^年日修(复)正替^ 九、發明說明： 【發明所屬之技術領域】 〜本發明係關於-種引擎控制裝置，尤其係關於—種在規 ^條件下使引擎停止，防止產生由自動㈣裝置而發出之 連績切換聲之引擎控制裝置。 【先前技術】 客知有一種減壓（decompression)裝置，即於引擎起 動時:藉由開放汽缸内之壓縮空氣之壓力而使起動轉矩減 小，減輕因腳踩等而產生之起動控制力。 於專利文獻1中揭示有如下自動減壓裝置，即，於排氣 ，之凸輪軸之端部安襄有離心機構，該離心機構於施加規 疋離〜力時對減壓機構之作動狀態進行切換。該自動減壓 裝置構成為，例如，於引擎起動時，於凸輪軸產生規定離 心力之規Μ擎轉速以下之狀態下，在I缩衝程使排氣側 閥未全部封閉之減壓機構作動後，減小起動轉矩，此後， 引擎起動’ d丨擎之轉速超過規定轉速肖，自冑地使減壓 機構切換為非作動狀態。 (專利文獻1)日本專利特開昭6〇_4〇715號公報 【發明内容】 (發明所欲解決之問題） j而於專利文獻1之技術中，騎士等調整怠速轉速， 使該怠速轉速降到與上述規定轉速相同或者大致相同轉 速之情況下，由於引擎轉速為在上述規定轉速之附近左 右，故而有反覆進行減壓機構作動狀態與非作動狀態之切 95139476 5 :此時’上述自動減壓袭置則研藉由因凸 離心力，使作為機械元件之離心配重移 續切換聲。 ♦仵彼此之干涉等而發出之連 之目的在於提供—種引擎控钱置，解決上述先 =技術之蜾題，在規定條件下使引擎停 動減壓裝置而發出之連續切換聲。 纟產生由自 (解決問題之手段） 、亲述目的，本發明之引擎控制裝置具備：引擎轉 、欢’.1 & ’對引擎轉速進行檢測；點火裝置，使火星塞 =且：及附有離心機構之自動減壓裝置；而其第1特： ===手段，其在引擎起動後，若上述引擎轉 . 土本忍速轉速低且和上述自動減壓裝置之作 目同或者大致相同的轉速之規定轉速為低的 期間持續達規定期間時，則使上述點火裝置停止。 動：：♦上述5|擎控制裝置之第2特徵在於，於引擎之起 上上述引擎轉速和上述規定轉速相同或者超出比 轉速為高的第2規定轉速達第2規定期間時，則 谷许上述點火停止手段作動。 (發明效果） 動‘壓^特徵發明’即使於藉由進行將怠速轉速降到自 之切換轉速附近之調整，產生自動減壓裝 換聲之可能性之情況下’由於其可迅速地使 擎V止，故而可防止產生上述連續切換聲，且不會給使 95139476 6 1^20819^年修修(复)正为^ 九, Invention Description: [Technical Field of the Invention] ~ The present invention relates to an engine control device, in particular, to stop the engine under conditions An engine control device that automatically switches the sound to the (4) device. [Prior Art] A decompression device is known, that is, when the engine is started: the starting torque is reduced by opening the pressure of the compressed air in the cylinder, and the starting control force due to the foot or the like is reduced. . Patent Document 1 discloses an automatic decompression device in which a centrifugal mechanism is mounted at an end portion of a cam shaft of an exhaust gas, and the centrifugal mechanism performs an operation state of the decompression mechanism when a biasing force is applied. Switch. The automatic decompression device is configured, for example, after the engine is started, in a state where the camshaft generates a predetermined centrifugal force equal to or lower than the engine speed, and the pressure reducing mechanism that does not completely close the exhaust side valve is actuated in the first contraction stroke. The starting torque is reduced, and thereafter, the engine starts to 'the speed of the engine exceeds the predetermined speed, and the pressure reducing mechanism is automatically switched to the non-actuated state. In the technique of Patent Document 1, the knight or the like adjusts the idle rotation speed so that the idle rotation speed is obtained. When the engine speed is the same as or equal to the above-described predetermined number of revolutions, since the engine speed is about the vicinity of the predetermined number of revolutions, the pressure-reducing mechanism is activated and the non-actuated state is reversed. 95139476 5: At this time, the above-mentioned automatic The decompression attack is carried out by switching the centrifugal weight as a mechanical component by the centrifugal force. ♦ 仵 仵 仵 仵 仵 等 之 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 仵 。 The engine control device of the present invention has the following functions: engine turn, joy '.1 & 'detection of engine speed; ignition device to make spark plug = and: An automatic pressure reducing device having a centrifugal mechanism; and a first special: === means, after the engine is started, if the engine is turned, the speed of the soil is low and is the same as or substantially the same as the automatic pressure reducing device described above. When the period in which the predetermined number of revolutions of the same number of revolutions is low continues for a predetermined period, the ignition device is stopped. The second feature of the above-described engine control device is that when the engine speed is equal to the predetermined number of revolutions or the second predetermined number of revolutions higher than the number of revolutions reaches the second predetermined period, The above ignition stop means is actuated. (Effect of the Invention) The moving 'pressure characteristic invention' even if the adjustment of the idle speed is reduced to the vicinity of the switching speed, the possibility of automatic decompression and replacement of the sound is generated, because it can quickly make the engine V stops, so it can prevent the above continuous switching sound from being generated, and will not give 95139476 6 1^20819
I 用者帶來不適感…由於 .發出連續切換聲之轉速，而強制地使^/止動減壓裝置 :促使騎士進行提高怠速轉速之調整。7 ，故而其可 停土:制1 ::須=擎停止時，才可執行上述引擎 又猎此，則可防止因不必要之3丨敬p L 騎士帶來不通感等之情形β T止而給 【實施方式】 明二參式就本發明之較佳的實施形態加以詳細說 圖1為適用本發明之二輪機車A 一 圖。—鈐ΜΙ Ί A、* 士 1 貧軛形態之側視 :變S’ 達型之二輪機車，其具備有内置無 ::: =早元擺動式動力單元。於固定地連結於作為車 之頭管3處，轴接有左右_對前叉6，並且於 …之下端部之車軸7處旋轉自如地安袭有前輪I ^述前二？可藉由自把手蓋5在車寬方向左右突出之把 4進打操舵，且可統一操舵覆蓋前輪WF上方之前擋泥 板Μ與上述前叉6。於配設於上述前擔泥板1〇上方之作 為車i之刖盍9處’安裝有左右2燈式之前燈單元6〇， ί左！7對方向指示燈單元70。於上述前蓋9之内側且 月'J燈單元60之上方，設置有控制點火時機等之Ecu(引擎 控制單元，engine c〇ntr〇l unit)5〇，且於上述前蓋9之 上。卩，以與該前蓋9形成連續的外裝面之方式連接有分 割f中心蓋8。又，於上述前蓋9之車輛後方側，配設有 覆盍上述主架2之蓋板26,該蓋板26在其下方與讓騎士 95139476 7 丄j厶υδ丄yI The user brings discomfort... Because the speed of the continuous switching sound is issued, and the ^/stop decompression device is forcibly activated: the knight is urged to adjust the idle speed. 7 , so it can be stopped: system 1 :: must = when the engine stops, can only perform the above engine and hunt this, it can prevent the situation caused by the unnecessary 3 p p p k k k k k k k k DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a view showing a preferred embodiment of the present invention. FIG. —钤ΜΙ Ί A,* 士 1 Side view of the yoke form: The second S-type dynamometer is equipped with a built-in no-::= early-earth oscillating power unit. It is fixedly coupled to the head pipe 3 as a vehicle, and the front and rear forks 6 are axially coupled, and the front axle I is rotatably swung at the lower end of the axle 7 at the lower end. The steer can be steered by the handle cover 5 protruding from the left and right in the vehicle width direction, and the stern can be unified to cover the front fender 上方 above the front wheel WF and the front fork 6. It is installed at the top of the front slab 1〇 as the i9 of the car i. The left and right 2-lamp type lamp unit 6〇, ί left! 7 pairs of direction indicator units 70. An Ecu (engine control unit) 5 控制 controlling the ignition timing or the like is provided on the inner side of the front cover 9 and above the moonlight unit 60, and is disposed above the front cover 9. That is, the split f center cover 8 is connected to form a continuous outer surface with the front cover 9. Further, on the rear side of the front cover 9 on the vehicle side, a cover plate 26 covering the main frame 2 is disposed, and the cover plate 26 is located below it to allow the knight 95139476 7 丄j厶υδ丄y
汔年7月处日修(更 ；I 置腳之腳踏板15結合。又，λ 前下蓋13，與位於上述腳踏板15下方之下^之社下/之 於上述主架2之下部後方 一。 有支持譆驍_μ # e 』W系Π，並且連結 16 i ==力1及機身防護蓋12等之座架 引擎17、=1=2之車錢村__接有，包含 π化态18、空氣清潔器19之 端側。該動力單元22，利用安裝於上 70 器23而縣it -, 16之後緩衝 另-端二：;二 以上述一端側為轴而搖動，且於 車轴65。/，輪之後輪WR旋轉自如地軸支撐於 有利用上述鶴〇控制點火時機之火星圖^處女裝 述汽缸蓋之排氣口（參照圖；置於上 別，連結於車輛後方之消音器21。；；^接之排氣管 置有曲軸40之上述動力里99於與車寬方向平行配 心上通動力早兀22之下部，也壯> 28，當騎士下車砗，叮” 士 P女裝有主腳架 於上们L / 狀態保持二輪機車1。又， 於二機身防護蓋12之車輛後方 …尾燈/停車燈與左右方向指示燈單：：：早了 =广方安裝有覆蓋後〜體二，。且 表示與上述：ΠΓπ之:面圖。與上述相同之元件符號 ，、上呔相同或者同等部分。於該 17整體中汽紅體72以上之部分。圓筒狀之、、舌= '引擎 且r°d)7°，連結於作為輸出軸之上述… ;上_===：體72之套筒73内。又： 體72之上縞固疋有汽缸蓋&且於上述活塞 95139476 1320819 71之上方形成有使混合氣體燃燒之燃燒室74 於上述汽缸蓋75中配設有：控制向上述燃燒室進行 混合氣體之吸排氣的吸氣侧閥82以及排氣側閥86，以及 用以點燃經壓縮之混合氣體之上述火星塞52。以汽缸葚 78覆蓋之上述吸氣側閥82以及排氣側閥86之開閉動作 係藉由吸氣側凸輪80以及排氣側凸輪84所控制，而上述 吸氣側凸輪80以及排氣側凸輪84固定地安裝於伴隨上述 曲軸40之旋轉力而旋轉之凸輪軸（未圖示）處。上=吸^ 侧閥82以及排氣侧閥86，藉由閥彈簧83、8了之彈力， 而經常被按向遮蔽吸氣口 77以及排氣口 76與燃燒室Μ 之間的方向。繼而，若上述凸輪轴旋轉，則沿上述吸氣侧 凸輪80以及排氣侧凸輪84之外周面形狀，自上方按壓挺 桿8卜85,故而可實現吸氣側闕犯以及排氣側間86之 開^作。再者’於該圖中，由於上述吸氣側凸輪位 上述凸輪軸同軸上之基圓80a至外周面為止之距 处：近的位置’故而上述吸氣側閥82處於全部封閉之狀 : : 於本實施形態之引擎17巾，於安裝有上述排 之凸輪軸之端部，具備有附有離心機構之自 動減壓裝置9〇。 箄：狀匕（b)、(C)為分別構成上述自動減壓裝置9〇之 =板：：固持器（holder)9卜第i離心配重犯、第2 uη 之前視圖。與上述相同之元件符號表示與上 述相同或者同箅邱八 ^ 9 Μ σ刀。於用以保持上述第1離心配重92 以及弟2離心配曹 之固持器91中，設置有第1連結孔 95139476 1320819 I%"年7月χ日修(更)正 91a以及安裝孔91b。又，於第丨離心配重92中設置有第 2連結孔92a、第3連結孔92b、以及第丨彈簧卡合槽92c。 進而，於第2離心配重93中設置有第4連結孔9二與第 2彈簧卡合槽93c’而且於第2離心配重93之背面侧設置 有具有厚度之圓柱狀減壓凸輪95。再者，設置於上述第2 離心配重93之卡合部e、F將如後述。 圖4(a)、（b)分別表示減壓作動時之自動減壓裝置9〇、 與非減壓作動時之自動減壓裝置9〇之前視圖。與上述相 同之元件符號表示與上述相同或者同等部分。首先，對包 含上述固持器9卜第1離心配重92、第2離心配重93之 自動減壓裝置90之構成進行說明。於上述固持器91之安 裝孔91b(參照圖3)固定地安裝具有卡合部101a之圓形Λ 緣ίο卜又，第1離心配重92之第3連結孔92b與第2 離心配重93之第4連結孔93b，藉由銷1()3而可旋轉地 受到軸支撐。繼而’第1離心配重92之第2連結孔92a 與固持器91之第1連結孔91a，藉由銷1G2可旋轉地受 到軸支撐’進而’於第1離心配重92之第1彈簣卡合槽 92c與第2離心配重93之第2彈簧卡合槽93。之間卡合 有彈簧100。 藉由如上所述之構成，自動減壓裝置90，於上逃排氣 侧凸輪轴在產生規定離心力之轉速未滿之情況下，如圖 4(a)所不’第1離心配重92以及第2離心配重93，可藉 由彈簧100之彈力雄姓 吁刀維持向内侧方向關閉之狀態。此時，上 述第2離心配重9 3 $ 之卡合部F，與上述圓形凸緣101之 95139476 1320819 年？月舛日修(更)正替換頁 卡合部101a穩定地卡合。 〃人隧著引擎轉速上升，上述排氣側凸輪軸之轉速提 南，右上述第1離心配重92以及第2離心配重93所承受 .之離心力超過規定值，則上述第i離心配重92以及第2 離心配重93，抵抗上述彈| 1〇〇之彈力，形成向固持器 91之外周方向打開之狀態。此時，上述凸緣1〇〇之卡合 部l〇la之卡合前端，自第2離心配重⑽之卡合部F向卡 & β E移行，只要上述引擎轉速超過規定轉速，就可穩定 地卡σ於上述卡合部£。如上所述，上述自動減壓裝置 90，由於包含隨著切換動作之機械的卡合部分，故而於進 行作動/非作動狀態之切換時發出若干之作動聲，且該切 換聲在連續發出之情況下，該連續切換聲具有讓騎士察覺 之可能性。 圖5(a)、（b)分別表示減壓作動時之排氣側凸輪84以 及減壓凸輪95之位置關係，以及非減壓作動時之排氣侧 凸輪84以及減壓凸輪95之位置的概略說明圖。與上述相 同之元件符號表示與上述相同或者同等部分。如上所述， 圖5(a)所示之減壓作動時，即於引擎轉速未滿規定轉速 之情況下，由於上述減壓凸輪95僅較排氣側凸輪84之凸 輪面高突出高度h，故而上述挺桿85僅按下高度h，並且 排氣側閥86僅打開高度h。另一方面，圖5(b)之非減虔 作動時，即於排氣側凸輪軸之轉速超過規定轉速之情況 下’由於上述減壓凸輪95收納於較排氣側凸輪^之凸輪 面之内側，不此與上述挺桿85卡合，故而排氣側閥⑽進 95139476 11 i以⑽丄y i以⑽丄yIn July of the next year, it was repaired (more; I set foot pedal 15 combined. Also, λ front lower cover 13 and under the above-mentioned footboard 15 are below/under the main frame 2 Lower rear one. There is support 嘻骁 _μ # e 』W system 并且, and the connection of 16 i == force 1 and fuselage protective cover 12 and other frame engine 17, =1 = 2 car money village __ connected, The π-state 18 includes an end side of the air cleaner 19. The power unit 22 is mounted on the upper unit 23 and the county is -16, and then buffers the other end 2; And on the axle 65. /, the rear wheel WR is freely rotatably supported by the ventilating port of the woman's cylinder head using the above-mentioned crane control ignition timing (refer to the figure; placed on the top, connected to the vehicle) The rear silencer 21;;; connected to the exhaust pipe is placed with the crankshaft 40 in the above power 99 in parallel with the car width direction of the power on the lower part of the early 22, also strong 28, when the knight gets off the bus , 叮 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士 士Right direction indicator light::: early = wide installation has covered ~ body two, and indicates the above: ΠΓπ: face diagram. The same component symbol as above, the same or equivalent part of the upper. 17 overall part of the upper part of the vapor red body 72. Cylindrical, tongue = 'engine and r °d) 7 °, connected to the above as the output shaft ...; _ ===: sleeve 72 of the body 72 Further, a cylinder head & is formed on the body 72 and a combustion chamber 74 for burning the mixed gas is disposed above the piston 95139476 1320819 71 to be disposed in the cylinder head 75: controlling the combustion chamber An intake side valve 82 and an exhaust side valve 86 for performing intake and exhaust of the mixed gas, and the above-described spark plug 52 for igniting the compressed mixed gas, the above-described intake side valve 82 and exhaust gas covered by the cylinder bore 78 The opening and closing operation of the side valve 86 is controlled by the intake side cam 80 and the exhaust side cam 84, and the intake side cam 80 and the exhaust side cam 84 are fixedly attached to rotate together with the rotational force of the crankshaft 40. Camshaft (not shown). Upper = suction side valve 82 and exhaust side 86, by the spring force of the valve springs 83, 8, is often directed to shield the suction port 77 and the direction between the exhaust port 76 and the combustion chamber 。. Then, if the cam shaft rotates, then the suction The outer cam shape of the side cam 80 and the exhaust side cam 84 presses the tappet 8 and 85 from above, so that the suction side smashing and the exhaust side 86 can be opened. Further, in the figure, Since the suction side cam position is at a distance from the base circle 80a on the coaxial axis of the cam shaft to the outer peripheral surface: a near position, the suction side valve 82 is completely closed: : The engine 17 of the present embodiment An automatic pressure reducing device 9A with a centrifugal mechanism is provided at an end portion of the cam shaft to which the row is attached.箄: The conditions (b) and (C) are the front view of the above-mentioned automatic decompression device 9 = = plate: holder 9 ith centrifugal counterweight and 2 uη. The same component symbols as described above are the same as described above or the same as Qiu Ba ^ 9 Μ σ knife. The first connecting hole 95139476 1320819 I%" . Further, the second coupling hole 92a, the third coupling hole 92b, and the second spring engaging groove 92c are provided in the second centrifugal weight 92. Further, the second centrifugal weight 93 is provided with a fourth coupling hole 9 and a second spring engagement groove 93c', and a cylindrical pressure reducing cam 95 having a thickness is provided on the back side of the second centrifugal weight 93. Further, the engaging portions e and F provided in the second centrifugal weight 93 will be described later. 4(a) and 4(b) are front views showing the automatic decompression device 9A at the time of decompression operation and the automatic decompression device 9〇 at the time of non-decompression operation. The same reference numerals as above denote the same or equivalent parts as described above. First, the configuration of the automatic decompression device 90 including the first centrifugal weight 92 and the second centrifugal weight 93 of the above-described holder 9 will be described. A circular flange having the engaging portion 101a is fixedly attached to the mounting hole 91b (see Fig. 3) of the retainer 91, and the third connecting hole 92b and the second centrifugal weight 93 of the first centrifugal weight 92 are fixed. The fourth coupling hole 93b is rotatably supported by the shaft by the pin 1 () 3. Then, the second connection hole 92a of the first centrifugal weight 92 and the first connection hole 91a of the holder 91 are rotatably supported by the pin 1G2 and further the first magazine of the first centrifugal weight 92. The engagement groove 92c and the second spring engagement groove 93 of the second centrifugal weight 93. A spring 100 is engaged between the two. According to the configuration described above, the automatic decompression device 90 does not have the first centrifugal weight 92 as shown in Fig. 4(a) when the rotational speed of the upper centrifugal camshaft is not sufficient to generate the predetermined centrifugal force. The second centrifugal weight 93 can be maintained in the inward direction by the elastic force of the spring 100. At this time, the engagement portion F of the second centrifugal weight 9 3 $ and the above-mentioned circular flange 101 are 95139476 1320819? The 舛 舛 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( When the engine speed of the tunnel is increased, the rotation speed of the exhaust side camshaft is increased, and the centrifugal force of the first centrifugal weight 92 and the second centrifugal weight 93 is higher than a predetermined value, the ith centrifugal weight is exceeded. The 92 and the second centrifugal weight 93 are in a state of being opened to the outer circumferential direction of the holder 91 against the elastic force of the above-mentioned elastic body. At this time, the engaging end of the engaging portion l〇1a of the flange 1〇〇 is moved from the engaging portion F of the second centrifugal weight (10) to the card & β E, and as long as the engine speed exceeds the predetermined number of revolutions, It can be stably stuck to the above-mentioned engaging portion. As described above, since the automatic decompression device 90 includes the engagement portion of the machine that follows the switching operation, a plurality of actuation sounds are emitted when the actuation/non-actuation state is switched, and the switching sound is continuously emitted. Next, the continuous switching sound has the possibility to make the knight aware. 5(a) and 5(b) show the positional relationship between the exhaust side cam 84 and the decompression cam 95 at the time of the decompression operation, and the positions of the exhaust side cam 84 and the decompression cam 95 at the time of the non-decompression operation. A schematic illustration. The same reference numerals as above denote the same or equivalent parts as described above. As described above, when the decompression operation shown in FIG. 5(a) is performed, that is, when the engine rotation speed is less than the predetermined rotation speed, the decompression cam 95 is only protruded from the cam surface of the exhaust side cam 84 by the height h, Therefore, the above-described tappet 85 only presses the height h, and the exhaust side valve 86 only opens the height h. On the other hand, in the case of the non-decreasing operation of FIG. 5(b), that is, when the number of revolutions of the exhaust-side camshaft exceeds the predetermined number of revolutions, the pressure-reducing cam 95 is accommodated in the cam surface of the exhaust-side cam^. The inside is not engaged with the above-mentioned tappet 85, so the exhaust side valve (10) enters 95139476 11 i with (10) 丄 yi to (10) 丄 y
卜排氣側凸輪84之凸輪面之遇％的闻閉動作 轉速位於上述減壓凸輪動作轉速附近時， 動作。在引擎 由於減壓凸輪 q P t -〜〜、^w «fF^· 一挺和· 85接觸而有連續產生動作聲之情 作聲有使料察覺之可紐。 動 、圖6表示本發明之一實施形態的引擎控制裝置之構成 =塊圖。與上述相同之元件符號表示與上述相同或者同 77於上述引擎17之曲轴40(參照圖1)，設置有輸 出=軸脈衝之—對曲轴脈衝（pulse)轉子41以及脈衝發 生器42,且將來自該脈衝發生器42之輸出信號，與來自 外感測器等各種感測器之資訊一併輸入上述阢卯〇。於上 述ECU50中包含：相位檢測部5〇1，其根據上述曲軸脈衝 來檢測曲# 4〇之相位；衝程制部5G2，其根據上述曲 軸40之相位以及Pb感應器等信號來判別引擎之衝程；點 火裝置控制部503，其根據上述判別出之引擎衝程來控制 向混合氣體之點火時機；作為彡丨擎轉速檢測手段之Ne檢 測部504，其根據上述曲軸脈衝來檢測引擎17之轉速. 作為點火停止手段之規定之點火停止控制部5〇5 ,其於規 定條件下，向上述點火裝置控制部5〇3發出點火停止指 令；以及點火停止Ne圖案記憶部5〇6，其記憶儲存作^ 該點火停止控制部505發出點火停止指令之條件的Ne圖 案。進而，向上述火星塞52供給點火電力之點火線圈5/， 藉由上述點火裝置控制部503受到控制。 圖7表示本發明其一實施形態的q擎停止控制順序之 流程圖。該「引擎停止控制」’係為了起動上述引擎Η而 95139476 月，日修(更)正替換頁 將』火開關接通時，在上述Ecu 5〇内起動，以規定週期反 覆實施。 又，圖8表示藉由本發明之一實施形態的引擎控制裝置 在實施上述引擎停止控制時之引擎轉速Ne的推移之一例 的圖。以下，參照該圖以及圖7之流程圖，對本實施形態 之引擎停止控制進行說明。 “ 於圖7之流程圖中，於步驟sl〇中，判定藉由上述相位 檢測部501以及Ne檢測部5〇4是否檢測出曲轴脈衝，若 判疋已檢測出上述曲軸脈衝，則進入步驟su。於該步驟 sii中，上述點火停止控制部5〇5在Ne>Nel之狀態，即 在引擎轉速Ne超過第2規定轉速Nel之狀態下，判定曲 轴40是否已旋轉約卜5次。於該流程圖之一實施形態 中，係適用於5轉。於該判定中，可藉由上述第2規定ς 速Nel與曲軸40之旋轉次數，規定上述第2規定期間。 於此，上述第2規定轉速Nel表示上述自動減壓裝置 之作動切換轉速，於本實施形態中設定為1〇〇〇 。如 圖8所示，將該第2規定轉速Nel之值設定，即，遠高於 以電池起動馬達或者腳踩起動器使上述曲軸4〇搖轉 (cranlung)之情況假設為上限值之7〇〇 rpm之轉速。 藉此，於本實施形態之引擎停止控制中，在超過 2規定轉速Nel之狀態下，曲轴4〇旋轉約卜5次時則 判定上述引擎Π已起動。x，該步驟su之判定相當於 在圖8所不之時間tl’已自表示自搖轉開始至引擎起動 為止之A區域’向表示引擎17為—般運轉中之區域移行。 95139476 13 U20819 |?脾》月处日修(是土替換q 2述步驟S11中敎為否定之情況下，引擎P為還未 起動之狀態，再次進行步驟S1 〇之判定。 若在上述步請判定引擎17已起動，則進入步驟 ，而移向點火停止控制模式。於後續之步驟S13中， 在Ne<Ne2之狀態下，即在引擎轉速化未滿規定轉速Νβ 之狀態下，判定曲軸40是否旋轉約1〇〜2〇次。於該流程 ，之實施形態中’係'適用20轉。該判^可藉由上述規 疋轉速Ne2與曲軸4G之旋轉次數而規定上述規定期間。 此處’將上述規㈣速Ne2妓為稍低於上述自動減 置90之作動切換轉速之999 rpm。 、 一般，於引擎起動後，引擎轉速之最低 速時’於本實施形態中，將規定之基本息迷時== 約1500·。又，由於工場出貨時一律將息速轉速= 為上这規疋之基本思速轉速，因此認為，於引擎起動後， 以低於上述規定之基本怠速轉速之上述規定轉速持 續運轉之情況，是由於騎士進行降低怠速轉速的調整。、 ^，騎士在進行任意之調整時，將引擎之運轉降低至可持 續勉強的轉速為止之情況較多，於此情況下，有以非常接 近於上述自動減壓裝置9〇之切換轉速之轉速進行怠速運 轉之可能性。又’由於在引擎轉速較低之狀態下轉速之 變$容易變大，因此上述自動減壓裝置9〇於作動/非作動 狀態之切換點之附近形成更不穩定之狀態，且由於上述減 壓凸輪95反覆與挺桿85抵接，或凸緣部1〇1之卡合部 101a在其卡合前端反覆進行切換之動作，故而有連續發 95139476 d厶vy〇丄y d厶vy〇丄yThe sound-closing operation of the cam surface of the exhaust side cam 84 is operated when the rotation speed is near the rotation speed of the decompression cam. In the engine, due to the decompression cam q P t -~~, ^w «fF^· one and 85 contact, there is a continuous sound of action sounds. Fig. 6 is a block diagram showing the configuration of an engine control device according to an embodiment of the present invention. The same reference numerals as those described above denote the crankshaft 40 (refer to FIG. 1) which is the same as or the same as 77 described above, and is provided with an output=axis pulse-to-crank pulse rotor 41 and a pulse generator 42, and The output signal from the pulse generator 42 is input to the above 一 together with information from various sensors such as an external sensor. The ECU 50 includes a phase detecting unit 5〇1 that detects a phase of the curve according to the crank pulse, and a stroke portion 5G2 that discriminates the stroke of the engine based on a phase of the crankshaft 40 and a signal such as a Pb sensor. The ignition device control unit 503 controls the ignition timing to the mixed gas based on the determined engine stroke; the Ne detecting unit 504 as the engine speed detecting means detects the rotation speed of the engine 17 based on the crank pulse. The ignition stop control unit 5〇5, which is a predetermined ignition stop means, issues an ignition stop command to the ignition device control unit 5〇3 under predetermined conditions, and an ignition stop Ne pattern storage unit 5〇6, which is stored and stored as ^ The ignition stop control unit 505 issues a Ne pattern of the conditions of the ignition stop command. Further, the ignition coil 5/ that supplies the ignition power to the spark plug 52 is controlled by the ignition device control unit 503. Fig. 7 is a flow chart showing the sequence of the q engine stop control in accordance with an embodiment of the present invention. The "engine stop control" is performed in order to start the engine 95 95139476, and the daily repair (more) replacement page will be started in the above-mentioned Ecu 5〇 when the fire switch is turned on, and will be executed in a predetermined cycle. In addition, FIG. 8 is a view showing an example of transition of the engine rotation speed Ne when the engine control device is operated by the engine control device according to the embodiment of the present invention. Hereinafter, the engine stop control of this embodiment will be described with reference to the drawings and the flowchart of Fig. 7. In the flowchart of FIG. 7, it is determined in step S1 that it is determined whether or not the crank pulse is detected by the phase detecting unit 501 and the Ne detecting unit 5〇4, and if it is determined that the crank pulse has been detected, the process proceeds to step su. In the step sii, the ignition stop control unit 5〇5 determines whether or not the crankshaft 40 has been rotated about five times in the state of Ne>Nel, that is, in a state where the engine rotation speed Ne exceeds the second predetermined rotation speed Nel. In one embodiment of the flowchart, the second predetermined period is defined by the number of rotations of the second predetermined idle speed Nel and the crankshaft 40. In this determination, the second predetermined period can be defined by the number of rotations of the second predetermined idle speed Nel and the crankshaft 40. The rotation speed Nel indicates the operation switching speed of the automatic decompression device, and is set to 1 in the present embodiment. As shown in Fig. 8, the value of the second predetermined rotation speed Nel is set, that is, much higher than the battery start. The motor or the foot starter assumes that the crankshaft 4 is cranked, and assumes a rotation speed of 7 rpm of the upper limit value. Thereby, in the engine stop control of the present embodiment, the predetermined rotational speed Nel is exceeded. In the state of the crankshaft 4〇 When the switch is made 5 times, it is determined that the engine Π has been started. x, the judgment of the step su is equivalent to the A area of the display engine from the time when the time t1 is not shown in Fig. 8 from the start of the cranking to the start of the engine. 17 is the general operation of the region to move. 95139476 13 U20819 |? spleen monthly repair (when the soil replacement q 2 described in step S11 in the case of negation, the engine P is not yet started, step again If it is determined in the above step that the engine 17 has been started, the process proceeds to the ignition stop control mode. In the subsequent step S13, in the state of Ne<Ne2, that is, the engine is not full. In the state where the rotational speed Νβ is specified, it is determined whether or not the crankshaft 40 is rotated by about 1 〇 to 2 〇. In the embodiment, in the embodiment, 'system' is applied for 20 revolutions. The judgment can be performed by the above-described regulation rotation speed Ne2 and the crankshaft 4G. The predetermined period is defined by the number of rotations. Here, the speed (Ne) of the above-mentioned gauge (4) is 999 rpm which is slightly lower than the switching speed of the automatic reduction 90. Generally, after the engine is started, the minimum speed of the engine speed is ' In this embodiment, When the basic fan of the regulations is == about 1500·. Also, since the speed of the coke is = the basic speed of the above-mentioned standard when the factory is shipped, it is considered that after the engine is started, it is lower than the above regulations. The above-mentioned predetermined speed of the basic idle speed is continuously operated because the knight performs the adjustment to reduce the idle speed. ^, the Cavalier has to reduce the operation of the engine to a sustainable and strong speed when performing any adjustment. In this case, there is a possibility that the idling operation is performed at a rotational speed that is very close to the switching rotational speed of the automatic decompression device 9 。. Further, since the rotational speed is changed in the state where the engine rotational speed is low, it is easy to become large. The automatic decompression device 9 is in a more unstable state in the vicinity of the switching point of the active/non-actuated state, and the decompression cam 95 repeatedly abuts against the tappet 85 or the engaging portion of the flange portion 1〇1 101a repeatedly switches at the front end of its engagement, so there is continuous transmission 95139476 d厶vy〇丄yd厶vy〇丄y
出切換聲之可能性。 3上述步驟S13根據在Ne<Ne2之狀態下，判定曲轴4〇 =疋轉約1〇〜20次’來判是否存在有由上述自動 叙置、9〇發出連續切換聲可能性之運轉情況。再者，適 :於上述步驟S11或步驟si3之判定之規定轉速等各條 #褚存於上述ECU5〇之點火停止k圖案記憶部5〇6中。 上述步驟S13中，在之狀態下，判定曲軸 施疋咬約1〇〜2〇次，且處於自動減壓裝置90發出連續 :、尸之運轉情況下’則進入步驟S16，進行點火停止控 點火停止控制根據由上述點火停止控制部505向點 、、ώ控制部503發送停止點火之指令而實施。上述控制 圖8中’相當於未滿"9 ΓΡΠ1之持續運轉自時間 幵。’至時間t3強制地停止對火星塞52之點火。繼 :控=之步驟S17中上述引擎17完全停止，點火停 制上述步驟^1進行肯定判定，而向點火停止控 動時成係因，為防止於引擎轉速尚低之引擎起 再=B=S13之判定’而引擎無法起動之情況。 間t2h 連 聲之可能性係在自時 時，，…之〇區域。例如，當引擎轉速為 =續:換聲，騎士可覺察之可能性的時間為二因 此可在短時間内停止連續㈣聲。又，若 95139476 15 1320819 对年^月災曰修(恿)正替换頁 至發出上述連續切換聲之轉速時，則引擎強制地被停止 擎，因此必然可促使騎士提高怠速轉速。再者，被記憶於 上述點火停止Ne圖案記憶部之Ne圖案，亦可根據上 =以未滿規定轉速進行運轉之時間長度而規定，此不待贅 又’若於上述步驟S13中，在Ne<Ne2之狀態下， 曲軸40未旋轉約1〇〜2〇次，則進入步驟si4，判定是否 為Ne<Ne3狀態，即判定是否為引擎轉速^小於規= 速Ne3之狀態。此處，上述規定轉速㈣可設定為低於上 述規定轉速Ne2(999 rpm)，並且可設定為引擎17無法持 續運轉之轉速（例如，7〇〇 rpm)。若該步驟S14作出否定 =定，則返回至步驟S13,再次在Ne<Ne2之狀態下，判 定曲轴40是否旋轉約1〇〜2〇次。另一方面，若判定為 ⑹㈣，則進入步驟S15，解除點火停止控制模式，結 束點火停止控制。其原因在於，即使未藉由上述點火停止 控制部505發送點火停止指令，引擎17亦為臨近自然停 止（停轉）之狀態。 b、如上所述，根據本發明之引擎控制裝置，若偵測自動減 I裝置存在發出連續切換聲之可能性之引擎之運轉狀 則使引擎停止，因此可讓騎士不容易覺察上述連續切 換鼙*又由於若降低怠速轉速至自動減壓裝置發出連續 切換聲之轉速為止，則引擎被強制地停止，因此可促使騎 士將怠速轉逮提高至適當值為止。 再者，自動減壓裝置之離心機構之構成、或各規定轉速 95139476 1320819 一 — 一· -> 妙？月？〇日修(更)正替換頁The possibility of switching sounds. (3) In the above-described step S13, it is determined whether or not there is a possibility that the automatic switching is performed and the continuous switching sound is issued by the above-described automatic setting and 9〇 in the state of Ne<Ne2. Further, each of the predetermined rotational speeds determined in the above-described step S11 or step si3 is stored in the ignition stop k pattern storage unit 5〇6 of the ECU 5〇. In the above step S13, in the state in which it is determined that the crankshaft is bitten about 1 to 2 times, and the automatic decompression device 90 is continuous: in the case of the operation of the corpse, the process proceeds to step S16, and the ignition is stopped. The stop control is executed by the ignition stop control unit 505 transmitting a command to stop the ignition to the point and the control unit 503. The above control in Figure 8 corresponds to the continuous operation from time 未 of less than "9 ΓΡΠ1. The ignition of the spark plug 52 is forcibly stopped until time t3. In the step S17 of the control=the engine 17 is completely stopped, the ignition stops the above step ^1 to make an affirmative determination, and the ignition is stopped to control the cause, in order to prevent the engine from being low in engine speed again = B= The judgment of S13' and the engine cannot be started. The possibility of t2h continuous sound is in the area from time to time. For example, when the engine speed is = continued: the sound is changed, the time the knight can detect the possibility is two, so the continuous (four) sound can be stopped in a short time. Moreover, if the 95139476 15 1320819 is replacing the page with the speed of the above-mentioned continuous switching sound, the engine is forcibly stopped, so the knight can be urged to increase the idle speed. Further, the Ne pattern memorized in the ignition stop Ne pattern memory portion may be defined according to the length of time during which the operation is performed at a lower than a predetermined number of rotations, and this is not the case, and in the above step S13, at Ne< In the state of Ne2, when the crankshaft 40 is not rotated about 1 to 2 times, the process proceeds to step si4, and it is determined whether or not the Ne<Ne3 state is determined, that is, whether or not the engine speed is smaller than the gauge speed Ne3. Here, the predetermined rotation speed (four) may be set lower than the predetermined rotation speed Ne2 (999 rpm), and may be set to a rotation speed (e.g., 7 rpm) at which the engine 17 cannot continue to operate. If the determination in step S14 is negative = negative, the process returns to step S13, and in the state of Ne < Ne2, it is determined whether or not the crankshaft 40 is rotated by about 1 〇 2 times. On the other hand, if it is judged as (6) (4), the routine proceeds to step S15, the ignition stop control mode is canceled, and the ignition stop control is ended. The reason for this is that the engine 17 is in a state of being naturally stopped (stopped) even if the ignition stop control unit 505 is not transmitted by the above-described ignition stop control unit 505. b. As described above, according to the engine control device of the present invention, if the engine of the automatic decrementing device detects the possibility of a continuous switching sound, the engine is stopped, so that the knight is not easily aware of the continuous switching. * In addition, if the idle speed is reduced until the automatic decompression device emits a continuous switching sound, the engine is forcibly stopped, thus prompting the knight to raise the idle speed to an appropriate value. Furthermore, the configuration of the centrifugal mechanism of the automatic pressure reducing device, or the respective rotational speeds of 95139476 1320819 one-to-one--- month? 〇日修 (more) is replacing page
Nel、Ne2、Ne3之設定值、記憶於點火停止心圓案記憶 -部之Ne圖案等，並不限定於上述實施形態，當然^進^ 各種變形。例如，亦可代替用以判定點火裝置停止之規定 .期間，而以在引擎轉速低於規定轉速之狀態下曲軸經旋轉 規定次數’來判定點火裝置之停止。 【圖式簡單說明】 圖1為使用本發明之一實施形態的引擎控制裝置之二 輪機車之側視圖。 圖2為引擎之一部分放大視圖。 圖3為構成自動減壓裝置之固持器（a)、第1離心配重 (b)以及第2離心配重（c)之前視圖。 圖4為自動減壓裝置作動時（a)與非作動時（b)之作動 說明圖。 圖5為自動減壓裝置作動時（a)與非作動時（b)之作動 說明圖。 圖6為表示本發明之一實施形態的引擎控制裝置之構 成之方塊圖。 圖7為表示本發明之一實施形態的引擎停止控制順序 之流程圖。 圖8為表示本發明之一實施形態的引擎停止控制時之 引擎轉速之變化圖。 【主要元件符號說明】 二輪機車 主架 95139476 17 琢年兮月〆日修(更)正替換頁 頭管 把手 把手蓋 前叉 車軸 分割式中心蓋 前蓋 前擋泥板 座位 機身防護蓋 前下蓋 下蓋 腳踏板 座架 引擎 汽化器 空氣清潔器 排氣管 消音器 動力單元 後緩衝器 尾燈單元 後撞泥板 蓋板 18 对科月日修(更)正替換頁 側腳架 主腳架 曲轴The setting values of Nel, Ne2, and Ne3, and the Ne pattern stored in the ignition stop heart-shaped memory portion are not limited to the above-described embodiments, and of course, various modifications are made. For example, instead of determining the stop of the ignition device, the ignition may be stopped by rotating the crankshaft a predetermined number of times in a state where the engine speed is lower than the predetermined number of revolutions. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of a two-wheeled motor vehicle using an engine control device according to an embodiment of the present invention. Figure 2 is an enlarged view of a portion of the engine. Fig. 3 is a front view of the retainer (a), the first centrifugal weight (b), and the second centrifugal weight (c) constituting the automatic pressure reducing device. Fig. 4 is an explanatory diagram of the operation of (a) and the non-actuation (b) when the automatic pressure reducing device is actuated. Fig. 5 is an explanatory diagram of the operation of (a) and the non-actuation (b) when the automatic pressure reducing device is actuated. Fig. 6 is a block diagram showing the configuration of an engine control device according to an embodiment of the present invention. Fig. 7 is a flow chart showing the sequence of engine stop control in an embodiment of the present invention. Fig. 8 is a view showing changes in engine rotational speed at the time of engine stop control according to an embodiment of the present invention. [Main component symbol description] Two-wheeled vehicle main frame 95139476 17 The following year's repair (more) is replacing the header pipe handle handle cover front fork axle split center cover front cover front fender seat fuselage protective cover front and lower Cover Lower Cover Pedal Frame Engine Vaporizer Air Cleaner Exhaust Pipe Silencer Power Unit Rear Buffer Tail Light Unit Rear Crash Cover Plate 18 Pairs of Moon Repair (More) Replacement Page Side Tripod Main Stand Crankshaft
曲軸脈衝轉子 脈衝發生器 ECU 點火線圈 火星塞 前燈單元 車軸 方向指示燈單元（連桿） 活塞 汽缸體 套筒 燃燒室 汽缸蓋 排氣口 吸氣口 吸氣側凸輪 基圓 挺桿 吸氣侧閥 閥彈簧 排氣側凸輪 19 1320819 86 90 91 91a 91b 92 92a 92b 92c 93 93b 93c 95 100 101 101a 102、 501 502 503 504 505 506 |琢年？月弘田修(更)正替換頁 排氣側閥 自動減壓裝置 固持器 第1連結孔 安裝孔 第1離心配重 第2連結孔 第3連結孔 第1彈簧卡合槽 第2離心配重 第4連結孔 第2彈簧卡合槽 減壓凸輪 彈簧 圓形凸緣 卡合部 103 銷 相位檢測部 衝程判別部 點火裝置控制部Crankshaft pulse rotor pulse generator ECU Ignition coil Mars plug headlight unit axle direction indicator unit (link) Piston cylinder body sleeve combustion chamber cylinder head exhaust port suction port suction side cam base round tappet suction side valve Valve spring exhaust side cam 19 1320819 86 90 91 91a 91b 92 92a 92b 92c 93 93b 93c 95 100 101 101a 102, 501 502 503 504 505 506 | In the second centrifugal weighting section, the first spring engagement weights the second connection weights the first centrifugal weights the second connection hole the third connection hole the first centrifugal weights the second connection hole 4 connection hole second spring engagement groove decompression cam spring circular flange engagement portion 103 pin phase detection portion stroke determination portion ignition device control portion
Ne檢測部（引擎轉速檢測裝置） 點火停止控制部（點火停止裝置） 點火停止Ne圖案記憶部 卡合部 95139476 20 1320819Ne detection unit (engine rotation speed detecting device) Ignition stop control unit (ignition stop device) Ignition stop Ne pattern memory unit Engagement unit 95139476 20 1320819
h WR WF 南度 後輪 前輪 贺年？月％日修(更)正替換頁 95139476 21h WR WF South Rear wheel Front wheel New Year? Month % daily repair (more) is replacing page 95139476 21