sensor 94, a shift position sensor (shift position detector) 115 that detects the shift position of the transmission 56, and a throttle that detects the opening of a throttle valve (not shown) of the throttle body 48. Sensor 116, vehicle speed sensor 118 that detects the vehicle speed from the rotational speed of rear wheel 40, temperature sensor 120 that detects the oil temperature as the warm-up state of engine 14, and battery sensor 122 that detects the battery current and voltage as the state of charge of the battery Is connected.

  The rotor angle sensor 94 also serves as a crank angle sensor that detects the rotation speed (crank rotation speed) and rotation angle of the crankshaft 52. The rotor angle sensor 94 detects, for example, irregularities on the outer peripheral surface of a gear (not shown) provided on the crankshaft 52, and outputs a rotation angle corresponding to the detected number of irregularities as a pulse signal. Alternatively, the rotor angle sensor 94 detects a magnetic flux density generated from a ring-shaped magnet composed of an N-pole and S-pole magnet array provided on the outer periphery of the crankshaft 52, and a rotation angle corresponding to the detected change in the magnetic flux density. Is output as a pulse signal.

  The shift position sensor 115 detects the shift position of the transmission 56 set by the driver by operating a shift lever or shift switch (not shown), and notifies the control device 10 of the detected shift position.

  In addition to the ACG starter 92, the control device 10 is connected to an ignition device 124 including an ignition plug 66 and a fuel injection device 126 including an injector 46 of the throttle body 48, and whether to perform idle stop control. The speedometer 131 shown in FIG. 6 including an idle stop switch 128 that allows the occupant to select the vehicle and an indicator (warning light) 130 that is turned on when the idle stop control is selected or idle stop is connected.

  The indicator 130 is an idle stop indicator lamp disposed on the lower right side of the speedometer 131. While the vehicle 12 is traveling, the indicator 130 lights in orange when an idle stop is possible. On the other hand, after the vehicle is stopped, the indicator 130 flashes orange when in an idle stop state (idle stop mode). Further, when the vehicle 12 is released from the idle stop mode (when idle stop is prohibited), the indicator 130 is turned off. Further, the indicator 130 lights in red when any abnormality occurs in the engine 14 including the crankshaft 52, and blinks red when any abnormality occurs in the one-way clutch 74.

  Returning to FIG. 5, the motor drive circuit 96 of the control device 10 includes, for example, a power FET, performs full-wave rectification on the three-phase alternating current generated by the ACG starter 92, and powers the battery when driving the ACG starter 92. Pressure is supplied.

  The idle stop control unit 110 automatically stops the engine 14 by stopping the ignition of the spark plug 66 and the fuel injection of the injector 46 when the automatic stop permission condition for the engine 14 is satisfied when the idle stop control is selected. stop).

  Thereafter, the idle stop control unit 110 drives the ACG starter 92 to crank the engine 14 when the restart permission condition of the engine 14 is satisfied, and also performs ignition of the spark plug 66 and fuel injection of the injector 46. The engine 14 is restarted and the engine 14 is automatically restarted. The control device 10 performs the idle stop control only when it is recognized that the state of charge of the battery is sufficient to restart the engine 14.

  The swing back control unit 112 drives the ACG starter 92 in reverse to improve the restartability of the engine 14 after idling stop, and the crankshaft 52 is in front of the compression top dead center immediately before idling stop (during reverse rotation). Reverse to the rotation angle (swing back).

  The swingback control unit 112 extends the running distance of the crankshaft 52 when the engine 14 is restarted, and reverses the crankshaft 52 to a position where the forward rotation torque for getting over the compression top dead center is small. Thereafter, the idle stop control unit 110 drives the ACG starter 92 in the normal direction to rotate the crankshaft 52 in the normal direction and operates the ignition device 124 and the fuel injection device 126 again, whereby the engine 14 is restarted.

  The swingback control unit 112 includes a stage determination unit 132, a stage passage time detection unit 134, a reverse rotation control unit 136, and a duty ratio setting unit 138.

  The stage determination unit 132 divides one rotation of the crankshaft 52 into 36 stages # 0 to # 35 based on the output signal of the rotor angle sensor 94, and generates a pulse signal generated by the rotor angle sensor 94 as an ignition pulser. The current stage is determined using the detection timing as a reference stage (stage # 0).

  The stage passage time detector 134 detects the passage time Δtn of the stage based on the time from when the stage determination unit 132 determines a new stage until the next stage is determined.

  The reverse rotation control unit 136 generates a reverse rotation drive command for the ACG starter 92 based on the determination result by the stage determination unit 132 and the passage time Δtn detected by the stage passage time detection unit 134.

  The duty ratio setting unit 138 dynamically controls the duty ratio of the gate voltage supplied to each power FET of the motor drive circuit 96 based on the determination result by the stage determination unit 132.

  Based on the pulse signal from the rotor angle sensor 94, the abnormality determination unit 114 includes the crankshaft 52 from the presence / absence of input of the pulse signal and the length of time (pulse non-detection time) when the pulse signal is not input. It is determined whether or not the engine 14, the ACG starter 92, and the one-way clutch 74 are abnormal. Moreover, the abnormality determination part 114 also determines whether it was determined that it was abnormal continuously by this determination process. Furthermore, in addition to these determination processes, the abnormality determination unit 114 also determines whether the vehicle 12 is in the in-gear state or the neutral state based on the detection result of the shift position sensor 115.

  Then, the abnormality determination unit 114 notifies each determination unit (the motor drive circuit 96, the idle stop control unit 110, and the swingback control unit 112) of these determination results. The motor drive circuit 96, the idle stop control unit 110, and the swing back control unit 112 perform a predetermined control process according to the determination result.

[Operation of this embodiment]
The control device 10 according to the present embodiment is configured as described above, and the operation thereof will be described with reference to FIGS. This description will be given with reference to FIGS. 1 to 6 as necessary.

  Here, the operation (first to third operations) of the control device 10 when the engine 14 is started by swingback control after the vehicle 12 stops and enters the idle stop mode will be described.

  First, a first operation in which the engine 14 starts normally from the idle stop mode will be described with reference to the flowchart of FIG.

  In this case, since the vehicle 12 is in the idle stop mode, the indicator 130 is blinking orange. Then, in step S <b> 1 of FIG. 7, the abnormality determination unit 114 of the control device 10 determines whether or not the vehicle 12 is in an in-gear state from the detection result of the shift position sensor 115.

  When it is determined that the vehicle 12 is in the neutral state (step S1: NO), the abnormality determination unit 114 notifies the determination unit 114 of the determination result. Thereby, even if the driver operates the ignition switch or the like to instruct the start of the engine 14 in the control device 10, the processing after step S2 is not performed. That is, the engine 14 is not restarted from the idle stop mode.

  On the other hand, when it is determined that the vehicle 12 is in the in-gear state (step S1: YES), the abnormality determination unit 114 notifies the determination result to each unit in the control device 10. Thereby, the control apparatus 10 will be in the state which can perform the process after step S2.

  When the driver instructs the engine 14 to start in step S2, the reverse rotation control unit 136 generates a reverse rotation drive command for the ACG starter 92, and the motor drive circuit 96 drives the ACG starter 92 as a cell motor based on the reverse rotation drive command. Let As a result, in the next step S <b> 3, the ACG starter 92 executes a swing back that drives the crankshaft 52 to rotate in reverse by a predetermined angle.

  In this case, the rotor angle sensor 94 sequentially detects the rotation speed and the rotation direction of the crankshaft 52 and outputs the detection result to the control device 10 as a pulse signal. Therefore, in step S <b> 4, the abnormality determination unit 114 determines whether or not a pulse signal is input from the rotor angle sensor 94 to the control device 10.

  When the pulse signal is input (step S4: YES), the abnormality determination unit 114 determines that the high-level pulse is not detected in the pulse signal in the next step S5 (pulse non-detection time in which the low-level state continues) ) And a predetermined allowable value of the pulse non-detection time (motor lock allowable time) at the time of swingback, it is determined whether or not the pulse non-detection time is shorter than the motor lock allowable time.

  If the pulse non-detection time is shorter than the motor lock allowable time (step S5: YES), the abnormality determination unit 114 determines that the swingback operation is normally performed, and the determination result is determined for each unit in the control device 10. Notify As a result, the motor drive circuit 96 switches the ACG starter 92 from reverse rotation to normal rotation in step S6, and drives the ACG starter 92 in normal rotation in the next step S7.

  In the next step S8, the abnormality determination unit 114 determines whether or not a pulse signal is input from the rotor angle sensor 94 to the control device 10 as in step S4. When the pulse signal is input (step S8: YES), the abnormality determination unit 114 determines whether or not the pulse non-detection time is shorter than the motor lock allowable time in the next step S9, as in step S5. To do.

  If the pulse non-detection time is shorter than the motor lock allowable time (step S9: YES), the abnormality determination unit 114, in step S10, the crankshaft 52 is rotating forward by the normal rotation driving of the ACG starter 92. It is determined that the starting system of the vehicle 12 is normal, and the determination result is notified to each part in the control device 10. Thereby, the idle stop control unit 110 receives the determination result, cancels the idle stop mode, and turns off the indicator 130. Therefore, the driver can recognize that the idle stop mode has been canceled by looking at the indicator 130.

  Thereafter, in step S <b> 11, the idle stop control unit 110 performs start control of the engine 14 to start the engine 14.

  In addition, when a negative determination result is obtained in steps S8 and S9 (steps S8 and S9: NO), the abnormality determination unit 114 does not rotate the ACG starter 92 in the normal direction to rotate the crankshaft 52 in the normal direction. Since the forward rotation torque is small and cannot exceed the compression torque, the compression top dead center cannot be overcome and it is determined that the restart of the engine 14 has failed. And the abnormality determination part 114 notifies the determination result to each part in the control apparatus 10. FIG. As a result, in step S12, the motor drive circuit 96 receives this determination result and stops energizing the ACG starter 92.

  Therefore, in the vehicle 12, in the next restart of the engine 14, the processes of steps S <b> 1 to S <b> 12 are executed again or a kick start resulting from the driver's operation of the kick starter 88 is executed.

  Next, referring to the flowcharts of FIGS. 7 and 8 for the second operation of the control device 10 when the engine 14 is started from the idle stop mode and cannot be restarted due to a failure of the ACG starter 92 or the crankshaft 52. While explaining.

  Also in the second operation, first, the processes of steps S1 to S3 are executed.

  If a negative determination result is obtained in step S4 or S5, that is, if no pulse signal is input or the pulse non-detection time is longer than the motor lock allowable time at the time of swingback, The determination unit 114 notifies the determination result to each unit in the control device 10.

  As a result, in step S13 of FIG. 8, the motor drive circuit 96 switches the ACG starter 92 from reverse rotation to forward rotation in the same manner as in step S6, and in the next step S14, the ACG starter 92 is shifted in the normal direction as in step S7. Rotate.

  In the next step S15, the abnormality determination unit 114 determines whether or not a pulse signal is input from the rotor angle sensor 94 to the control device 10 as in steps S4 and S8. If no pulse signal is input (step S15: NO), the abnormality determination unit 114 determines whether or not the pulse non-detection time is shorter than the motor lock allowable time in the next step S16, as in steps S5 and S9. judge.

  If the pulse non-detection time is longer than the motor lock allowable time (step S16: NO), the abnormality determination unit 114 does not input a pulse signal at the time of swingback (at the time of reverse rotation driving), and the pulse signal is also output at the time of forward rotation driving. Since no pulse is input and the pulse non-detection time is longer than the motor lock allowable time, it is determined that some failure has occurred in the ACG starter 92 or the crankshaft 52 (including the engine 14). That is, since the reverse rotation drive and the normal rotation drive cannot be performed, the abnormality determination unit 114 determines that the ACG starter 92 or the crankshaft 52 is in a locked state where it cannot rotate. And the abnormality determination part 114 notifies the determination result to each part in the control apparatus 10. FIG.

  Thus, in step S17, the motor drive circuit 96 receives this determination result and stops energization to the ACG starter 92. Further, the idle stop control unit 110 receives the determination result, maintains the idle stop mode, prohibits the restart of the engine 14, and lights the indicator 130 in red. Therefore, the driver can recognize that a failure of the engine 14 or the like has occurred by looking at the indicator 130.

  The second operation is a failure detection operation when not engaged, and the abnormality determination unit 114 also considers the relationship between the rotation speed of the crankshaft 52, the throttle opening, and the vehicle speed, and the ACG starter 92 or the crankshaft. 52 failures may be determined.

  Next, the third operation of the control device 10 when the one-way clutch 74 is broken when starting the engine 14 from the idle stop mode will be described with reference to the flowcharts of FIGS. 7 to 9.

  In the third operation, first, the processing of steps S1 to S5 is executed, and at the time of swingback, the pulse signal is not input to the control device 10 or the pulse non-detection time is longer than the motor lock allowable time. In addition, the processes of steps S13 and S14 are executed.

  If a positive determination result is obtained in the next step S15 or S16, the abnormality determination unit 114 determines that the pulse signal is not input or the pulse non-detection time at the time of swingback in step S18 of FIG. Is longer than the motor lock allowable time (steps S4 and S5: NO). On the other hand, during forward rotation, a pulse signal is input or the pulse non-detection time is shorter than the motor lock allowable time (step S15, S16: YES), it is determined that there is a possibility of failure in the one-way clutch 74, not the failure of the ACG starter 92 and the engine 14.

  In the next step S19, the abnormality determination unit 114 determines whether the failure determination result (abnormality determination) in step S18 has continuously occurred, that is, even in the failure determination in step S18 at the previous start of the engine 14. Determines whether or not the same determination result is obtained.

  When the abnormality determination does not occur continuously (step S19: NO), the abnormality determination unit 114 notifies the determination results of steps S18 and S19 to each unit in the control device 10. Thereby, in the next step S20, the idle stop control unit 110 receives these determination results, cancels the idle stop mode, turns off the indicator 130, and prohibits the transition to the idle stop mode. Therefore, the driver can recognize that the idle stop mode has been canceled by looking at the indicator 130. Further, the engine 14 can be started by prohibiting the transition to the idle stop mode (step S21: YES).

  On the other hand, when the engine 14 does not start in step S21 (step S21: NO), the driver operates the shift lever or the shift switch in step S22 to switch from the in-gear state to the neutral state. Thereafter, in the next step S23, the driver operates an ignition switch or the like to instruct restart of the engine 14, and drives the ACG starter 92 as a cell motor. In step S22, for example, in the owner's manual, if the engine 14 does not start, it is desirable to alert the driver that the engine 14 should be restarted by switching from the in-gear state to the neutral state.

  In step S19, when the abnormality determination result in step S18 occurs continuously (S19: YES), the abnormality determination unit 114 notifies the determination results in steps S18 and S19 to each unit in the control device 10. Thereby, in the next step S24, the idle stop control unit 110 receives the determination result, maintains the idle stop mode, and prohibits the start of the engine 14 even when receiving an instruction from the driver.

  10 to 12 are timing charts illustrating the operation of each part in the vehicle 12 in the first to third operations described above.

  In the first operation (normal operation), as shown in FIG. 10, when the ignition switch is turned on at time t1, the starter switch is turned on at time t2, and a cell start signal is output to the control device 10, ACG The reverse rotation driving of the starter 92 is started and the swing back is started. As a result, the crankshaft 52 of the engine 14 rotates in the reverse direction. As a result, output of the pulse signal from the rotor angle sensor 94 to the control device 10 is started from time t2.

  When the ACG starter 92 is switched from the reverse rotation drive to the normal rotation drive at the time point t3, the ACG starter 92 is driven as a cell motor to cause the crankshaft 52 to rotate forward. As a result, the engine speed Ne rises from 0 or less as time elapses.

  When the supply of the cell start signal is stopped at time t4 and the start of the engine 14 is completed, the vehicle 12 enters an idling state (engine speed: Nei), and the ACG starter 92 functions as a generator.

  When the throttle valve is opened by the driver operating the throttle grip at time t5, the engine speed Ne increases from Nei as time elapses. Thereafter, when the engine speed reaches Nec at time t6 and torque transmission from the crankshaft 52 to the transmission 56 side by the centrifugal clutch 68 is started, the rear wheel 40 rotates and the vehicle 12 starts to travel. To do.

  Thereafter, when the driver stops the operation of the throttle grip at time t7, the vehicle 12 is in an idling state. When the driver turns off the ignition switch at time t8, the engine 14 is stopped.

  In the first operation, the one-way clutch 74 is in a free state and does not reach the one-way operation state (lock operation state).

  On the other hand, in the second operation (failure of the ACG starter 92 or the engine 14), as shown in FIG. 11, the one-way clutch 74 is locked during the time period t2 to t4, and the ACG starter 92 is driven in the reverse rotation and forward rotation. Even if the driving is performed, the crankshaft 52 does not reverse or forward, and the crankshaft 52 does not rotate. As a result, the engine speed Ne is maintained at 0 or less, and the vehicle speed does not increase. Further, even when the ACG starter 92 or the crankshaft 52 is in a locked state, the state shown in FIG. 11 is obtained.

  Further, in the third operation (failure of the one-way clutch 74), as shown in FIG. 12, the ACG starter 92 performs the reverse rotation drive by the one-way clutch 74 being locked in the time period from t2 to t3. However, the reverse rotation of the crankshaft 52 does not occur. As a result, no pulse signal is input from the rotor angle sensor 94 to the control device 10 in the time period from t2 to t3.

  11 and 12, the alternate long and short dash line indicates the case of the first operation.

[Effect of this embodiment]
As described above, according to the control device 10 according to the present embodiment, the vehicle 12 having the idle stop function in which the engine 14 in which the ACG starter 92, the centrifugal clutch 68, and the one-way clutch 74 are provided on the crankshaft 52 is mounted. When the engine 14 is started by swingback control using the ACG starter 92, the abnormality determination unit 114 determines whether the crankshaft 52 rotates forward or backward from the detection result of the rotation and the rotation direction of the crankshaft 52 by the rotor angle sensor 94. Detect reverse. When the reverse rotation of the crankshaft 52 is not detected and then the abnormality determination unit 114 determines that forward rotation is detected (third operation in FIG. 9), the idle stop control unit 110 cancels the idle stop mode. Thus, the engine 14 is not automatically stopped (step S20 in FIG. 9).

  As described above, when the abnormality determination unit 114 determines that the swing back cannot be performed and the startability of the engine 14 is deteriorated based on the detection result of the rotor angle sensor 94, the idle stop control unit 110 determines that the engine 14 By prohibiting the automatic stop of the engine 14, it is possible to avoid the occurrence of a start failure of the engine 14 during the idle stop.

  Further, when both reverse rotation and forward rotation of the crankshaft 52 are not detected (second operation in FIG. 8), the abnormality determination unit 114 determines that the crankshaft 52 cannot be rotated or the ACG starter 92 has failed, The idle stop control unit 110 prohibits starting of the engine 14 (step S17 in FIG. 8). Thus, the driver can recognize the failure of the crankshaft 52 or the ACG starter 92.

  Further, if the reverse rotation of the crankshaft 52 is detected but no normal rotation is detected (step S12 of the first operation in FIG. 7), the abnormality determination unit 114 fails to start because the engine 14 cannot exceed the compression torque. It is determined that As a result, when the idle stop control unit 110 allows the engine 14 to restart, the engine 14 can be started again.

  Furthermore, in the neutral state, the gear of the transmission 56 does not mesh, so that the crankshaft 52 can be reversed regardless of the state of the one-way clutch 74, and the abnormality determination unit 114 may make an erroneous determination. Therefore, only in the in-gear state (step S1: YES in FIG. 7), the abnormality determination unit 114 determines the abnormality of the crankshaft 52, thereby preventing an erroneous determination.

  Further, at the time of swingback, the pulse non-detection time is compared with a predetermined motor lock allowable time, and when the pulse non-detection time is longer than the motor lock allowable time, the abnormality determination unit 114 causes the crankshaft 52 to rotate. Since it is determined as impossible (step S5 in FIG. 7: NO), the determination accuracy of the rotation state of the crankshaft 52 can be increased.

  Furthermore, by providing an indicator 130 that informs the driver that the idle stop mode has been released, the driver drives the vehicle 12 while recognizing the state of the idle stop mode. As a result, the driver can easily drive the vehicle 12.

  Furthermore, when the abnormality determination of the one-way clutch 74 occurs continuously, there is a possibility that the one-way clutch 74 has broken down. Can be recognized.

  Further, the determination result of the abnormality of the one-way clutch 74 or the determination result of the abnormality other than the one-way clutch 74 is distinguished and operated with the indicator 130 as a warning light, such as red lighting, red flashing or orange flashing. This makes it possible to easily identify the faulty part at the time of repair, making repair work easier.

  As described above, since it is easy to identify the failure location, for example, the dealer can easily confirm that the one-way clutch 74 is malfunctioning if the indicator 130 is flashing red. Thereby, since the repair work of the vehicle 12 only needs to replace the one-way clutch 74, the number of work steps can be reduced.

  When the one-way clutch 74 is out of order, the driver may set the transmission 56 in the neutral state, operate the kick starter 88 to start the engine 14, and go to the dealer. In this case, when the one-way clutch 74 fails, it is desirable to guide the owner 12 to move the vehicle 12 to the dealer.

  In this case, in the neutral state, the rear wheel 40 and the crankshaft 52 are separated from each other, so that the driver can start the vehicle 12 by kick start and move it to the dealer. Further, unlike the start by the ACG starter 92, in the kick start, the shaft different from the crankshaft 52 is rotated, so that cranking is possible. Further, since the one-way clutch 74 is connected even at the engine speed Nei in the idling state, the kick start can be performed even when the one-way clutch 74 is in the lock operation state.

  As mentioned above, although this invention was demonstrated using suitable embodiment, the technical scope of this invention is not limited to the description range of said embodiment. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above-described embodiments. It is apparent from the description of the scope of claims that the embodiments added with such changes or improvements can also be included in the technical scope of the present invention. In addition, the reference numerals in parentheses described in the claims are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention. It should not be construed as limited.

DESCRIPTION OF SYMBOLS 10 ... Control apparatus 12 ... Vehicle 14 ... Engine (internal combustion engine) 52 ... Crankshaft 56 ... Transmission 68 ... Centrifugal clutch (starting centrifugal clutch)
74 ... One-way clutch 82a ... Primary drive gear 82b ... Primary driven gear 84 ... Main shaft 86 ... Counter shaft 90 ... Transmission gear group 92 ... ACG starter 94 ... Rotor angle sensor (rotation detection device)
DESCRIPTION OF SYMBOLS 96 ... Motor drive circuit 110 ... Idle stop control part 112 ... Swingback control part 114 ... Abnormality determination part 115 ... Shift position sensor (shift position detection apparatus)
130 ... Indicator 131 ... Speedometer

Claims (9)

Torque is applied from the crankshaft (52) of the internal combustion engine (14) of the vehicle (12) to the primary driven gear (82b) provided on the main shaft (84) of the transmission (56) via the starting centrifugal clutch (68). Communicate
When the internal combustion engine (14) is started, the crankshaft (52) is reversed by a predetermined angle by an ACG starter (92) provided on the crankshaft (52), and then the crankshaft (52) is moved. By rotating forward, the internal combustion engine (14) is started,
Provided on the crankshaft (52) during forward rotation of the crankshaft (52) during operation of the internal combustion engine (14) and reverse rotation of the crankshaft (52) during start-up. When the transmission of torque from the crankshaft (52) to the primary driven gear (82b) is cut off by the one-way clutch (74), while the crankshaft (52) is rotated by the primary driven gear (82b) Transmits torque from the primary driven gear (82b) to the crankshaft (52) via the one-way clutch (74),
In the control device (10) of the internal combustion engine (14) in which the control device (10) controls the rotation of the ACG starter (92) and the start of the internal combustion engine (14).
The rotation detection device (94) provided in the vehicle (12) detects the rotation and rotation direction of the crankshaft (52),
The control device (10)
An abnormality determination unit (114) for determining an abnormality of the internal combustion engine (14), the ACG starter (92), and the one-way clutch (74) based on a detection result of the rotation detection device (94);
When the reverse rotation of the crankshaft (52) is not detected and then the abnormality determination unit (114) determines that the forward rotation of the crankshaft (52) is detected, the idle stop mode of the internal combustion engine (14) And an idle stop control unit (110) that does not automatically stop the internal combustion engine (14);
A control device (10) for an internal combustion engine (14), comprising: Control device (10) for an internal combustion engine (14) according to claim 1,
When the abnormality determination unit (114) determines that both reverse rotation and forward rotation of the crankshaft (52) are not detected, the idle stop control unit (110) causes the internal combustion engine (14) to start. A control device (10) for an internal combustion engine (14), characterized in that there is no. Control device (10) for an internal combustion engine (14) according to claim 1 or 2,
When the abnormality determination unit (114) determines that the forward rotation of the crankshaft (52) is not detected after the reverse rotation of the crankshaft (52) is detected, the idle stop control unit (110) A control device (10) for an internal combustion engine (14), wherein restart of the internal combustion engine (14) is allowed in a state where an idle stop mode is maintained. In the control device (10) of the internal combustion engine (14) according to any one of claims 1 to 3,
A neutral position or an in-gear state of the transmission (56) is detected by a shift position detecting device (115) provided in the vehicle (12),
The abnormality determination unit (114) determines an abnormality of the crankshaft (52) only when the shift position detection device (115) detects the in-gear state. Control device (10). In the control device (10) of the internal combustion engine (14) according to any one of claims 1 to 4,
The rotation detection device (94) is a pulse signal detection sensor provided in the ACG starter (92) and outputting the detected rotation and the rotation direction as a pulse signal to the control device (10),
The abnormality determining unit (114) determines that the crankshaft (52) is not rotatable when the non-detection time of the pulse signal exceeds a predetermined time. Control device (10). In the control device (10) of the internal combustion engine (14) according to any one of claims 1 to 5,
The abnormality determination unit (114) determines abnormality of the one-way clutch (74), and the idle stop control unit (110) cancels the idle stop mode and prohibits automatic stop of the internal combustion engine (14). If there is, the idle stop control unit (110) notifies the driver of the vehicle (12) that the idle stop mode has been released via an indicator (130) provided on the vehicle (12). A control device (10) for an internal combustion engine (14). Control device (10) for an internal combustion engine (14) according to claim 6,
After the abnormality determination unit (114) determines the abnormality of the one-way clutch (74), the abnormality determination unit (114) continuously detects the abnormality of the one-way clutch (74) even at the next start of the internal combustion engine (14). ), The idle stop control unit (110) prohibits starting of the internal combustion engine (14), and the control device (10) for the internal combustion engine (14). In the control device (10) of the internal combustion engine (14) according to any one of claims 1 to 7,
The abnormality determination unit (114) determines the abnormality, and notifies the driver of the vehicle (12) of a determination result via a warning light (130) provided in the vehicle (12). An internal combustion engine characterized in that a determination result of abnormality of the clutch (74) and a determination result of abnormality other than the one-way clutch (74) are distinguished and notified to the driver via the warning light (130). (14) The control device (10). Torque is applied from the crankshaft (52) of the internal combustion engine (14) of the vehicle (12) to the primary driven gear (82b) provided on the main shaft (84) of the transmission (56) via the starting centrifugal clutch (68). Communicate
When the internal combustion engine (14) is started, the crankshaft (52) is reversed by a predetermined angle by an ACG starter (92) provided on the crankshaft (52), and then the crankshaft (52) is moved. By rotating forward, the internal combustion engine (14) is started,
In the control device (10) of the internal combustion engine (14) in which the control device (10) controls the rotation of the ACG starter (92) and the start of the internal combustion engine (14).
The rotation detection device (94) provided in the vehicle (12) detects the rotation and rotation direction of the crankshaft (52),
The control device (10)
An abnormality determination unit (114) for determining a reverse rotation abnormality of the internal combustion engine (14), the ACG starter (92), and the crankshaft (52) based on a detection result of the rotation detection device (94);
When the reverse rotation of the crankshaft (52) is not detected and then the abnormality determination unit (114) determines that the forward rotation of the crankshaft (52) is detected, the idle stop mode of the internal combustion engine (14) And an idle stop control unit (110) that does not automatically stop the internal combustion engine (14);
A control device (10) for an internal combustion engine (14), comprising:

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