CN118043549A - Idle stop control device - Google Patents

Abstract

An engine control device (78) for a saddle-ride type vehicle (10) is provided with an engine control unit (140) that stops an engine (42) when an idle stop condition is satisfied, and a starter motor control unit (142); the starter motor control unit controls the ACG starter motor (44) to output torque for rotating the crankshaft (52) when the idle stop condition is satisfied, and the starter motor control unit (142) sets the torque output by the ACG starter motor (44) based on the rotational speed of the engine (42) when the idle stop condition is satisfied.

Description

Idle stop control device

Technical Field

The present invention relates to an idle stop control device.

Background

Japanese laid-open patent publication No. 2020-165343 discloses an engine start control device for a two-wheeled motor vehicle. The engine start control device performs an idle stop for stopping the engine when a predetermined idle stop condition is satisfied. In addition, the engine start control device restarts the engine when the restart condition of the engine is satisfied after the idle stop. Before restarting the engine, the crank shaft is swung back by the starter motor. Then, the crankshaft is rotated forward by the starter motor, and the engine is restarted. The backswing means that the crankshaft is reversed by the starter motor. By swinging the crankshaft back, the rotation angle of the crankshaft can be deviated from the rotation angle of the crankshaft corresponding to the top dead center of the piston in the forward rotation direction of the crankshaft. Thus, when the starter motor rotates the crankshaft, the assisting distance can be ensured until the rotation angle of the crankshaft corresponding to the compression top dead center of the piston is reached. Therefore, the starter motor can strongly rotate the crankshaft. As a result, the time required for restarting the engine can be shortened.

Disclosure of Invention

In the engine start control device disclosed in japanese patent laying-open No. 2020-165343, it takes time to perform cranking back after the restart condition of the engine is satisfied. Therefore, there is a technical problem in that it takes time from when the restart condition of the engine is satisfied until the engine is restarted.

The present invention aims to solve the above-mentioned technical problems.

The present invention relates to an idle stop control device for a saddle-ride type vehicle, comprising an engine and a starter motor, wherein the starter motor outputs a torque to a crankshaft of the engine to rotate the crankshaft.

In this case, as the 1 st configuration, there are provided a condition establishment determination unit that determines that an idle stop condition of the engine is established, an engine control unit, and a starter motor control unit; the engine control unit stops the engine when the idle stop condition is satisfied; the starter motor control unit controls the starter motor to output the torque for rotating the crankshaft when the idle stop condition is satisfied, and sets the torque output by the starter motor based on the rotational speed of the engine when the idle stop condition is satisfied.

As the 2 nd configuration, the starter motor control unit sets the torque output by the starter motor based on the rotation speed of the engine when the idle stop condition is satisfied and the rotation angle of the crankshaft after the idle stop condition is satisfied.

As the 3 rd configuration, the starter motor control unit sets the torque output by the starter motor to be greater as the rotation angle of the crankshaft approaches a rotation angle corresponding to compression top dead center of a piston of the engine during the period when the idle stop condition is satisfied to start the engine stop.

As a 4 th configuration, the starter motor control unit sets the torque output from the starter motor to be greater as the rotational speed of the engine is lower.

According to the 1 st aspect, the time required from the establishment of the restart condition of the engine to the start of the engine can be shortened after the idle stop.

According to configurations 2 to 4, the crankshaft can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine is stopped.

Drawings

Fig. 1 is a side view of a straddle-type vehicle.

Fig. 2 is a sectional view of the swing unit.

Fig. 3 is a control block diagram of the engine control apparatus.

Fig. 4 is a map of duty cycles.

Detailed Description

[ Embodiment 1]

[ Structure of saddle-ride type vehicle ]

Fig. 1 is a side view of a straddle-type vehicle 10. In the following description, the directions of front, rear, upper and lower are described in terms of directions indicated by arrows in fig. 1. When the driver sits on the saddle-ride type vehicle 10 facing the front of the saddle-ride type vehicle 10, the left-hand side of the driver is referred to as left, and the right-hand side of the driver is referred to as right.

The saddle-ride type vehicle 10 of the present embodiment is a scooter-type motorcycle. The saddle-ride type vehicle 10 may be a motorcycle other than a scooter type. The saddle-ride type vehicle 10 may be a three-wheeled motor vehicle, a four-wheeled motor vehicle, or the like.

The saddle-ride type vehicle 10 of the present embodiment is equipped with an idle stop function. The idle stop function is a function of automatically stopping the engine 42 when a predetermined condition is satisfied during the stop of the saddle-ride type vehicle 10. The idle stop function also includes a function of automatically restarting the engine 42 after stopping the engine 42. The idle stop is sometimes referred to as idle stop, idle reduction, no idle, start-stop, etc.

The saddle-ride type vehicle 10 has a vehicle body frame 12. The body frame 12 has a head pipe 14, a down frame 16, a down frame 18, and a rear frame 20.

The head pipe 14 extends forward and downward. A lower hanger 16 extends rearwardly and downwardly from the head tube 14. The lower frame 18 branches to the left and right from the lower end of the lower frame 16. The lower frame 18 branched to the left and right extends rearward. The rear frames 20 extend rearward and upward from the rear ends of the left and right lower frames 18, respectively.

The saddle-ride type vehicle 10 has a steering system 21. Steering system 21 includes steering column 22, bottom beam 24, front fork 26, and steering handle 30.

The steering column 22 is inserted into the interior of the head pipe 14. The head pipe 14 rotatably supports the steering column 22. A front fork 26 is coupled to a lower end of the steering column 22 via a bottom beam 24. The front fork 26 is divided left and right at its upper end. The front fork 26 separated from the left and right extends forward and downward. A front wheel 28 is mounted at the lower end of the front fork 26. The front wheel 28 is rotatably supported on both the left and right front forks 26.

A steering handle bar 30 is mounted to the upper end of steering column 22. The driver steers steering handle 30, and thereby front wheels 28 are steered. A grip 32 is attached to the left end of steering handle 30. A throttle grip 34 is attached to the right end of steering handle 30. By the driver rotating the throttle grip 34, the driver can adjust the opening degree of the throttle valve.

Rear suspensions 36 are mounted on the left and right rear frames 20, respectively. The rear suspension 36 extends rearward and downward. A rear wheel 54 is mounted on a top end portion of the rear suspension 36. The rear wheel 54 is rotatably supported on the rear suspension 36.

A swing unit 40 is connected to the rear end of the lower frame 18 via a link mechanism 38. The swing unit 40 has an engine 42, an ACG (AC Generator) starter motor 44, a continuously variable transmission 46, an air cleaner 48, and a fuel injection device 50.

The engine 42 is a single cylinder four-stroke engine. The engine 42 has a crankshaft 52 (fig. 2) that reciprocates a piston (not shown) inside a cylinder (not shown). The ACG starter motor 44 rotates the crankshaft 52 when the engine 42 is started. After the engine 42 is started, the ACG starter motor 44 serves as an alternator to generate electric power.

The continuously variable transmission 46 is disposed between the engine 42 and the rear wheels 54. The continuously variable transmission 46 is connected to the rear wheels 54 via a speed reducer 56 having a centrifugal clutch (not shown).

The air cleaner 48 is connected to the engine 42 via an intake pipe 58. The fuel injection device 50 is provided in an intake pipe 58. The fuel injection device 50 injects fuel into the intake pipe 58.

The body frame 12 is covered with a synthetic resin body cover 60. The body cover 60 has a front cover 62, a front fender 64, a handle cover 66, a leg shield 68, a lower cover 70, a side cover 72, and a rear fender 74.

The front cover 62 covers the front and rear of the head pipe 14. A main switch 76 is provided on the front housing 62. The driver can switch the main switch 76 on and off by operating the main switch 76. An engine control device 78 is disposed in the front cover 62. The front fender 64 covers the upper side and the rear side of the front wheel 28.

The handle cover 66 covers the widthwise central portion of the steering handle 30 and the steering column 22. A start switch 80 is provided on the handle cover 66. When the main switch 76 is turned on, the driver operates the start switch 80 to start the engine 42. The leg shield 68 covers the forward of the down frame 16 and the rider's legs. The lower cover 70 covers the upper side of the left and right lower frames 18. Lower housing 70 has a foot pedal 82. The side covers 72 cover the outer sides of the left and right rear frames 20. A seat 84 is mounted on the upper portion of the side cover 72. The rear fender 74 covers the upper side of the rear wheel 54.

[ Structure of swing Unit ]

Fig. 2 is a sectional view of the swing unit 40. Fig. 2 shows a section of the oscillating unit 40 taken through II-II of fig. 1. The swing unit 40 has a crank case 86. The crankcase 86 has a left housing 88 and a right housing 90.

The crankshaft 52 is rotatably supported by a bearing 92 and a bearing 94 provided in the crankcase 86. A connecting rod 98 is connected to the crankshaft 52 via a crank pin 96.

The left housing 88 doubles as the transmission housing of the continuously variable transmission 46. A drive pulley 100 is mounted on the left end of the crankshaft 52. The drive pulley 100 has a fixed pulley 102 and a movable pulley 104. The fixed pulley 102 is fixed to the left end of the crankshaft 52 by a nut 103. The movable sheave 104 is spline-fitted to the crankshaft 52. The movable sheave 104 is movable in the rotation axis direction of the crankshaft 52. A belt 106 is sandwiched between the fixed sheave 102 and the movable sheave 104.

On the right side of the movable sheave 104, a swash plate 107 is fixed to the crankshaft 52. A slide member 109 is attached to the outer periphery of the swash plate 107. A protrusion 111 is formed on the outer periphery of the movable sheave 104. The projection 111 extends rightward from the movable sheave 104. The slide member 109 engages with the projection 111. A tapered surface 113 is formed on the outer periphery of the swash plate 107. The tapered surface 113 is formed to incline in a direction approaching the movable sheave 104 from the inner periphery toward the outer periphery of the swash plate 107. A plurality of counterweight rollers 115 are disposed between the tapered surface 113 and the movable sheave 104.

When the rotational speed of the crankshaft 52 increases, the counter weight roller 115 moves toward the outer periphery of the swash plate 107 due to centrifugal force. Thereby, the weight roller 115 presses the movable sheave 104 to bring the movable sheave 104 close to the fixed sheave 102. As a result, the belt 106 sandwiched between the fixed pulley 102 and the movable pulley 104 moves to the outer periphery side of the drive pulley 100. Therefore, the winding diameter of the belt 106 with respect to the drive pulley 100 becomes large.

Torque input from the engine 42 to the drive pulley 100 is transmitted to a driven pulley (not shown) via the belt 106. The torque transmitted to the driven pulley is transmitted to the rear wheel 54 via the speed reducer 56.

An ACG starter motor 44 is disposed inside the right housing 90. The ACG starter motor 44 is a three-phase brushless motor. ACG starter motor 44 has a rotor 108 and a stator 110.

Rotor 108 is fixed to the top end of crankshaft 52 by bolts 112. Rotor 108 rotates integrally with crankshaft 52. Rotor 108 has a plurality of magnets 114. A plurality of magnets 114 are arranged along the circumferential direction of rotor 108.

The stator 110 is disposed on the inner peripheral side of the rotor 108. The stator 110 is fixed to the right housing 90 by bolts 116. Coils 118 corresponding to the U phase, V phase, and W phase are wound around the stator 110.

A fan 120 is mounted on rotor 108. Fan 120 is secured to rotor 108 by bolts 122. A cover member 124 is mounted on the right side of the fan 120. The cover member 124 has a heat sink 126.

A sprocket 128 is fixed to the crankshaft 52. Sprocket 128 is disposed between ACG starter motor 44 and bearing 94. A cam chain (not shown) driving a cam shaft (not shown) is wound around the sprocket 128. Sprocket 128 is integrally formed with pump gear 130. The pump gear 130 transmits the torque of the crankshaft 52 to a pump (not shown). The pump discharges oil for lubricating the engine 42 and the like.

[ Structure of Engine control device ]

Fig. 3 is a control block diagram of the engine control device 78. The engine control device 78 includes a drive circuit 132, a voltage regulator 134, and an arithmetic unit 136. The engine control device 78 corresponds to an idle stop control device of the present invention.

The drive circuit 132 functions as an inverter or a converter. When the ACG starter motor 44 is operated by the electric power of the battery, the drive circuit 132 functions as an inverter. When the ACG starter motor 44 is regenerated to charge the battery, the drive circuit 132 functions as a converter. When the drive circuit 132 functions as an inverter, the drive circuit 132 adjusts the voltage output to the ACG starter motor 44 by PWM control. Thereby, the torque output from the ACG starter motor 44 is controlled.

The voltage regulator 134 adjusts the voltage output from the drive circuit 132 to a predetermined voltage, and charges the battery.

The arithmetic unit 136 is implemented by a processing circuit. The processing Circuit is constituted by an integrated Circuit such as an ASIC (Application SPECIFIC INTEGRATED Circuit) or an FPGA (Field-Programmable gate array). In addition, the processing circuitry may be comprised of electronic circuitry that includes discrete devices. The processing circuit may be configured by a processor such as a CPU (Central Processing Unit: central processing unit) or a GPU (Graphics Processing Unit: graphics processor). In this case, the processing circuit is realized by executing a program stored in a storage unit, not shown, by a processor.

The arithmetic unit 136 includes a condition establishment determination unit 138, an engine control unit 140, and a starter motor control unit 142.

The condition establishment determination unit 138 determines that the idle stop condition of the engine 42 is established when the engine 42 is driven. The idle stop condition is, for example, the following conditions (1) to (3).

(1) The speed of the saddle-ride type vehicle 10 is equal to or less than a predetermined speed

(2) The brake operation amount of the driver is equal to or more than a predetermined operation amount

(3) SOC (State Of Charge) Of the battery is equal to or higher than a predetermined value

The idle stop condition may be other than the conditions (1) to (3).

Further, the condition establishment determination unit 138 determines that the restart condition of the engine 42 is established after the idle stop of the engine 42. The restart conditions of the engine 42 are, for example, the following (4) to (6).

(4) The brake operation amount of the driver is smaller than the prescribed operation amount

(5) The rotation angle of the throttle grip 34 is equal to or greater than a predetermined rotation angle

(6) SOC of battery is smaller than prescribed value

The restart conditions of the engine 42 may be other than the conditions (4) to (6).

When the idle stop condition is satisfied, the engine control unit 140 controls the fuel injection device 50 to stop fuel injection. After fuel injection is stopped by fuel injection device 50, crankshaft 52 is initially allowed to continue to rotate by inertia. Then, the engine 42 is stopped.

When the idle stop condition is satisfied, the starter motor control unit 142 controls the drive circuit 132 to cause the ACG starter motor 44 to output a torque for rotating the crankshaft 52 in the forward direction. The starter motor control unit 142 sets the duty ratio of PWM (Pulse Width Modulation: pulse width modulation) control of the drive circuit 132 according to the rotational speed of the engine 42. The starter motor control unit 142 sets the duty ratio according to the rotation angle of the crankshaft 52 until the engine 42 stops. Thereby, the torque output from the ACG starter motor 44 is controlled.

After the fuel injection device 50 stops fuel injection, the ACG starter motor 44 assists rotation of the crankshaft 52 due to inertia. The ACG starter motor 44 can rotate the crankshaft 52 to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine 42 is stopped. As a result, the rotation angle of the crankshaft 52 at the time of stopping the engine 42 becomes a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston. Control of the torque output by the ACG starter motor 44 when the idle stop condition is satisfied will be described in detail later.

When the restart condition of the engine 42 is satisfied, the starter motor control unit 142 controls the drive circuit 132 to cause the ACG starter motor 44 to output a torque for rotating the crankshaft 52. When the idle stop condition is satisfied, the engine control unit 140 controls the fuel injection device 50 to start fuel injection. Thereby, the engine 42 is restarted.

[ Control of torque of ACG Starter Motor ]

Fig. 4 is a map of duty cycles. The map of fig. 4 is used for PWM control of the driving circuit 132 when the idle stop condition is satisfied. Fig. 4 shows the duty ratio corresponding to the combination of the rotational speed of the engine 42 and the rotational angle of the crankshaft 52. The higher the duty ratio of the PWM control of the drive circuit 132, the greater the torque output by the ACG starter motor 44.

The rotation speed of the engine 42 used when the duty ratio is obtained from the map is the rotation speed at the point in time when the idle stop condition is satisfied. After the idle stop condition is satisfied, the rotation speed of the engine 42 at the time point when the fuel injection device 50 stops the injection of the fuel may be used.

The rotation angle of the crankshaft 52 used when the duty ratio is calculated from the map is the rotation angle from the point in time when the idle stop condition is established to the point in time when the engine 42 is stopped. The rotation angle of the crankshaft 52 is changed from time to time during the period from the time point when the idle stop condition is established to the time point when the engine 42 is stopped. The duty ratio obtained from the map changes according to the change in the rotation angle of the crankshaft 52. The rotation angle of the crankshaft 52 used when the duty ratio is obtained from the map may be a rotation angle from the time point when the fuel injection device 50 stops injecting fuel to the time point when the engine 42 stops when the idle stop condition is satisfied.

In the map shown in fig. 4, the rotation angle of the crankshaft 52 corresponding to the exhaust top dead center of the piston is set to 360 degrees. In the map shown in fig. 4, the rotation angle of the crankshaft 52 corresponding to the compression top dead center of the piston is set to 720 degrees.

As shown in fig. 4, the lower the rotation speed of the engine 42, the higher the duty ratio is set. As a result, the lower the rotational speed of the engine 42, the greater the torque output by the ACG starter motor 44 is set.

As shown in fig. 4, when the rotation speed of the engine 42 is low, the duty ratio is increased from the time when the rotation angle of the crankshaft 52 is small. As shown in fig. 4, when the rotational speed of the engine 42 is 100rpm to 300rpm and the rotational angle of the crankshaft 52 is 10 degrees to 360 degrees, the duty ratio is set to 10% to 30%. As a result, the ACG starter motor 44 can output a torque to the extent that the ACG starter motor 44 does not stop.

[ Effect of the invention ]

Conventionally, there is a technique of swinging back the crankshaft 52 when a restart condition of the engine 42 after an idle stop is satisfied. Accordingly, the rotation angle of the crankshaft 52 can be deviated from the rotation angle of the crankshaft 52 corresponding to the top dead center of the piston in the forward rotation direction of the crankshaft 52. Therefore, the ACG starter motor 44 can forcefully rotate the crankshaft 52. As a result, the time required for restarting the engine 42 can be shortened.

However, when the restart condition of the engine 42 is satisfied, a time for performing the backswing of the crankshaft 52 is required. Therefore, it takes time from when the restart condition of the engine 42 is satisfied until the engine 42 is restarted.

In the engine control device 78 of the present embodiment, when the idle stop control is established, the starter motor control unit 142 controls the ACG starter motor 44 to output a torque for rotating the crankshaft 52 in the forward direction. The starter motor control unit 142 sets the torque output from the ACG starter motor 44 based on the rotational speed of the engine 42 at the point when the idle stop condition is satisfied.

In the compression step of the engine 42, the closer the crankshaft 52 is to the rotation angle corresponding to the compression top dead center of the piston, the more air in the cylinder is compressed, and therefore the resistance against the rotation of the crankshaft 52 increases. In the engine control device 78 of the present embodiment, after the fuel injection device 50 stops the fuel injection, the ACG starter motor 44 assists the rotation of the crankshaft 52 due to inertia. The ACG starter motor 44 can rotate the crankshaft 52 to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine 42 is stopped. As a result, the rotation angle of the crankshaft 52 at the time of stopping the engine 42 becomes a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston. Therefore, at the time point when the engine 42 is stopped, the rotation angle of the crankshaft 52 can be deviated from the rotation angle of the crankshaft 52 corresponding to the top dead center of the piston in the forward rotation direction of the crankshaft 52. When the restart condition of the engine 42 after the idle stop is satisfied, the crankshaft 52 does not need to be swung back. Therefore, the time from the establishment of the restart condition of the engine 42 until the restart of the engine 42 can be shortened.

In the engine control device 78 of the present embodiment, the starter motor control unit 142 sets the torque output from the ACG starter motor 44 to be greater as the rotation speed of the engine 42 is lower at the point in time when the idle stop condition is satisfied. The lower the rotational speed of the engine 42, the smaller the inertial force that rotates the crankshaft 52. When the rotational speed of the engine 42 is low and the inertial force for rotating the crankshaft 52 is small, the torque for assisting the rotation of the crankshaft 52 by the ACG starter motor 44 is set to be large. Thus, the crankshaft 52 can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine 42 is stopped.

In the engine control device 78 of the present embodiment, the starter motor control unit 142 sets the torque output from the ACG starter motor 44 based on the rotation angle of the crankshaft 52 from the start of the idling stop condition to the stop of the engine 42. Specifically, the starter motor control unit 142 sets the torque output from the ACG starter motor 44 to be greater as the rotation angle of the crankshaft 52 approaches the rotation angle corresponding to the compression top dead center of the piston of the engine 42. The closer the rotation angle of the crankshaft 52 is to the rotation angle corresponding to the compression top dead center of the piston of the engine 42, the greater the resistance against the rotation of the crankshaft 52. At the rotation angle of the crankshaft 52 at which the resistance becomes large, the torque at which the ACG starter motor 44 assists the rotation of the crankshaft 52 is set to be large. Thus, the crankshaft 52 can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine 42 is stopped.

The present invention is not limited to the above-described embodiments, and various configurations can be adopted within a range not departing from the gist of the present invention.

[ Solution according to the embodiment ]

The following describes the embodiments that can be grasped from the above embodiments.

An idle stop control device (78) for a saddle-ride type vehicle (10) comprising an engine (42) and a starter motor (44), wherein the starter motor outputs a torque for rotating a crankshaft (52) of the engine (42) to the crankshaft (52), and the idle stop control device comprises a condition establishment determination unit (138), an engine control unit (140), and a starter motor control unit (142), wherein the condition establishment determination unit determines that an idle stop condition of the engine (42) is established; the engine control unit stops the engine (42) when the idle stop condition is satisfied; the starter motor control unit controls the starter motor (44) to output the torque for rotating the crankshaft (52) when the idle stop condition is satisfied, and the starter motor control unit (142) sets the torque output by the starter motor (44) based on the rotational speed of the engine (42) when the idle stop condition is satisfied. This can shorten the time from the establishment of the restart condition of the engine to the restart of the engine.

In the above-described idle stop control device, the starter motor control unit (142) may set the torque output by the starter motor (44) based on the rotation speed of the engine (42) when the idle stop condition is satisfied and the rotation angle of the crankshaft (52) after the idle stop condition is satisfied. Thus, the crankshaft can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine is stopped.

In the above idle stop control device, the starter motor control unit (142) may set the torque output by the starter motor (44) to be greater as the rotation angle of the crankshaft (52) approaches a rotation angle corresponding to a compression top dead center of a piston of the engine (42) during a period from when the idle stop condition is satisfied to when the engine (42) is stopped. Thus, the crankshaft can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine is stopped.

In the above idle stop control device, the starter motor control unit (142) may set the torque output from the starter motor (44) to be greater as the rotation speed of the engine (42) is lower. Thus, the crankshaft can be rotated to a rotation angle exceeding the rotation angle corresponding to the compression top dead center of the piston before the engine is stopped.

Description of the reference numerals

42: An engine; 44: ACG starter motor (starter motor); 52: a crankshaft; 78: engine control means (idle stop control means); 138: a condition establishment determination unit; 140: an engine control unit; 142: start motor control unit

Claim (modification according to treaty 19)

1. An idle stop control device (78) for a saddle-ride type vehicle (10) is provided with an engine (42) and a starter motor (44), wherein,

The starter motor outputs a torque for rotating a crankshaft (52) of the engine (42) to the crankshaft (52), characterized in that,

Comprises a condition establishment determination unit (138), an engine control unit (140), and a starter motor control unit (142),

The condition satisfaction judging unit judges that an idle stop condition of the engine (42) is satisfied;

the engine control unit stops the engine (42) when the idle stop condition is satisfied;

the starter motor control unit controls the starter motor (44) to output the torque for rotating the crankshaft (52) when the idle stop condition is satisfied,

The starter motor control unit (142) sets the torque output by the starter motor (44) according to the rotation speed of the engine (42) when the idle stop condition is satisfied,

The starter motor control unit (142) sets the torque output by the starter motor (44) based on the rotational speed of the engine (42) when the idle stop condition is satisfied and the rotational angle of the crankshaft (52) after the idle stop condition is satisfied,

The starter motor control unit (142) sets the torque output by the starter motor (44) to be greater as the rotation angle of the crankshaft (52) approaches a rotation angle corresponding to the compression top dead center of the piston of the engine (42) during a period from when the idle stop condition is satisfied to when the engine (42) is stopped.

2. The idle stop control device (78) of claim 1, wherein,

The starter motor control unit (142) sets the torque output by the starter motor (44) to be greater as the rotational speed of the engine (42) decreases.

Claims (4)

1. An idle stop control device (78) for a saddle-ride type vehicle (10) is provided with an engine (42) and a starter motor (44), wherein,

The starter motor outputs a torque for rotating a crankshaft (52) of the engine (42) to the crankshaft (52), characterized in that,

Comprises a condition establishment determination unit (138), an engine control unit (140), and a starter motor control unit (142),

The condition satisfaction judging unit judges that an idle stop condition of the engine (42) is satisfied;

the engine control unit stops the engine (42) when the idle stop condition is satisfied;

the starter motor control unit controls the starter motor (44) to output the torque for rotating the crankshaft (52) when the idle stop condition is satisfied,

The starter motor control unit (142) sets the torque output by the starter motor (44) according to the rotational speed of the engine (42) when the idle stop condition is satisfied.

2. The idle stop control device (78) of claim 1, wherein,

The starter motor control unit (142) sets the torque output by the starter motor (44) based on the rotational speed of the engine (42) when the idle stop condition is satisfied and the rotational angle of the crankshaft (52) after the idle stop condition is satisfied.

3. The idle stop control device (78) of claim 2, wherein,

The starter motor control unit (142) sets the torque output by the starter motor (44) to be greater as the rotation angle of the crankshaft (52) approaches a rotation angle corresponding to the compression top dead center of the piston of the engine (42) during a period from when the idle stop condition is satisfied to when the engine (42) is stopped.

4. The idle stop control device (78) according to any one of claims 1 to 3,

The starter motor control unit (142) sets the torque output by the starter motor (44) to be greater as the rotational speed of the engine (42) decreases.