JPH0522054B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a wheel rotation control device that maintains a drive wheel in a rotation speed range where traction can be effectively obtained by controlling the fuel supply state. BACKGROUND ART In recent years, various improvements have been made to both the engine section and the body frame of various vehicles with the aim of improving driving performance on rough roads such as muddy roads and snowy roads. For example, in order to make the most effective use of tire traction, which converts the rotational force of the drive wheels into running force, when sudden slip occurs under the above-mentioned driving conditions, the slip state is set to a predetermined level. In the above cases, the driving force was controlled to be reduced. Details are disclosed in Japanese Patent Publication No. 55-46494. However, when the above-mentioned driving force control is performed, there is a risk that the reduction in driving force may be too large, for example, when the slip condition rises relatively slowly to a predetermined level or higher. Ta. That is, in the control by the conventional wheel rotation control device, tire traction cannot be effectively utilized because control is not performed according to the slip state. On the other hand, considering the relationship between tire traction and the ratio of the rotational circumferential speed corresponding to the vehicle speed and the actual rotational circumferential speed of the driving wheels (hereinafter referred to as the deviation ratio),
It is known that tire traction is at its maximum when the deflection rate is a certain value (for example, 5% to 10%). This invention was made in view of the above circumstances, and its purpose is to set in advance a plurality of slip states to which driving force control is to be performed, and to determine the actual slip state based on the plurality of slip states. The object of the present invention is to perform different driving force control depending on the slip state, and to perform good driving force control that matches the slip occurrence state. A feature of the present invention is that the rotational speeds of the driven wheels and the driving wheels are detected using sensors, and the slip state is calculated based on the outputs of these sensors, and the slip state is exceeded by a predetermined first slip state. When a slip occurs, the first control means performs a first driving force reduction control, and when a slip exceeding a second slip state, which is larger than the first slip state, occurs,
The second control means is configured to perform a second driving force reduction control having a faster driving force reduction speed than the first driving force reduction control. Embodiments of a wheel rotation control device according to the present invention will be described below with reference to the drawings. First, before explaining the embodiments, the basic principle of this rotation control device will be explained.
If the deflection rate of the driving wheel is larger than a first reference deviation rate serving as a certain reference and the acceleration of the driving wheel is larger than the first reference acceleration serving as a certain reference, or the deviation rate of the driving wheel is larger than the first reference deviation rate serving as a certain reference. The principle is that when the second reference deviation rate, which is larger than the second reference deviation rate, is exceeded, the amount of fuel supplied is reduced to lower the engine output, thereby preventing excessive rotation of the drive wheels. Figures 1 to 6 show the case where one embodiment of the present invention is applied to a motorcycle A.
As shown in the figure, the front wheel (driven vehicle) of motorcycle A
A front wheel speed sensor (driven wheel speed sensor) 2 is mounted on the axle portion 1a of the wheel 1, and an axle portion 3 of the rear wheel (driving wheel) 3
A rear wheel speed sensor (driving wheel speed sensor) 4 is provided at each of the wheels a. Each of these sensors 2 and 4 is a known sensor that outputs a sine wave having a frequency proportional to the rotation speed of the corresponding wheel. Further, as shown in FIG. 2, the handle portion 5 of this motorcycle A has a handle pipe 6 on the right side.
A position sensor 8 (hereinafter, for convenience, this position sensor will be referred to as a throttle opening sensor) for detecting the rotational position (operation position) of the throttle grip (throttle operation unit) 7 is provided at the tip of the throttle grip (throttle operation unit) 7. ing. The throttle opening sensor 8 is composed of a potentiometer, and its rotating shaft is adapted to interlock with the throttle grip 7. Further, a mode switch 9 is provided near the throttle grip 7 on the handle pipe 6 for selecting whether to enable or disable slip prevention control. Although this mode switch 9 is not shown,
It may be provided near the clutch grip at the tip of the left handle pipe 6 so that it can be switched when the clutch is operated. Furthermore, the carburetor 10 of the motorcycle A
As shown in Figure 3, the main jet 11
DC motor 12 that changes the opening area of the carburetor 10 (that is, changes the opening degree of this carburetor 10).
and a carburetor opening sensor 13 for detecting the opening of the carburetor 10, and these constitute fuel supply state detection means according to this embodiment. This carburetor 10 includes a carburetor body 1
A bolt 14 rotatably provided at 0a, and a piston 15 that is engaged with a threaded portion 14a of this bolt 14 and moves up and down in accordance with the rotation of the bolt 14.
The piston 15 has a needle 16 attached to the piston 15, and when the bolt 14 is rotated, the opening area of the main jet 11 changes, thereby increasing the amount of fuel sent to the suction passage 17. It is configured such that the amount of fuel is changed (that is, the fuel supply status is adjusted). The DC motor 12 has its motor shaft 1
The bolt 14 is rotated through a gear 12b attached to the bolt 2a and a gear 18 attached to the bolt 14, and the carburetor opening sensor 13 is composed of a potentiometer. The rotary shaft 13a of this potentiometer is adapted to interlock with the bolt 14 via the gear 18 and a gear 19 attached to the rotary shaft 13a. On the other hand, the body frame 20 of the motorcycle A is connected to the sensors 2, 4, 8, 13, the mode switch 9, and the DC motor 12 by a connection cord (not shown) at a portion located below the seat 21. A control circuit unit 22 is provided. A control circuit 22A provided in this control circuit unit 22 is constructed as shown in FIG. Hereinafter, in FIG. 4, the front wheel speed sensor 2
The output is input to the F-V converter 23 in this control circuit 22A. This F-V converter 23 converts the frequency of the output of the sensor 2 into a voltage, and as its output, a voltage Evf proportional to the front wheel rotational circumferential speed Vf is obtained. This voltage Evf is supplied to the low pass filter 24. This low-pass filter 24 has the voltage Evf
Smooth the body speed of motorcycle A (estimated speed)
Outputs voltage Evb corresponding to Vb. This voltage Evb is supplied to the first comparator 25, where the voltage EV ₂ corresponding to the reference vehicle speed V ₂ which is the switching level of the control mode of drive wheel rotation control is determined.
(The mode of drive wheel rotation control needs to be switched between low speed and high speed). Therefore, this comparator 25 outputs a binary logic signal that becomes a "1" signal only when Vb≧V ₂ , that is, when drive wheel rotation control must be performed in a control manner different from the control manner at low speeds. S ₂ is output. The voltage Evb is also supplied to an excursion factor calculation circuit 26, which will be described later. On the other hand, the output of the rear wheel speed sensor 4 is input to the F-V converter 27 in this control circuit 22A. This F-V converter 27 is the F-V converter 23
Therefore, this F-V converter 27 outputs a voltage proportional to the rotational circumferential speed Vr of the rear wheel.
Evr is output. This voltage Evr is supplied to the bias factor calculation circuit 26. The bias factor calculation circuit 26 calculates the estimated vehicle speed described above.
From the voltage Evb corresponding to Vb and this voltage Evr, a voltage Eλ proportional to the deflection rate λ of the rear wheel 3 is determined and output. In other words, this bias rate calculation circuit 26 calculates the bias rate λ
is defined as λ=Vr−Vb/Vb (1), so the voltage λ is calculated by performing the calculation EVr−Evb/Evb. This voltage Eλ is applied to the second and third comparators 28, 2
9 respectively. This comparator 28 compares the voltage Eλ with the voltage Eλ ₁ corresponding to the first reference deviation factor λ ₁ when controlling the drive wheel rotation, and outputs a “1” signal only when Eλ≧Eλ ₁ . Outputs a value logic signal _Λ1 . Further, the comparator 29 converts the voltage Eλ into a second reference deviation rate λ ₂ (where λ ₂ >
λ ₁ ), and outputs a binary logic signal Λ ₂ that becomes _a “1” signal only when Eλ≧Eλ ₂ . On the other hand, the voltage Evr output by the F-V converter 27
is also supplied to the acceleration calculation circuit 30. This acceleration calculation circuit 30 calculates and outputs a voltage Eω proportional to the acceleration ω of the rear wheel 3 from this voltage Evr. In other words, this acceleration calculation circuit 30 is a differentiating circuit, and since the acceleration ω is as follows: ω=1/g dVr/dt (2) (where g is the gravitational acceleration), the voltage Evr is differentiated, The voltage Eω is calculated by multiplying this differential result by a voltage corresponding to 1/g. This voltage Eω is applied to the fourth to seventh comparators 31
~34 each. The comparator 31 compares the voltage Eω with a voltage Eω ₁ corresponding to a first reference acceleration ω ₁ of the rear wheel 3, which is a reference when controlling the drive wheel rotation, and only when Eω≧Eω ₁ “ Outputs a binary logic signal Ω ₊₁ which becomes a 1” signal. Further, the comparator 32 similarly compares the voltage Eω with the voltage Eω ₂ corresponding to the second reference acceleration ω ₂ (however, ω ₂ >ω ₁ ) of the rear wheel 3, and outputs a “1” signal only when Eω≧Eω ₂ . It outputs a binary logic signal Ω ₊₂ , and also comparator 3
3 and 34 similarly convert the voltage Eω into the voltage −Eω ₁ corresponding to the first reference deceleration −ω ₁ of the rear wheel 3 and the second
The signals Ω -1 and Eω≦ are compared with the voltage −Eω ₂ corresponding to the reference deceleration −ω ₂ (however, −ω ₂ <ω ₁ ), and become a “ ₁ ” signal only when Eω≦−Eω ₁ . Each outputs a signal Ω ₋₂ which becomes a “1” signal only when −Eω ₂ . Also, one contact of the mode switch 9 is grounded, and the other contact is connected to the power supply +E via a pull-up resistor 35, and thus the connection point between the resistor 35 and the other end of the switch 9 is used to enable drive wheel rotation control. When the switch 9 is opened to disable the drive wheel rotation control, the signal becomes "1", and when the switch 9 is closed to disable the drive wheel rotation control, the signal becomes "0".
CUT is now available. Further, the throttle opening sensor 8 (potentiometer) and the carburetor opening sensor 1
3 (also a potentiometer), one fixed terminal 8a, 13a is grounded, and the other fixed terminal 8
b, 13b are connected to the power supply +E, and thus the sliding terminal 8c of the sensor 8 has a signal proportional to the rotational position of the throttle grip 7 (hereinafter, for convenience, this rotational position will be referred to as the throttle opening degree Ot). A voltage Eot proportional to the opening degree Oc of the carburetor 10 is obtained at the sliding terminal 13C of the sensor 13. Then, these two voltages Eot and Eoc are supplied to an eighth comparator 36 and compared, and from this comparator 36, if Eot≦Eoc, that is, when the throttle opening Ot is smaller than the carburetor opening Oc, “1”
In the opposite case, a binary logic signal /D which becomes a "0" signal is output. Note that each of the binary logic signals Λ ₁ , Λ ₂ ,
Table 1 shows the conditions under which Ω ₊₁ , Ω ₊₂ , Ω _-1 , Ω _-2 , /D,, S ₂ becomes a "1" signal.

【table】

[Table] And each of the above binary logic signals Λ ₁ , Λ ₂ , Ω ₊₁ ,
Ω ₊₂ , Ω _-1 , Ω _-2 , /D, S ₂ are supplied to the control logic 37 . As will be described in detail later, this control logic 37 is based on each of the above-mentioned signals to generate a signal P which becomes a "1" signal when increasing the carburetor opening Oc, or a "1" signal when decreasing the carburetor opening Oc. A signal N that becomes a 1'' signal is output as necessary. These signals P and N are supplied to a motor drive circuit 38. This motor drive circuit 38 includes NPN transistors 39 to 42 and PNP transistors 43 and 4.
4, etc., and is supplied with battery power +E _B as a power source.
In this motor drive circuit 38, when the signal P becomes a "1" signal, the transistors 39, 42, and 43 become conductive, so that a current I flows through the DC motor 12 in the direction of the arrow shown in the figure, causing the motor 12 to rotate in the normal direction. As a result, the carburetor opening degree Oc is increased, and on the other hand, when the signal N becomes a "1" signal, the transistors 40 and 4
1 and 42 are electrically conductive, a current I is applied to the motor 12 in the direction opposite to the arrow shown in the figure, causing the motor 12 to rotate in reverse, thereby decreasing the carburetor opening degree Oc. Next, the configuration of the control logic 37 will be explained with reference to FIG. In this figure, numerals 50 to 56 are AND gates, numerals 57 to 61 are OR gates, and numerals 62 to 6 are AND gates.
4 is an inverter, and 65 and 66 are NAND gates. Further, reference numeral 67 is a delay circuit that delays only the fall of the input signal, and reference numeral 68 is a pulse generator that outputs a pulse signal with a period of T ₁ and a duty ratio of 1/2 when the input signal becomes "1". 69 is a pulse generator which outputs a pulse signal having a cycle of _T2 and a duty ratio of 1/2 when the input signal becomes "1". In this figure, the part indicated by the reference numeral 70 is a logic part that determines whether or not to perform drive wheel rotation control, and when the drive wheel rotation control is performed, a "1" signal is output from the AND gate 51. It's getting old. The conditions for performing this driving wheel rotation control are the deviation rate λ
is larger than the first reference deviation factor λ ₁ and the acceleration ω is larger than the first reference acceleration ω ₁ , or the deviation factor λ is larger than the second reference deviation factor λ ₂ . Moreover, this is a case where the drive wheel rotation control is enabled by the switch 9. It should be noted that a delay circuit 67 is provided in the logic section 70 in order to prevent conditions for controlling the drive wheel rotation from occurring intermittently at short time intervals. Next, the part indicated by the reference numeral 71 is a logic part that determines the conditions for reducing the carburetor opening degree Oc, and when the conditions for reducing the carburetor opening degree Oc are satisfied, a "1" signal is sent from the OR gate 59. is now being output. The conditions for reducing this carburetor opening Oc are:
If the deflection factor λ is larger than the first reference deviation factor λ ₁ and the acceleration ω is larger than the first reference acceleration ω ₁ ,
Or, if the deviation factor λ is larger than the second reference deviation factor λ ₂ and the acceleration ω is larger than the first reference deceleration −ω ₁ (see column Ω ₋₁ in Table 1), or the deviation factor λ is larger than the second reference deviation rate λ ₂ , the acceleration ω is larger than the second reference acceleration ω ₂ , and the estimated vehicle speed Vb is larger than the reference vehicle speed V ₂ . In this manner, in the present application, the opening degree Oc of the carburetor is controlled according to the deviation rate λ, the acceleration ω, and the speed Vb, that is, according to the slip state. In other words, the slip state of the wheel is determined based on the states of the bias rate λ, acceleration ω, and speed Vb. In these three cases, the carburetor opening degree Oc is gradually decreased in the first two cases, and the carburetor opening degree Oc is decreased at a normal speed in the other case. Next, the part indicated by the reference numeral 72 is a logic part that determines whether to maintain or increase the carburetor opening degree Oc when the conditions for decreasing the carburetor opening degree Oc are not met.
When the carburetor opening degree Oc is to be maintained, a “0” signal is sent from the NAND gate 66, and when the carburetor opening degree Oc is to be increased, the NAND gate 6 is
6 outputs a "1" signal. Note that the conditions for maintaining the carburetor opening degree Oc are when the deviation rate λ is greater than the first reference deviation rate λ ₁ , or when the acceleration ω is smaller than the first reference deceleration - ω ₁ (larger in the negative direction). The condition for increasing the carburetor opening Oc is when the acceleration ω is smaller (larger in the negative direction) than the second reference deceleration -ω ₂ ; otherwise, the carburetor opening is increased. The conditions for gradually decreasing the degree Oc are now satisfied. Next, the operation of this embodiment with the above configuration will be explained with reference to the waveform diagram shown in FIG. This Figure 6 shows the process of driving wheel rotation control when acceleration is performed by increasing the throttle opening degree Ot.
and the estimated vehicle body speed Vb calculated from the front wheel rotational circumferential speed Vf are shown as solid lines, and the deflection rate λ of the rear wheels 3 becomes equal to the first reference deflection rate λ ₁ with respect to this estimated vehicle body speed Vb. Rear wheel rotational circumferential speed V
(r-λ ₁ ) is shown by a dashed-dotted line, and the rear wheel rotational circumferential speed V (r-λ ₂ ) at which the deviation rate λ is equal to the second reference deviation rate λ ₂ is shown by a dashed-double-dotted line, Also the second
The reference speed V ₂ of is shown as a dashed line. Furthermore, the acceleration ω of the rear wheel 3 is shown in FIG. Furthermore, the signals Λ ₁ , Λ ₂ , Ω ₊₁ ,
The waveforms Ω ₊₂ , Ω _-1 , Ω _-2 , P, and N are shown, and the diagram also shows changes in the carburetor opening degree Oc. First, the mode switch 9 in FIG. 4 is closed,
If drive wheel rotation control is disabled, the signal
Since CUT becomes "0", the output of the AND gate 51 in FIG. 5 becomes a "0" signal, and as a result, the AND gate 55 receives a "0" signal,
66 both output "1" signals. Therefore, in this case, if the relationship between the throttle opening Ot and the carburetor opening Oc is Ot≦ and the signal /D becomes "1", the OR gate 61 opens and the signal N becomes "1", resulting in The carburetor opening degree Oc is decreased, and conversely, when Ot>Oc and the signal U/D becomes "0", the output of the inverter 64 becomes "1", the AND gate 56 opens, and the signal P
becomes "1" and the carburetor opening degree Oc is increased. Thus, in this case, the carburetor opening degree Oc always follows the throttle opening degree Ot, and fuel is supplied in accordance with the carburetor opening degree Oc. Next, a case will be described in which the switch 9 is opened and drive wheel rotation control is enabled. In this case, when the signal /D is "1", the OR gate 61 is opened unconditionally, so that the signal N is output. In other words, even in this case, the throttle opening
When Ot is decreased, the carburetor opening degree Oc is decreased accordingly. On the other hand, when the throttle opening degree Ot is increased, the result is as follows. Now, in FIG. 6, it is assumed that the carburetor opening degree Oc is a constant value Oco and the motorcycle A is running at a constant speed _V0 . Here, at time t ₀ , the driver opens the throttle
Suppose we start accelerating by increasing Ot. In this case, the signal /D becomes “0”, so the fifth
The output of the inverter 64 in the figure becomes "1". By the way, at this point, excessive rotation of the rear wheel 3 has not yet occurred, so the signals Λ ₁ and Λ ₂ are both "0", and therefore the output of the AND gate 51 is "0". Nand Gate 65,6
Both outputs of 6 are "1", so the signal P
is output. Thus, in this case, as shown at times t ₀ to _{t 2} in FIG. 6, the carburetor opening degree Oc is increased by the signal P output in the form of a level, and as a result, the rear wheel rotational circumferential speed Vr increases. However, this also increases the estimated vehicle speed Vb. Note that at time _t1 during this period, the acceleration ω of the rear wheel 3 exceeds the first reference acceleration _ω1 , so the signal Ω ₊₁
is changing from “0” to “1”. Next, at time _t2 , the speed Vr exceeds the speed V(r- _{λ1 )} corresponding to the first reference deviation rate λ1 (i.e., the deviation rate λ exceeds the first reference deviation rate _λ1) . (The signal Λ ₁ changes from "0" to "1". As a result, the AND gate 50 in FIG. 5 opens and the output of the AND gate 51 becomes "1", and since the AND gate 52 opens, the pulse A pulse signal with a period T ₁ is output from the generator 68, and this pulse signal is supplied to the AND gate 55 via the OR gate 59.As a result, the output of the AND gate 55 becomes a pulse signal, so the signal N also becomes a pulse signal.Thus, in this case, as shown in Fig. 6, the carburetor opening degree Oc is gradually reduced by the pulsed signal N, and as a result, the amount of fuel supplied is gradually reduced and the acceleration ω is also reduced. Next, when the acceleration ω falls below ₁ at time t ₃ , the signal Ω ₊₁ becomes “0”, and as a result, the AND gate 52 in FIG. 5 closes and the signal N is no longer output. ₃ , the AND gate 50 is also closed, but since the delay circuit 67 continues to output the "1" signal, the AND gate 5 is closed.
The output of 1 remains "1". On the other hand, at this time _t3 , the signal Λ ₁ is still "1" and the signal Ω _-2 is "0", so the output of the NAND gate 66 becomes the "0" signal, and the output of the inverter 64 becomes the "0" signal. The signal P becomes "0" even though it is "1". That is, from time _t3 , both signals N and P become "0" and the carburetor opening degree Oc is maintained. Then, as shown in Fig. 6, the acceleration ω continues to decrease further, and when the same acceleration ω turns negative, the speed Vr
begins to decrease. Then, at time _t4 , the acceleration ω becomes the reference deceleration -
When it drops below ω, the signal Ω _-1 changes from “0” to “1”
However, at this time, the carburetor opening degree Oc
There is no change in the control conditions. Next, at time _t5 , the speed Vr changes to the speed V(r-
When the signal Λ ₁ decreases to below λ 1 ), the signal Λ ₁ changes from a “1” signal to a “0” signal, but at this point, the signal Ω ⁻¹ is already “1”, so the control conditions for the carburetor opening Oc remains unchanged. Next, at time _t6 , when the acceleration ω rises above the reference deceleration _-ω1 , the signal Ω _-1 changes from "1" to "0". Then, in FIG. 5, the output of the OR gate 60 becomes equal to the pulse signal of period T ₂ output by the pulse generator 69. Note that this pulse generator 69 is connected to the AND gate 51.
It is operated by the "1" signal output by the. Therefore, the output of the NAND gate 66 becomes a pulse signal, and as a result, the signal P also becomes a pulse signal.
As a result, the carburetor opening degree Oc is gradually increased, and the amount of fuel supplied is also gradually increased. Thereafter, even after time _t6 , the signals P and N are controlled according to the above-described operating principle, thereby controlling the carburetor opening degree Oc. In addition,
During the period from time _t7 to time _t8 in FIG. 6, the AND gate 54 in FIG. 5 opens and the signal N
becomes “1” in a level shape, and the carburetor opening
Oc is decreased, and from time t ₉ to t ₁₀ in FIG.
During the period, the inverter 63 in FIG. 5 outputs "0", so the NAND gate 66 outputs "1".
Since the NAND gate 65 also outputs "1" at this time, the signal P becomes "1" in level, and the carburetor opening degree Oc is increased. Thus, according to this embodiment, using the deflection rate λ, acceleration ω, and estimated vehicle speed Vb as parameters,
The carburetor opening degree Oc is controlled, thereby controlling the excursion rate λ, and tire traction can be utilized extremely effectively. Next, another embodiment of the present invention will be described with reference to FIGS. 7 to 9. This embodiment is constructed using a central processing unit (hereinafter abbreviated as CPU) such as a microprocessor. FIG. 7 is a block diagram showing the configuration of the control circuit 22b provided in the control circuit unit 22. In this figure, parts corresponding to those shown in FIG. Omitted. In FIG. 7, a CPU 80 is a microprocessor that operates according to a program stored in a storage section (not shown), and the reference numeral 81 is a data bus of the CPU. Next, this CPU 80 and each sensor 2, 4, 8,
13. To explain each part connecting the mode switch 9 and the motor drive circuit 38, the waveform shaping circuit 82 amplifies the sine wave output from the front wheel drive sensor 2 and converts it into a rectangular wave. is supplied to the period measurement circuit 83. Period measurement circuit 83
is composed of a counter, which counts and outputs the reference clock for each cycle of the rectangular wave. Therefore, from this period measuring circuit 83,
If the period of the output of the front wheel speed sensor 2 is Tf, then
Digital data Dtf proportional to this Tf is output. Waveform shaping circuit 84 and period measuring circuit 85
is configured similarly to the waveform shaping circuit 82 and the period measuring circuit 83, and from the period measuring circuit 85,
Digital data Dtr proportional to the period Tr of the output of the rear wheel speed sensor 4 is output. Next, an A/D converter (analog-to-digital converter) 86 digitizes the voltage output by the carburetor opening sensor 13, and this A/D converter 86 outputs digital data corresponding to the carburetor opening Oc. Output. Similarly, the A/D converter 87 outputs digital data corresponding to the throttle opening degree Ot. The timer 88 is provided for the CPU 80 to know the passage of time.
It is activated by the CPU 80, and after a predetermined time set by the CPU 80, the CPU 80 is notified that the time has elapsed. Also input port 89
is provided for the CPU 80 to read signals, and a signal port 90 is provided for the CPU 80 to output signals N and P. Next, the operation of this control circuit 22B will be explained according to the flowcharts shown in FIGS. 8 and 9. The flowchart shown in FIGS. 8 and 9 is as follows:
This shows the flow of the control program executed by the CPU 80. This control program is executed periodically at short enough cycles to control the carburetor opening degree Oc during normal operation and drive wheel rotation control. It's summery. This flowchart will be explained in order below. First, when execution of this control program is started, the CPU 80 reads the output of the period measuring circuit 83, that is, the period data Dtf of the front wheel speed sensor 2 in step S1 shown in FIG. Next, in step S2, the CPU 80 calculates the rotational circumferential speed Vf of the front wheel 1 from this periodic data Dtf.
Since it is proportional to the reciprocal of the periodic data Dtf, the CPU
80 calculates the speed Vf by multiplying the reciprocal of Dtf by a preset constant. Next, in step S3, the CPU 80 smoothes this speed Vf using a filtering program to obtain an estimated vehicle speed Vb. Then CPU8
0 in steps S4 and S5, and in steps S1 and S5.
Similarly to S2, the rotational peripheral speed Vr of the rear wheel is determined from the periodic data Dtr. The CPU 80 determines this speed in step S6.
The acceleration ω of the rear wheel 3 is calculated from Vr according to the calculation of equation (2) above, and further, in step S7, the deflection rate λ of the rear wheel 3 is calculated from the speeds Vr and Vb according to the calculation of equation (1). Calculate. Next, the CPU 80, in steps S8 and S9,
The carburetor opening degree Oc and the throttle opening degree Ot are read through the A/D converters 86 and 87, respectively, and the signal state is read through the input port 89 in step S10. Next, the CPU 80 proceeds to step S11, and stores the speed Vb, acceleration ω, deviation rate λ, cab opening Oc, throttle opening Ot, and signal state obtained in the above manner in a storage section (not shown). First and second reference deviation factors λ ₁ , λ ₂ , first and second reference accelerations ω ₁ , ω ₂ , and first and second reference decelerations −ω ₁ , −ω are stored in advance. ₂ and a second reference speed V ₂ ;
Based on the state of the timer 88, the cab opening control program CONT shown in FIG. return. Then, steps S1 to S11 explained above are executed periodically. Therefore, in this embodiment as well, the deflection rate λ of the rear wheels 3 can be controlled to be in an optimum state as in the above-mentioned embodiment, thereby making it possible to effectively utilize the tire traction. I can do it. In this embodiment, the speed at which the driving force is reduced is controlled by controlling the speed at which the carburetor opening degree is reduced. Needless to say, the rate of decrease may be controlled. As is clear from the above description, the wheel rotation control device according to the present invention detects the respective rotational speeds of the driven wheel and the driving wheel using sensors, and furthermore, detects the rotational speed of the driven wheel and the driving wheel using respective sensors. If a slip exceeding
If a slip exceeding a second slip state, which is larger than the slip state of Since the control is carried out, there is an advantage that good driving force control can be carried out in accordance with the slip occurrence state.

[Brief explanation of the drawing]

FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, FIG. 2 is a partially enlarged view of the handle portion of the motorcycle, FIG. 3 is a schematic diagram of the carburetor of the motorcycle, and FIG. Figure 5 is a block diagram showing the configuration of a control circuit in an embodiment of the present invention, Figure 5 is a logic diagram showing details of the control logic in the control circuit, and Figure 6 is a diagram for explaining the operation of the control circuit. FIG. 7 is a block diagram showing the configuration of a control circuit in another embodiment of the present invention, and FIGS. 8 and 9 are flowcharts for explaining the program of the central processing unit in the same control circuit. . 1... Driven wheel (front wheel), 2... Driven wheel speed sensor (front wheel speed sensor), 3... Drive wheel (rear wheel), 4
... Drive wheel speed sensor (rear wheel speed sensor), 7...
...Throttle operation unit (throttle grip), 8
...Operating position sensor (throttle opening sensor),
10...carburetor (fuel supply state detection means),
12...DC motor (fuel supply state detection means),
13... Carburetor opening sensor (fuel supply state detection means), 22A, 22B... Control circuit, 38
...Motor drive circuit (control means), A...Motorcycle.

Claims (1)

[Claims] 1. A driven wheel speed sensor that detects the rotational speed of a driven wheel, a driving wheel speed sensor that detects the rotational speed of a driving wheel, an output of the driven wheel speed sensor, and an output of the driven wheel speed sensor. In a wheel rotation control device that calculates the slip state of the drive wheel corresponding to the vehicle speed based on a first control means that performs a first driving force reduction control; and when a slip exceeding a second slip state which is greater than the first slip state occurs,
A second driving force reduction control that performs a second driving force reduction control having a faster driving force reduction speed than the first driving force reduction control.
A wheel rotation control device comprising: a control means; and a wheel rotation control device.