EP2299095A2 - Engine control system for a vehicle - Google Patents
Engine control system for a vehicle Download PDFInfo
- Publication number
- EP2299095A2 EP2299095A2 EP10173319A EP10173319A EP2299095A2 EP 2299095 A2 EP2299095 A2 EP 2299095A2 EP 10173319 A EP10173319 A EP 10173319A EP 10173319 A EP10173319 A EP 10173319A EP 2299095 A2 EP2299095 A2 EP 2299095A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine
- control mode
- predetermined
- mode
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 239000000446 fuel Substances 0.000 claims abstract description 23
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- 230000005540 biological transmission Effects 0.000 claims description 75
- 230000001133 acceleration Effects 0.000 claims description 40
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- 238000001514 detection method Methods 0.000 claims description 7
- 238000000034 method Methods 0.000 description 29
- 230000008569 process Effects 0.000 description 29
- 230000008859 change Effects 0.000 description 10
- 238000002347 injection Methods 0.000 description 8
- 239000007924 injection Substances 0.000 description 8
- 230000007935 neutral effect Effects 0.000 description 7
- 230000001052 transient effect Effects 0.000 description 6
- 230000004048 modification Effects 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 3
- 239000000470 constituent Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000004069 differentiation Effects 0.000 description 1
- 230000009189 diving Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000002401 inhibitory effect Effects 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
- 230000001141 propulsive effect Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 210000000707 wrist Anatomy 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/606—Driving style, e.g. sporty or economic driving
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/045—Detection of accelerating or decelerating state
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
Definitions
- the present invention relates to an engine control system for a vehicle which is configured to control an engine, using a plurality of control modes.
- An exemplary engine control system built into a vehicle such as a motorcycle is configured to set one control mode selected from among a plurality of control modes such as a high driving power mode for providing a high acceleration capability, an economy mode for achieving a high fuel efficiency, and a normal mode, and control the engine using the set control mode.
- a high driving power mode for providing a high acceleration capability
- an economy mode for achieving a high fuel efficiency
- a normal mode for controlling the engine using the set control mode.
- Patent Application Publication No. 2005-023991 discloses an engine control system configured to freely switch a control mode by a driver's operation of a mode select switch coupled to the input of the engine control system.
- An engine control system is configured to obtain command values such as an ignition timing and a fuel injection amount according to input values indicating driving states such as accelerator opening degree and an engine speed, and control the engine according to the command values.
- the command values derived from the input values are varied depending on the control mode.
- a conventional engine control system is configured to switch a control mode in response to the operation of the mode select switch regardless of the driving state. This will increase a chance that a driving state fluctuation increases, for example, the operation and output of the engine fluctuate, because of the switching of the control mode, depending on the driving state, which makes driving feel worse.
- the present invention has been developed in view of the circumstances, and an object of the present invention is to improve diving feel of a driver driving a vehicle including an engine control system configured to control an engine using a plurality of control modes.
- an engine control system for a vehicle which is configured to control an engine using a plurality of control modes, comprising: a controller configured to selectively set a first control mode or a second control mode and to control the engine using the set control mode, the engine being operable with a smaller fuel amount in the second control mode than in the first control mode; and a mode switching device for switching the control mode set in the controller between the first control mode and the second control mode; is characterized in that the controller is configured to determine that a command for switching the control mode is valid if a predetermined driving condition is met, in response to the command input to the mode switching device, and to determine that the command is invalid if the predetermined driving condition is not met, in response to the command input to the mode switching device.
- the control mode is not switched when the predetermined driving condition is not met, and therefore, a driving state fluctuation due to the switching of the control mode is suppressed. This makes it possible to maintain good driving feel.
- the engine control system for the vehicle may further comprise an acceleration determiner configured to determine whether or not the vehicle is driving with a predetermined acceleration; and the predetermined driving condition may include a condition that the vehicle is driving with an acceleration less than the predetermined acceleration.
- the engine control system for the vehicle may further comprise a driving power transmission determiner configured to determine whether or not a transmission path of a driving power generated in the engine is disconnected; and the predetermined driving condition may include a condition that the transmission path is disconnected.
- the engine control system for the vehicle may further comprise a gear position sensor for detecting a gear position of a transmission mounted in the vehicle; and the predetermined driving condition may include a condition that the gear position detected by the gear position sensor may be a gear position corresponding to a reduction gear ratio less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio.
- the switching of the control mode is inhibited when the reduction gear ratio is not a reduction gear ratio which is less than a predetermined reduction gear ratio which is not more than the maximum reduction gear ratio, i.e., a transmission gear which is lower than a certain transmission gear is set in the transmission.
- the lower transmission gear is set in a driving state where a vehicle speed tends to change significantly in a state where acceleration is required, during, for example, starting of the vehicle, or a state where a relatively large engine braking force is applied to decelerate the vehicle.
- the switching of the control mode is inhibited, and as a result, the driving state fluctuation due to the switching of the control mode can be suppressed.
- the engine control system for the vehicle may further comprise a vehicle speed sensor for detecting a vehicle speed; and the predetermined driving condition may include a condition that the vehicle speed detected by the vehicle speed sensor falls within a predetermined speed range which is not less than a predetermined first speed and not more than a predetermined second speed.
- the predetermined first speed may be higher than zero and the second predetermined speed may be set to a value larger than a value of the predetermined first speed.
- the switching of the control mode is inhibited in a case where the vehicle speed is in a low speed range which is less than the first speed and acceleration is required to start the motorcycle. Therefore, the speed fluctuation or the driving state fluctuation due to the switching of the control mode can be suppressed.
- the switching of the control mode is inhibited in a case where the vehicle speed is in a high speed range which is more than the second speed and there is not a substantial difference in the operation command values for the engine, such as a fuel injection amount, or the like, regardless of the control mode. As a result, an unnecessary switching operation of the control mode can be prevented.
- the mode switching device may include an operation member which is operated by a driver; and the controller may be configured to determine that the command for switching the control mode has been input only when an operation time for which the operation member is operated by the driver falls within a predetermined time range which is not less than a predetermined first time and not more than a predetermined second time.
- the engine control system for the vehicle may further comprise a gear position sensor for detecting a gear position of a transmission mounted in the vehicle; an engine speed sensor for detecting an engine speed of the engine; and a throttle valve opening degree sensor for detecting an opening degree of a throttle valve for controlling an amount of air fed to the engine.
- the predetermined driving condition may include a condition that the gear position detected by the gear position sensor is a gear position corresponding to a reduction gear ratio which is less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio, a condition that the engine speed detected by the engine speed sensor is not more than a predetermined engine speed, and a condition that the opening degree detected by the throttle valve opening degree sensor is not more than a predetermined opening degree.
- the engine control system for the vehicle may further comprise a sensor for outputting a detection value used to determine whether or not a predetermined driving condition is met; and an abnormality determiner configured to determine whether or not abnormality occurs in the sensor.
- the controller may be configured to restrict switching of the control mode when the abnormality determiner determines that the abnormality occurs in the sensor.
- the switching of the control mode is restricted in a case where abnormality occurs in the sensor and it is difficult to correctly determine whether or not the driving condition is met. This reduces a chance of misdetermination that the driving condition is met, and hence an incorrect switching of the control mode.
- an engine control system for a vehicle which is configured to control an engine using a plurality of control modes, comprising a controller configured to selectively set a first control mode or a second control mode and to control the engine using the set control mode, the first control mode and the second control mode being different from each other in control for driving; a mode switching device for switching the control mode set in the controller between the first control mode and the second control mode; is characterized in that the controller is configured to determine that a command for switching the control mode is valid if a predetermined driving condition is met, in response to the command input to the mode switching device, and to determine that the command is invalid if the predetermined driving condition is not met, in response to the command input to the mode switching device.
- the control mode is not switched when the predetermined driving condition is not met, and therefore, a driving state fluctuation due to the switching of the control mode is suppressed. This makes it possible to maintain good driving feel.
- the engine control system for the vehicle may further comprise a driving power transmission determiner configured to determine whether or not a transmission path of a driving power generated in the engine is disconnected.
- the predetermined driving condition may include a condition that the transmission path is disconnected.
- the engine control system for the vehicle may further comprise a display device.
- the controller may be configured to cause the display device to conduct display in a different manner according to the set control mode.
- the controller may be configured to set the first control mode at re-start of the engine if the command is not input to the mode switching device before the engine re-starts, and to set the second control mode at re-start of the engine when a command for switching the control mode to the second control mode is input to the mode switching device before the engine re-starts, when the engine is stopped in a state where the second control mode is set.
- FIG. 1 is a left side view of a motorcycle including an engine control system for a vehicle according to an embodiment of the present invention.
- Fig. 2 is a schematic view showing a configuration of an engine and constituents in the vicinity of the engine of Fig. 1 and a configuration of an entire engine control system built into motorcycle of Fig. 1 .
- Fig. 3 is a block diagram of the engine control system, showing in a greater part, an electronic control unit of Fig. 2 .
- Fig. 4 is a flowchart showing a process for determining whether or not a driving condition is met, which is executed by a condition determiner of Fig. 3 .
- Fig. 5 is a flowchart showing a modification of the determination process of Fig. 1 .
- Fig. 1 is a left side view of a motorcycle 1 including an engine control system for a vehicle according to an embodiment of the present invention.
- the motorcycle 1 includes a front wheel 2 and a rear wheel 3.
- the front wheel 2 is rotatably mounted to the lower end portion of a front fork 4 extending substantially vertically.
- the upper end portion of the front fork 4 is coupled to a handle 6 including a right and left grips via a steering shaft (not shown) rotatably supported by the head pipe 5.
- a steering shaft not shown
- the grip gripped by the driver's right hand is a throttle grip 7 (see Fig. 2 ) which is rotated by twisting the driver's wrist to operate a throttle device 17.
- a clutch lever 8 is provided in front of the grip gripped by the driver's left hand.
- a pair of right and left main frame members 9 extend rearward and downward from the head pipe 5.
- a pair of right and left pivot frame members 10 are coupled to the rear portions of the main frame members 9.
- the front end portions of swing arms 11 extending substantially in the longitudinal direction of the motorcycle 1 are coupled to the pivot frame members 10, respectively such that each swig arm 11 is pivotable around the front end portion.
- An engine 14 is mounted to the main frame members 9 and the pivot frame members 10.
- a driving power of the engine 14 is transmitted to the rear wheel 3 via a transmission 15 and a chain 16.
- the throttle device 17 is coupled to intake ports (not shown) of the engine 14, and an air cleaner 18 is coupled to the throttle device 17.
- a straddle seat 13 which is straddled by the driver is mounted behind the handle 6 such that a fuel tank 12 is interposed between them.
- An electronic control unit 19 (controller) is accommodated into an inner space below the seat 13 and is configured to control the operation of the engine 14.
- Fig. 2 is a schematic view showing a configuration of the engine 14 and constituents in the vicinity of the engine 14 and a configuration of the entire engine control system 50 built into motorcycle 1 of Fig. 1 .
- the throttle device 17 includes an air-intake pipe 20 provided between the engine 14 and the air cleaner 18, a throttle valve 21 provided in an inner passage of the air-intake pipe 20, and a valve actuator 22 for driving the throttle valve 21.
- the throttle valve 21 is driven by the valve actuator 22 to open and close the inner passage of the air-intake pipe 20 such that its opening degree is variable, thereby controlling the amount of air fed to the engine 14.
- the engine 14 is provided with a fuel injection device 23 and an ignition device 24.
- the devices 23 and 24 operate at suitable timings so that ignition and combustion occur in cylinders, thereby allowing the engine 14 to generate a driving power.
- the driving power of the engine 14 is transmitted to the rear wheel 3 via a driving power transmission path 25.
- the driving power transmission path 25 includes an engine output shaft 26, a reduction gear mechanism 27, a clutch 28, a transmission input shaft 29, a transmission 15, a transmission output shaft 30, and a chain 16, in this order when viewed from the engine 14.
- the clutch 28 is coupled to a clutch lever 8 via a wire 8a.
- the transmission 15 changes the speed of the rotation of the transmission input shaft 28 and transmits the resulting rotation to the transmission output shaft 30.
- the transmission 15 is, for example, a dog clutch type multi-stage transmission including a plurality of gear trains arranged in parallel. The transmission 15 is configured to select one from among a plurality of gears.
- the transmission gears include a plurality of forward transmission gears which are different in gear ratio and a neutral gear for inhibiting transmission of the driving power between the transmission input shaft 29 and the transmission output shaft 30.
- the transmission gear is set and changed by operating a shift pedal (not shown) to shift a gear position.
- the electronic control unit 19 is configured to receive signals from sensors for detecting driving states as inputs and control the engine 14 and the associated devices in accordance with the detected driving states and the set control mode.
- the electronic control unit 19 is configured to selectively set one from among the plurality of control modes.
- the control modes which can be set in the electronic control unit 19 includes two control modes which are a normal mode and an economy mode for allowing the engine 14 to operate with a smaller fuel amount than in the normal mode.
- the electronic control unit 19 is configured to turn ON and OFF the economy mode.
- control maps corresponding to respective control modes are pre-stored in the electronic control unit 19, and the electronic control unit 19 is configured to obtain operation command values of the engine 14 and the associated devices with reference to these control maps.
- the control mode switches according to the switching of the control map to be referred to.
- sensors coupled to the inputs of the electronic control unit 19 include a grip position sensor 31 for detecting an operation position of the throttle grip 7, a throttle valve position sensor 32 (throttle valve opening degree sensor) for detecting an opening degree of the throttle valve 21, an engine speed sensor 33 for detecting an engine speed of the engine 14, a gear position sensor 34 for detecting a gear position of the transmission 15, a clutch operation switch 35 for detecting whether or not the clutch lever 8 has been operated, and a vehicle speed sensor 36 for detecting a vehicle speed of the motorcycle 1.
- a grip position sensor 31 for detecting an operation position of the throttle grip 7
- a throttle valve position sensor 32 throttle valve opening degree sensor
- an engine speed sensor 33 for detecting an engine speed of the engine 14
- gear position sensor 34 for detecting a gear position of the transmission
- clutch operation switch 35 for detecting whether or not the clutch lever 8 has been operated
- vehicle speed sensor 36 for detecting a vehicle speed of the motorcycle 1.
- the electronic control unit 19 is configured to detect a current gear set in the transmission 15 based on the signal received from the gear position sensor 34 and to detect whether or not the clutch 28 is disengaged based on the signal received from the clutch operation switch 35.
- the vehicle speed sensor 36 is configured to detect the rotational speed of the front wheel 2.
- the electronic control unit 19 is configured to execute predetermined calculation based on the detection value from the vehicle speed sensor 36 to measure the vehicle speed of the motorcycle 1.
- an acceleration sensor for detecting acceleration, and a neutral gear position sensor for detecting that a neutral gear is set in the transmission 15 may be communicatively coupled to the electronic control unit 19, although not shown.
- a mode select switch 37 (mode switching device) is communicatively coupled to the input of the electronic control unit 19 to input a command for switching the control mode to the electronic control unit 19.
- the mode select switch 37 is positioned adjacent the grip of the handle 6 and easily operated by the driver during driving.
- the mode select switch 37 may be a press-button switch, a toggle switch, or a rocker switch, but the press-button switch is suitably used when the electronic control unit 19 performs the determination process using an input time determiner 41 (see Fig. 3 ) as described later.
- the components of the engine 14 which are coupled to the outputs of the electronic control unit 19 include the valve actuator 22 of the throttle device 17, the fuel injection device 23 and the ignition device 24.
- a mode display device 38 is coupled to the output of the electronic control unit 19 to display a control mode currently set.
- the mode display device 38 is attached on an instrument panel (not shown) positioned in close proximity to the handle (see Fig. 1 ) and can be visually checked by the driver during driving.
- the mode display device 38 may be a suitable device such as a lamp, or a liquid crystal display.
- An economy lamp 39 is coupled to the output of the electronic control unit 19 to display a state where the motorcycle 1 is driving under a fuel-efficient condition when a current driving state is the fuel-efficient condition.
- the electronic control unit 19 includes a fuel-efficient driving state determiner (not shown) configured to determine whether or not the motorcycle 1 is driving under a fuel-efficient condition.
- the fuel-efficient driving state determiner may be configured to determine whether or not the engine speed falls within a predetermined numeric range, whether or not a change amount of the engine speed falls within a predetermined range, whether or not the opening degree of the throttle valve 21 falls within a predetermined opening degree range, whether or not a change amount of the opening degree of the throttle valve 21 falls within a predetermined range, whether or not the vehicle speed is higher than zero, and whether or not the clutch lever 8 has been operated. If it is determined as "YES" in at least one of determination steps, the fuel-efficient driving state determiner detects that the motorcycle 1 is driving under the fuel-efficient condition and turns ON the economy lamp 39.
- the driver can easily check the ON or OFF of the economy lamp 39 provided on the instrument panel during driving, thereby facilitating the fuel-efficient driving.
- the upper limit values and the lower limit values defining the engine speed range and the opening degree range may be changed according to the gear set in the transmission 15.
- the engine control system 50 of this embodiment includes the electronic control unit 19, the sensors 31 to 36 coupled to the inputs of the electronic control unit 19, the mode select switch 37 coupled to the input of the electronic control unit 19, the devices 22 to 24 of the engine 14 which are coupled to the outputs of the electronic control unit 19, the mode display device 38 coupled to the output of the electronic control unit 19, and the economy lamp 39 coupled to the output of the electronic control unit 19.
- Fig. 3 is a block diagram of the engine control system 50, showing in a greater part, the electronic control unit 19 of Fig. 2 .
- the electronic control unit 19 is configured to determine whether a command for switching the control mode which has been input by the driver's operation of the mode select switch 37 is valid or invalid, and switch the control mode if it is determined that the command is valid. In accordance with the set control mode, the operations of the devices 22 to 24 and the operation of the mode display device 38 are controlled.
- the electronic control unit 19 includes a memory 40, the input time determiner 41, an abnormality determiner 42, a condition determiner 43, a mode setting section 44, a throttle controller 45, a fuel controller 46, and an ignition controller 47.
- command the command for switching the control mode is sometimes simply referred to as "command.”
- control maps corresponding to the respective control modes are pre-stored in the memory 40. These control maps are referred to in order to obtain the operation amount of the valve actuator 22 corresponding to a target opening degree of the throttle valve 21, the operation time of the fuel injection device 23 corresponding to a target fuel amount of the fuel injected from the fuel injection device 23, and the operation timing of the ignition device 24 corresponding to a target igniting timing.
- the input time determiner 41 determines whether or not the operation time (i.e., time period from the operation starts until the operation ends) falls within a range from a predetermined first time to a predetermined second time. If it is determined that the operation time falls within this range, the input time determiner 41 determines that the command has been input, whereas if it is determined that the operation time does not fall within this range, the input time determiner 41 determines that the command has not been input. In other words, the input time determiner 41 is configured to determine that the command has been input, only when the mode select switch 37 has been operated for a long time correctly.
- the predetermined first time is set to, for example, about one second and the predetermined second time is set to, for example, about three seconds. This makes it possible to prevent the control mode from being switched inadvertently by the fact that something touches the mode select switch 37 by mistake or continues to contact the mode select switch 37 for a long time.
- the electronic control unit 19 changes a display content in the instrument panel when the operation time falls within the range between the first time and the second time. This enables the driver to know that the operation time falls within this predetermined range. If the driver wishes to change the control mode, the driver must finish the operation of the mode select switch 37 while the display content is changing, thereby preventing the operation time from exceeding the second time.
- the abnormality determiner 42 is configured to determine whether or not there is an abnormality such as disconnection of signal lines in the sensors 31 to 36 coupled to the inputs of the electronic control unit 19. Whether the input command is determined as valid or invalid may be determined based on whether or not a predetermined driving condition is met as described later. If there is an abnormality in the sensors 31 to 36, it is difficult to determine the driving condition correctly using the detection values of the sensors 31 to 36. From this, the condition determiner 43 is configured to determine whether the command is valid or invalid only when the abnormality determiner 42 determines that the sensors 31 to 36 are normal. If not, the switching of the control mode is inhibited even when the input time determiner 41 determines that the command has been input.
- This abnormality determination process is performed every time ignition is ON, i.e., a command for starting-up the motorcycle 1 is input. If the abnormality determiner 42 determines that there is an abnormality, this determination continues and the switching of the control mode is inhibited until ignition is OFF, when a command for stopping the motorcycle 1 is input. For example, if the abnormality of the sensors is obviated after the ignition is ON, the switching of the control mode continues to be inhibited. If it is determined that the sensors are normal when next ignition is ON, then the condition determiner 43 determines whether the command is valid or invalid.
- the condition determiner 43 is configured to determine whether or not predetermined driving conditions are met based on signals from the sensors 31 to 36 coupled to the inputs of the electronic control unit 19, if the input time determiner 41 determines that the command has been input and the abnormality determiner 42 determines that the sensors 31 to 36 are normal. In this case, if the predetermined driving condition is met, the condition determiner 43 determines that the command is valid, whereas if the predetermined driving condition is not met, the condition determiner 43 determines that the command is invalid.
- the driving condition relates to the driving states of the vehicle at the time point when the mode switching command is input, and includes, at least one of, for example, a vehicle speed, an engine speed, a gear ratio, and a clutch state.
- the mode setting section 44 reads out a control map corresponding to the switched control mode, from the memory 40, whereas if the condition determiner 43 determines that the command is invalid, the mode setting section 43 keeps the current control map.
- the mode setting section 44 When the control map read out is the control map corresponding to the economy mode, the mode setting section 44 outputs a signal to the mode display device 38 to cause the mode display device 38 to display representing that the control mode is the economy mode.
- the mode display device 38 is a lamp, for example, the mode setting section 44 outputs a signal for turning ON the lamp when the economy mode is set, while the mode setting section 44 outputs a signal for turning OFF the lamp when the normal mode is set.
- the mode setting section 44 causes the mode display device 38 to conduct display in a different manner according to the set control mode.
- the driver sees the mode display device 38 to know the control mode currently set. The driver can confirm that the command for switching the control mode is valid, after the driver has operated the mode select switch 37.
- the throttle controller 45, the fuel controller 46 and the ignition controller 47 obtain the operation amount of the valve actuator 22, the operation time of the fuel injection device 23, and the ignition timing of the ignition device 24, respectively, based on the inputs received from the sensors 31 to 36 coupled to the inputs of the electronic control unit 19, with reference to the control map which has been read by the mode setting section 27.
- the throttle controller 45, the fuel controller 46 and the ignition controller 47 drive the valve actuator 22, the fuel injection device 23 and the ignition device 24, respectively, according to the obtained operation command values.
- the control maps are designed according to the concepts of the control modes. Therefore, the operation command values are sometimes different, depending on the control maps, regardless of the same driving state, i.e., the same input. For example, when the motorcycle 1 is driving in the economy mode and an acceleration request is being made, a target fuel amount is set less or a change rate of the target fuel amount is set lower than in the normal mode, because the control map designed to restrain a fuel consumption amount is referred to in the economy mode. If the control mode is switched under this driving state, the operation and output of the engine 14 (see Fig. 2 ) may fluctuate and the driving state may fluctuate.
- the condition determiner 43 is configured to determine that the predetermined driving condition is met if a substantial driving state fluctuation does not occur even when the control mode is switched, and permit the control mode from being switched when the predetermined driving condition is met. This makes it possible to suppress a driving state fluctuation and improve driving feel when the control mode is switched.
- Fig. 4 is a flowchart showing a process for determining whether or not a driving condition is met, which is executed by the condition determiner 43 of Fig. 3 .
- the determination process of Fig. 4 is carried out when the input time determiner 41 determines that the command has been input and abnormality determiner 42 determines that the sensors 31 to 35 are normal.
- the reference characters will be referred to suitably with reference to Figs. 1 to 3 as well as Fig. 4 .
- the condition determiner 43 determines whether or not the vehicle speed is 0 (step S1). If it is determined that the vehicle speed V is not 0 (S1: NO), the process goes to step S2. On the other hand, if it is determined that the vehicle speed V is 0 (S1: YES), the condition determiner 43 determines that the driving condition is met, and determines that the command is valid (step S10).
- the condition determiner 43 determines whether or not the vehicle speed V falls within a speed range which is not less than a first vehicle speed V 1 larger than 0 and is less than a second vehicle speed V 2 higher than the first vehicle speed V 1 (step S2). If it is determined that the vehicle speed V falls within this speed range (S2: YES), the process goes to step S3. On the other hand, if it is determined that the vehicle speed V is outside this speed range (S2: NO), the condition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20).
- the condition determiner 43 determines whether or not acceleration ⁇ of the motorcycle 1 is less than a first predetermined value ⁇ 1 which is a positive value (step S3). If it is determined that the acceleration ⁇ is less than the first predetermined value ⁇ 1 (S3: YES), the process goes to step S4. If it is determined that the acceleration ⁇ is not less than the first predetermined value ⁇ 1 (S3: NO), the condition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20).
- the condition determiner 43 determines whether or not the acceleration ⁇ is more than a second predetermined value ⁇ 2 which is a negative value (step S4). In other words, in this step, it is determined whether or not the deceleration falls within an allowable range. If the extent of deceleration is relatively small and it is determined that the acceleration ⁇ is more than the second predetermined value ⁇ 2 (S4: YES), the process goes to step S5. On the other hand, if the extent of deceleration is relatively large and the acceleration ⁇ is not more than the second predetermined value ⁇ 2 (S4: NO), the condition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20).
- the condition determiner 43 also serves as an acceleration determiner configured to determine whether or not the acceleration is the predetermined acceleration.
- the acceleration ⁇ may be detected based on signals from an exclusive acceleration sensor (not shown), or may be obtained by temporal differentiation of the vehicle speed detected by the signals from the vehicle speed sensor 36.
- the opening degree of the throttle valve 21 which is detected by the throttle valve position sensor 32
- a determination process similar to the predetermined process using the acceleration ⁇ to be compared to the predetermined value can be performed.
- the motorcycle 1 may be typically accelerated when the opening degree of the throttle valve 21 is larger than a set throttle valve opening degree with which the motorcycle 1 can drive at a constant speed on a flat road.
- the acceleration ⁇ is calculated from a deviation between the set throttle valve opening degree and the opening degree of throttle valve 21 which is detected by the throttle valve position sensor 32.
- the calculated acceleration ⁇ may be compared to the predetermined values ⁇ 1 and ⁇ 2 by utilizing a relationship in which the acceleration increases as the deviation increases.
- the value of the set throttle valve opening degree may be set and changed according to the engine speed and the transmission gear.
- the condition determiner 43 determines whether or not the driving power transmission path 25 is disconnected (step S5).
- the state where the driving power transmission path 25 is disconnected refers to a state where the driving power of the engine 14 is not transmitted to the rear wheel 3 which is a driving wheel of the motorcycle 1, and includes, for example, a state where the clutch 28 is disengaged not to permit the driving power to be transmitted or a state where the neutral gear is set in transmission 15. If it is determined that the driving power transmission path 25 is disconnected (S5 :YES), the condition determiner 43 determines that the driving condition is met and the command is valid (step S10). On the other hand, if it is determined that the driving power transmission path 25 is connected (S5: NO), the process goes to step S6.
- step S6 the condition determiner 43 determines whether or not a transmission gear ratio r in the transmission 15 is less than a predetermined reduction gear ratio r x which is not more than a maximum reduction gear ratio r 1 which can be set. If it is determined that the transmission gear ratio r is less than the predetermined reduction gear ratio r x (S6: YES), the condition determiner 43 determines that the driving condition is met and determines that the command is valid (step S10). On the other hand, if it is determined that the transmission gear ratio r is not less than the predetermined reduction gear ratio r x (S6: NO), the condition determiner 43 determines that the driving condition is not met and determines that the command is invalid (step S20).
- the maximum reduction gear ratio r 1 which can be set, which is used in step S6 means a reduction gear ratio in a first gear which is the lowest gear.
- the predetermined reduction gear ratio r x may be set to, for example, a reduction gear ratio in a second gear.
- step S10 if a third gear or higher gear is set in the transmission 15, the process goes to step S10, whereas if a second gear or lower gear is set in the transmission 15, the process goes to step S20. That is, in step S6, it is determined whether or not a current gear set in the transmission 15 which is capable of selecting any one gear position from among a plurality of forward gears is less than a predetermined gear. Therefore, the condition determiner 43 is configured to perform the determination process based on the gear position detected by the gear position sensor 34 without performing a process for calculating the reduction gear ratio.
- the condition determiner 43 of this embodiment determines that the command is valid if the motorcycle 1 is in a stopped state (step S1). A driving state fluctuation will not occur if the control mode is switched in the stopped state. Therefore, the control mode can be switched without affecting the driving feel.
- the condition determiner 43 determines that the command is invalid (step S2).
- the first vehicle speed V 1 which is the lower limit value of the speed range, which is used in step S2, is a speed set in a starting range, and may be set to a vehicle speed corresponding to for example, a first gear, and corresponding to an engine speed at which an output torque is higher, for example, 20km/h.
- the second vehicle speed V 2 which is the upper limit value of the speed range may be set to a speed at which restricting a fuel consumption amount under engine control does not substantially occur.
- step S3, S4 If it is determined that the motorcycle 1 is in a transient state in which the motorcycle 1 is not driving at a constant speed, the condition determiner 43 determines that the command is invalid (step S3, S4). In this transient state, there is a chance that a target fuel amount is different between the control modes regardless of the same input, and as a result, a propulsive force applied to the rear wheel 3 is different, causing a difference in actual speed and actual acceleration speed. Since it is determined that the command is invalid in the transient state, driving state fluctuation due to the switching of the control mode can be suppressed.
- step S4 If the deceleration is larger, the condition determiner 43 determines that the command is invalid (step S4). Therefore, the switching of the control mode is inhibited in the driving state in which an engine brake is operating, for example. As a result, the driving state fluctuation which would be caused by the switching of the control mode, does not occur in the state where the engine brake is operating.
- step S3 and step S4 it is determined whether or not the driving state is the transient state, and it is determined that the command is invalid if the driving state is the transient state.
- step S3 and S4 it is determined whether or not the motorcycle 1 is driving at a substantially constant speed and it is determined that the command is not invalid if it is determined that the motorcycle 1 is driving at a substantially constant speed.
- the speed change due to the switching of the control mode can be made less when the motorcycle 1 is driving at a substantially constant speed than in the state where the driving state is the transient state, and the control mode can be switched without worsening driving feel.
- the first predetermined value ⁇ 1 [m/s 2 ] may be set to a range of, for example, 0 ⁇ ⁇ 1 ⁇ 5.
- the second predetermined value ⁇ 2 [m/s 2 ] may be set to a range of, for example, -5 ⁇ ⁇ 2 ⁇ 0.
- the predetermined values ⁇ 1 and ⁇ 2 used in steps S3 and S4 may be set to a value near 0.
- the condition determiner 32 determines that the command is valid if it is determined that the driving power transmission path 25 is disconnected (step S5). In the state where the driving power transmission path 25 is disconnected, a change in the operation of the engine 14 due to the switching of the control mode is less likely to be transmitted to the rear wheel 3. This reduces a chance that a substantial driving state fluctuation occurs. Therefore, in this case, the switching of the control mode is permitted, and the control mode can be switched without worsening the driving feel during driving.
- the condition determiner 32 determines that the command is invalid if it is determined that the driving power transmission path 25 is connected and the forward transmission gear set in the transmission 15 is a lower gear, whereas the condition determiner 32 determines that the command is valid if it is determined that the driving power transmission path 25 is connected and the forward transmission gear is a medium or high gear (step S6).
- the lower gear is set in the transmission 15, typically, a torque transmitted from the engine 14 to the rear wheel 3 is large, and acceleration is required, for example, during starting. In these cases, the switching of the control mode is inhibited. Therefore, the driving state fluctuation due to the switching of the control mode can be suppressed and the motorcycle 1 can start with the driving state fluctuation lessened.
- condition determiner 43 determines whether the command is valid or invalid based on whether or not the current driving state meets any of the plurality of driving conditions, and the control mode is switched without worsening the driving feel if it is determined that the command is valid.
- step S2 to S4 it is determined that the command is valid when all of the three driving conditions in step S2 to S4 are met and then either one of the two driving conditions in step S5 and S6 is met. Since the switching of the control mode is permitted when the various driving conditions are met, the driving state fluctuation due to the switching of the control mode can be suppressed sufficiently.
- Fig. 5 is a flowchart showing modification of the determination process.
- a determination step regarding the vehicle speed step S102
- step S102 it is determined whether or not the vehicle speed V is not less than the first vehicle speed V1 which is more than 0. If it is determined that the vehicle speed V is not less than the first vehicle speed V1 (S102: YES), the process goes to step S3.
- step S3 the determination step similar to that shown in Fig. 4 is performed, and if it is determined that the acceleration ⁇ is less than the first predetermined value ⁇ 1 (S3: YES), the process goes to step S4, whereas if it is determined that the acceleration ⁇ is not less than the first predetermined value ⁇ 1 (S3: NO), the process goes to step S5.
- step S4 the determination step similar to that of Fig. 4 is performed.
- step S10 If it is determined that the acceleration ⁇ is more than the second predetermined value ⁇ 2 (S4: YES), the process goes to step S10 and it is determined that the command is valid. On the other hand, if it is determined that the acceleration ⁇ is not more than the second predetermined value ⁇ 2 (S4: NO), the process goes to step S5. In step S5, the determination step similar to that of Fig. 4 is performed. If it is determined that the driving power transmission path 25 is disconnected (S5 :YES), the process goes to step S10, whereas if it is determined that the driving power transmission path 25 is not disconnected (S5 :NO), the process goes to step S20, and it is determined that the command is invalid.
- step S5 if either one of the driving conditions that the motorcycle 1 is driving at a substantially constant speed (step S3 and step S4), and the driving power transmission path 25 is disconnected (step S5), the command for switching the control mode is permitted.
- the driving power transmission path 25 is disconnected, there is a small chance that a change in the operation of the engine 14 is transmitted to the rear wheel 3 and causes driving state fluctuation.
- step S102 it is determined that the command is valid even when the vehicle speed V falls within the high-speed range.
- step S6 of Fig. 4 is omitted from the flow of Fig. 5 .
- steps S2 and S102 may be omitted if it is determined that the command is not invalid when the vehicle speed V falls within the starting range.
- the driving state fluctuation associated with fluctuation in the engine driving power which is caused by the switching of the control mode tends to occur in a relatively lightweight straddle-type vehicle such as the motorcycle 1. For this reason, the application of the engine control system 50 of this embodiment to the straddle-type vehicle will be very effective.
- the straddle-type vehicle includes a personal watercraft, a buggy, etc, in addition to the motorcycle.
- a display device for displaying a reason why the mode switching command is invalid may be coupled to the output of the electronic control unit 19 and may be attached on the instrument panel. Furthermore, the display device may be configured to display a different content according to the reason when the electronic control unit 19 determines that the mode switching command is invalid based on the driving condition. In this case, the driver can know the reason why the mode switching command is invalid, and convenience is improved.
- the mode switching command need not be determined as invalid during deceleration of the motorcycle 1.
- the determination step S4 may be omitted from the flowchart of the determination process shown in Figs. 4 and 5 .
- the determination step for the driving condition regarding negative acceleration is performed in step S4, a step for determining whether or not the engine brake is operating to decelerate the motorcycle 1 may be added to this determination step.
- a brake operation member has been operated and a current engine speed is higher than an engine speed in a state where a throttle grip is closed, based on the detection values from the engine speed sensor and the brake sensor. If it is determined as YES, it may be determined that the engine brake is operating to decelerate the motorcycle 1. It may be determined that the driving condition is not met if the acceleration ⁇ of the vehicle is not more than the second predetermined value ⁇ 2 , after it is determined that the engine brake is operating.
- the mode setting section may set the normal mode at the re-start.
- the mode setting section may set the economy mode at the re-start.
- the switching of the control mode may be permitted in the same manner only when a predetermined driving condition is met, in a case where switching between ON and OFF of two or mode control modes regarding the driving state, from among a power restricting mode, a CBS (combination breaking system) mode, a race mode (also called sport mode), a highway mode, a supercharger activation mode, a traction control, and others, occurs, and thereby, the driving state fluctuation due to the switching of the control mode can be suppressed.
- the present invention is suitably applicable to switching between ON and OFF of a plurality of control modes.
- control mode which are different in engine driving power property
- switching between ON and OFF of three or more control modes may be permitted according to the driving condition.
- the present invention is applicable in the same manner to a case where the control mode is automatically switched as well as a case where the control mode is switched in response to the command input by the driver.
- the present invention is applicable to a case where the operation command value is changed continuously as well as to a case where the operation command value is obtained discontinuously after switching of the control mode.
- the configuration of the engine 14 and the configuration of the transmission 15 are not limited to those described above.
- the engine control system for the vehicle of the present invention is applicable to other vehicles such as four-wheeled vehicles and all terrain vehicles (ATVs) as well as motorcycles and straddle-type vehicles.
- ATVs all terrain vehicles
- the engine control system of the present invention has an advantage that driving feel is improved, and is applicable to vehicles such as motorcycles and others which can effectively use the present invention.
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- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract
Description
- [0002] The present invention relates to an engine control system for a vehicle which is configured to control an engine, using a plurality of control modes.
- [0003] An exemplary engine control system built into a vehicle such as a motorcycle is configured to set one control mode selected from among a plurality of control modes such as a high driving power mode for providing a high acceleration capability, an economy mode for achieving a high fuel efficiency, and a normal mode, and control the engine using the set control mode. Japanese Laid-Open
- Patent Application Publication No.
2005-023991 - An engine control system is configured to obtain command values such as an ignition timing and a fuel injection amount according to input values indicating driving states such as accelerator opening degree and an engine speed, and control the engine according to the command values. The command values derived from the input values are varied depending on the control mode. A conventional engine control system is configured to switch a control mode in response to the operation of the mode select switch regardless of the driving state. This will increase a chance that a driving state fluctuation increases, for example, the operation and output of the engine fluctuate, because of the switching of the control mode, depending on the driving state, which makes driving feel worse.
- The present invention has been developed in view of the circumstances, and an object of the present invention is to improve diving feel of a driver driving a vehicle including an engine control system configured to control an engine using a plurality of control modes.
- According to a first aspect of the present invention, an engine control system for a vehicle, which is configured to control an engine using a plurality of control modes, comprising: a controller configured to selectively set a first control mode or a second control mode and to control the engine using the set control mode, the engine being operable with a smaller fuel amount in the second control mode than in the first control mode; and a mode switching device for switching the control mode set in the controller between the first control mode and the second control mode; ischaracterized in that the controller is configured to determine that a command for switching the control mode is valid if a predetermined driving condition is met, in response to the command input to the mode switching device, and to determine that the command is invalid if the predetermined driving condition is not met, in response to the command input to the mode switching device.
- In accordance with the above configuration, the control mode is not switched when the predetermined driving condition is not met, and therefore, a driving state fluctuation due to the switching of the control mode is suppressed. This makes it possible to maintain good driving feel.
- The engine control system for the vehicle may further comprise an acceleration determiner configured to determine whether or not the vehicle is driving with a predetermined acceleration; and the predetermined driving condition may include a condition that the vehicle is driving with an acceleration less than the predetermined acceleration.
- In accordance with the configuration, in a case where the vehicle is accelerated, the switching of the control mode is inhibited to prevent fluctuation of the operation and output of the engine and fluctuation the vehicle speed, which would occur if the control mode is switched. As a result, the driving state fluctuation due to the switching of the control mode can be suppressed.
- The engine control system for the vehicle may further comprise a driving power transmission determiner configured to determine whether or not a transmission path of a driving power generated in the engine is disconnected; and the predetermined driving condition may include a condition that the transmission path is disconnected.
- In accordance with such a configuration, even when the operation and output of the engine change due to the switching of the control mode, in the state where the driving power transmission path is disconnected, this change is less likely to bring about the driving state fluctuation. Therefore, in this case, the switching of the control mode is permitted and as a result, the control mode can be switched without worsening driving feel.
- The engine control system for the vehicle may further comprise a gear position sensor for detecting a gear position of a transmission mounted in the vehicle; and the predetermined driving condition may include a condition that the gear position detected by the gear position sensor may be a gear position corresponding to a reduction gear ratio less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio.
- In accordance with such a configuration, the switching of the control mode is inhibited when the reduction gear ratio is not a reduction gear ratio which is less than a predetermined reduction gear ratio which is not more than the maximum reduction gear ratio, i.e., a transmission gear which is lower than a certain transmission gear is set in the transmission. The lower transmission gear is set in a driving state where a vehicle speed tends to change significantly in a state where acceleration is required, during, for example, starting of the vehicle, or a state where a relatively large engine braking force is applied to decelerate the vehicle. In this case, the switching of the control mode is inhibited, and as a result, the driving state fluctuation due to the switching of the control mode can be suppressed.
- The engine control system for the vehicle may further comprise a vehicle speed sensor for detecting a vehicle speed; and the predetermined driving condition may include a condition that the vehicle speed detected by the vehicle speed sensor falls within a predetermined speed range which is not less than a predetermined first speed and not more than a predetermined second speed. The predetermined first speed may be higher than zero and the second predetermined speed may be set to a value larger than a value of the predetermined first speed.
- In accordance with such a configuration, the switching of the control mode is inhibited in a case where the vehicle speed is in a low speed range which is less than the first speed and acceleration is required to start the motorcycle. Therefore, the speed fluctuation or the driving state fluctuation due to the switching of the control mode can be suppressed. In addition, the switching of the control mode is inhibited in a case where the vehicle speed is in a high speed range which is more than the second speed and there is not a substantial difference in the operation command values for the engine, such as a fuel injection amount, or the like, regardless of the control mode. As a result, an unnecessary switching operation of the control mode can be prevented.
- The mode switching device may include an operation member which is operated by a driver; and the controller may be configured to determine that the command for switching the control mode has been input only when an operation time for which the operation member is operated by the driver falls within a predetermined time range which is not less than a predetermined first time and not more than a predetermined second time.
- This makes it possible to prevent the control mode from being switched inadvertently by the fact that something touches the mode select switch by mistake or continues to contact the mode select switch for a long time.
- The engine control system for the vehicle may further comprise a gear position sensor for detecting a gear position of a transmission mounted in the vehicle; an engine speed sensor for detecting an engine speed of the engine; and a throttle valve opening degree sensor for detecting an opening degree of a throttle valve for controlling an amount of air fed to the engine. The predetermined driving condition may include a condition that the gear position detected by the gear position sensor is a gear position corresponding to a reduction gear ratio which is less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio, a condition that the engine speed detected by the engine speed sensor is not more than a predetermined engine speed, and a condition that the opening degree detected by the throttle valve opening degree sensor is not more than a predetermined opening degree.
- In accordance with the configuration, in a case where the vehicle is accelerated, the switching of the control mode is inhibited to prevent fluctuation of the operation and output of the engine and fluctuation of the vehicle speed, which would occur if the control mode is switched. As a result, the driving state fluctuation due to the switching of the control mode can be suppressed. Detecting whether or not the vehicle is being accelerated is implemented without using a sensor exclusively for detection of acceleration of the vehicle. As a result, the number of components and a manufacturing cost can be reduced.
- The engine control system for the vehicle may further comprise a sensor for outputting a detection value used to determine whether or not a predetermined driving condition is met; and an abnormality determiner configured to determine whether or not abnormality occurs in the sensor. The controller may be configured to restrict switching of the control mode when the abnormality determiner determines that the abnormality occurs in the sensor.
- In accordance with such a configuration, the switching of the control mode is restricted in a case where abnormality occurs in the sensor and it is difficult to correctly determine whether or not the driving condition is met. This reduces a chance of misdetermination that the driving condition is met, and hence an incorrect switching of the control mode.
- According to another aspect of the present invention, an engine control system for a vehicle, which is configured to control an engine using a plurality of control modes, comprising a controller configured to selectively set a first control mode or a second control mode and to control the engine using the set control mode, the first control mode and the second control mode being different from each other in control for driving; a mode switching device for switching the control mode set in the controller between the first control mode and the second control mode; ischaracterized in that the controller is configured to determine that a command for switching the control mode is valid if a predetermined driving condition is met, in response to the command input to the mode switching device, and to determine that the command is invalid if the predetermined driving condition is not met, in response to the command input to the mode switching device. In accordance with the above configuration, also, the control mode is not switched when the predetermined driving condition is not met, and therefore, a driving state fluctuation due to the switching of the control mode is suppressed. This makes it possible to maintain good driving feel.
- The engine control system for the vehicle may further comprise a driving power transmission determiner configured to determine whether or not a transmission path of a driving power generated in the engine is disconnected. The predetermined driving condition may include a condition that the transmission path is disconnected.
- The engine control system for the vehicle may further comprise a display device. The controller may be configured to cause the display device to conduct display in a different manner according to the set control mode.
- The controller may be configured to set the first control mode at re-start of the engine if the command is not input to the mode switching device before the engine re-starts, and to set the second control mode at re-start of the engine when a command for switching the control mode to the second control mode is input to the mode switching device before the engine re-starts, when the engine is stopped in a state where the second control mode is set.
- The above and further objects and features of the invention will more be apparent from the following detailed description with accompanying drawings.
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Fig. 1 is a left side view of a motorcycle including an engine control system for a vehicle according to an embodiment of the present invention. -
Fig. 2 is a schematic view showing a configuration of an engine and constituents in the vicinity of the engine ofFig. 1 and a configuration of an entire engine control system built into motorcycle ofFig. 1 . -
Fig. 3 is a block diagram of the engine control system, showing in a greater part, an electronic control unit ofFig. 2 . -
Fig. 4 is a flowchart showing a process for determining whether or not a driving condition is met, which is executed by a condition determiner ofFig. 3 . -
Fig. 5 is a flowchart showing a modification of the determination process ofFig. 1 . - Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Hereinafter, a motorcycle will be described as an example of a vehicle, and the stated directions are referenced from the perspective of a driver driving the motorcycle, unless otherwise explicitly noted.
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Fig. 1 is a left side view of amotorcycle 1 including an engine control system for a vehicle according to an embodiment of the present invention. Referring toFig. 1 , themotorcycle 1 includes afront wheel 2 and arear wheel 3. Thefront wheel 2 is rotatably mounted to the lower end portion of afront fork 4 extending substantially vertically. The upper end portion of thefront fork 4 is coupled to ahandle 6 including a right and left grips via a steering shaft (not shown) rotatably supported by thehead pipe 5. When the driver grips the grips and rotates thehandle 6, thefront wheel 2 rotates around the steering shaft. The grip gripped by the driver's right hand is a throttle grip 7 (seeFig. 2 ) which is rotated by twisting the driver's wrist to operate athrottle device 17. Aclutch lever 8 is provided in front of the grip gripped by the driver's left hand. - A pair of right and left
main frame members 9 extend rearward and downward from thehead pipe 5. A pair of right and leftpivot frame members 10 are coupled to the rear portions of themain frame members 9. The front end portions ofswing arms 11 extending substantially in the longitudinal direction of themotorcycle 1 are coupled to thepivot frame members 10, respectively such that eachswig arm 11 is pivotable around the front end portion. Anengine 14 is mounted to themain frame members 9 and thepivot frame members 10. A driving power of theengine 14 is transmitted to therear wheel 3 via atransmission 15 and achain 16. Thethrottle device 17 is coupled to intake ports (not shown) of theengine 14, and anair cleaner 18 is coupled to thethrottle device 17. Astraddle seat 13 which is straddled by the driver is mounted behind thehandle 6 such that afuel tank 12 is interposed between them. An electronic control unit 19 (controller) is accommodated into an inner space below theseat 13 and is configured to control the operation of theengine 14. -
Fig. 2 is a schematic view showing a configuration of theengine 14 and constituents in the vicinity of theengine 14 and a configuration of the entireengine control system 50 built intomotorcycle 1 ofFig. 1 . As shown inFig. 2 , thethrottle device 17 includes an air-intake pipe 20 provided between theengine 14 and theair cleaner 18, athrottle valve 21 provided in an inner passage of the air-intake pipe 20, and avalve actuator 22 for driving thethrottle valve 21. Thethrottle valve 21 is driven by thevalve actuator 22 to open and close the inner passage of the air-intake pipe 20 such that its opening degree is variable, thereby controlling the amount of air fed to theengine 14. Theengine 14 is provided with afuel injection device 23 and anignition device 24. Thedevices engine 14 to generate a driving power. - The driving power of the
engine 14 is transmitted to therear wheel 3 via a drivingpower transmission path 25. As shown inFig. 2 , the drivingpower transmission path 25 includes anengine output shaft 26, areduction gear mechanism 27, a clutch 28, atransmission input shaft 29, atransmission 15, atransmission output shaft 30, and achain 16, in this order when viewed from theengine 14. The clutch 28 is coupled to aclutch lever 8 via awire 8a. In a state where theclutch lever 8 is not operated, the clutch 28 is engaged to allow the driving power to be transmitted between thereduction gear mechanism 27 and thetransmission input shaft 29, while in a state where theclutch lever 28 is operated, the clutch 28 is disengaged by the operation of thewire 8a not to permit the driving power to be transmitted between thereduction gear mechanism 27 and thetransmission input shaft 29. Thetransmission 15 changes the speed of the rotation of thetransmission input shaft 28 and transmits the resulting rotation to thetransmission output shaft 30. Thetransmission 15 is, for example, a dog clutch type multi-stage transmission including a plurality of gear trains arranged in parallel. Thetransmission 15 is configured to select one from among a plurality of gears. The transmission gears include a plurality of forward transmission gears which are different in gear ratio and a neutral gear for inhibiting transmission of the driving power between thetransmission input shaft 29 and thetransmission output shaft 30. The transmission gear is set and changed by operating a shift pedal (not shown) to shift a gear position. - The
electronic control unit 19 is configured to receive signals from sensors for detecting driving states as inputs and control theengine 14 and the associated devices in accordance with the detected driving states and the set control mode. Theelectronic control unit 19 is configured to selectively set one from among the plurality of control modes. In this embodiment, the control modes which can be set in theelectronic control unit 19 includes two control modes which are a normal mode and an economy mode for allowing theengine 14 to operate with a smaller fuel amount than in the normal mode. Theelectronic control unit 19 is configured to turn ON and OFF the economy mode. To be specific, control maps corresponding to respective control modes are pre-stored in theelectronic control unit 19, and theelectronic control unit 19 is configured to obtain operation command values of theengine 14 and the associated devices with reference to these control maps. The control mode switches according to the switching of the control map to be referred to. - As shown in
Fig. 2 , sensors coupled to the inputs of theelectronic control unit 19 include agrip position sensor 31 for detecting an operation position of thethrottle grip 7, a throttle valve position sensor 32 (throttle valve opening degree sensor) for detecting an opening degree of thethrottle valve 21, anengine speed sensor 33 for detecting an engine speed of theengine 14, agear position sensor 34 for detecting a gear position of thetransmission 15, aclutch operation switch 35 for detecting whether or not theclutch lever 8 has been operated, and avehicle speed sensor 36 for detecting a vehicle speed of themotorcycle 1. Theelectronic control unit 19 is configured to detect a current gear set in thetransmission 15 based on the signal received from thegear position sensor 34 and to detect whether or not the clutch 28 is disengaged based on the signal received from theclutch operation switch 35. Thevehicle speed sensor 36 is configured to detect the rotational speed of thefront wheel 2. Theelectronic control unit 19 is configured to execute predetermined calculation based on the detection value from thevehicle speed sensor 36 to measure the vehicle speed of themotorcycle 1. Alternatively, an acceleration sensor for detecting acceleration, and a neutral gear position sensor for detecting that a neutral gear is set in thetransmission 15 may be communicatively coupled to theelectronic control unit 19, although not shown. - Furthermore, a mode select switch 37 (mode switching device) is communicatively coupled to the input of the
electronic control unit 19 to input a command for switching the control mode to theelectronic control unit 19. The modeselect switch 37 is positioned adjacent the grip of thehandle 6 and easily operated by the driver during driving. The modeselect switch 37 may be a press-button switch, a toggle switch, or a rocker switch, but the press-button switch is suitably used when theelectronic control unit 19 performs the determination process using an input time determiner 41 (seeFig. 3 ) as described later. - As shown in
Fig. 2 , the components of theengine 14 which are coupled to the outputs of theelectronic control unit 19 include thevalve actuator 22 of thethrottle device 17, thefuel injection device 23 and theignition device 24. - A
mode display device 38 is coupled to the output of theelectronic control unit 19 to display a control mode currently set. Themode display device 38 is attached on an instrument panel (not shown) positioned in close proximity to the handle (seeFig. 1 ) and can be visually checked by the driver during driving. Themode display device 38 may be a suitable device such as a lamp, or a liquid crystal display. - An
economy lamp 39 is coupled to the output of theelectronic control unit 19 to display a state where themotorcycle 1 is driving under a fuel-efficient condition when a current driving state is the fuel-efficient condition. Theelectronic control unit 19 includes a fuel-efficient driving state determiner (not shown) configured to determine whether or not themotorcycle 1 is driving under a fuel-efficient condition. The fuel-efficient driving state determiner may be configured to determine whether or not the engine speed falls within a predetermined numeric range, whether or not a change amount of the engine speed falls within a predetermined range, whether or not the opening degree of thethrottle valve 21 falls within a predetermined opening degree range, whether or not a change amount of the opening degree of thethrottle valve 21 falls within a predetermined range, whether or not the vehicle speed is higher than zero, and whether or not theclutch lever 8 has been operated. If it is determined as "YES" in at least one of determination steps, the fuel-efficient driving state determiner detects that themotorcycle 1 is driving under the fuel-efficient condition and turns ON theeconomy lamp 39. The driver can easily check the ON or OFF of theeconomy lamp 39 provided on the instrument panel during driving, thereby facilitating the fuel-efficient driving. Alternatively, the upper limit values and the lower limit values defining the engine speed range and the opening degree range may be changed according to the gear set in thetransmission 15. - As described above, the
engine control system 50 of this embodiment includes theelectronic control unit 19, thesensors 31 to 36 coupled to the inputs of theelectronic control unit 19, the modeselect switch 37 coupled to the input of theelectronic control unit 19, thedevices 22 to 24 of theengine 14 which are coupled to the outputs of theelectronic control unit 19, themode display device 38 coupled to the output of theelectronic control unit 19, and theeconomy lamp 39 coupled to the output of theelectronic control unit 19. -
Fig. 3 is a block diagram of theengine control system 50, showing in a greater part, theelectronic control unit 19 ofFig. 2 . Referring toFig. 3 , theelectronic control unit 19 is configured to determine whether a command for switching the control mode which has been input by the driver's operation of the modeselect switch 37 is valid or invalid, and switch the control mode if it is determined that the command is valid. In accordance with the set control mode, the operations of thedevices 22 to 24 and the operation of themode display device 38 are controlled. For the control, theelectronic control unit 19 includes amemory 40, theinput time determiner 41, anabnormality determiner 42, acondition determiner 43, amode setting section 44, athrottle controller 45, afuel controller 46, and anignition controller 47. Hereinafter, the command for switching the control mode is sometimes simply referred to as "command." - The control maps corresponding to the respective control modes are pre-stored in the
memory 40. These control maps are referred to in order to obtain the operation amount of thevalve actuator 22 corresponding to a target opening degree of thethrottle valve 21, the operation time of thefuel injection device 23 corresponding to a target fuel amount of the fuel injected from thefuel injection device 23, and the operation timing of theignition device 24 corresponding to a target igniting timing. - When the mode
select switch 37 is operated and the command for switching the control mode is input to theelectronic control unit 19, theinput time determiner 41 determines whether or not the operation time (i.e., time period from the operation starts until the operation ends) falls within a range from a predetermined first time to a predetermined second time. If it is determined that the operation time falls within this range, theinput time determiner 41 determines that the command has been input, whereas if it is determined that the operation time does not fall within this range, theinput time determiner 41 determines that the command has not been input. In other words, theinput time determiner 41 is configured to determine that the command has been input, only when the modeselect switch 37 has been operated for a long time correctly. The predetermined first time is set to, for example, about one second and the predetermined second time is set to, for example, about three seconds. This makes it possible to prevent the control mode from being switched inadvertently by the fact that something touches the modeselect switch 37 by mistake or continues to contact the modeselect switch 37 for a long time. Theelectronic control unit 19 changes a display content in the instrument panel when the operation time falls within the range between the first time and the second time. This enables the driver to know that the operation time falls within this predetermined range. If the driver wishes to change the control mode, the driver must finish the operation of the modeselect switch 37 while the display content is changing, thereby preventing the operation time from exceeding the second time. - The
abnormality determiner 42 is configured to determine whether or not there is an abnormality such as disconnection of signal lines in thesensors 31 to 36 coupled to the inputs of theelectronic control unit 19. Whether the input command is determined as valid or invalid may be determined based on whether or not a predetermined driving condition is met as described later. If there is an abnormality in thesensors 31 to 36, it is difficult to determine the driving condition correctly using the detection values of thesensors 31 to 36. From this, thecondition determiner 43 is configured to determine whether the command is valid or invalid only when theabnormality determiner 42 determines that thesensors 31 to 36 are normal. If not, the switching of the control mode is inhibited even when theinput time determiner 41 determines that the command has been input. This abnormality determination process is performed every time ignition is ON, i.e., a command for starting-up themotorcycle 1 is input. If theabnormality determiner 42 determines that there is an abnormality, this determination continues and the switching of the control mode is inhibited until ignition is OFF, when a command for stopping themotorcycle 1 is input. For example, if the abnormality of the sensors is obviated after the ignition is ON, the switching of the control mode continues to be inhibited. If it is determined that the sensors are normal when next ignition is ON, then thecondition determiner 43 determines whether the command is valid or invalid. - The
condition determiner 43 is configured to determine whether or not predetermined driving conditions are met based on signals from thesensors 31 to 36 coupled to the inputs of theelectronic control unit 19, if theinput time determiner 41 determines that the command has been input and theabnormality determiner 42 determines that thesensors 31 to 36 are normal. In this case, if the predetermined driving condition is met, thecondition determiner 43 determines that the command is valid, whereas if the predetermined driving condition is not met, thecondition determiner 43 determines that the command is invalid. The driving condition relates to the driving states of the vehicle at the time point when the mode switching command is input, and includes, at least one of, for example, a vehicle speed, an engine speed, a gear ratio, and a clutch state. - If the
condition determiner 43 determines that the command is valid, themode setting section 44 reads out a control map corresponding to the switched control mode, from thememory 40, whereas if thecondition determiner 43 determines that the command is invalid, themode setting section 43 keeps the current control map. - When the control map read out is the control map corresponding to the economy mode, the
mode setting section 44 outputs a signal to themode display device 38 to cause themode display device 38 to display representing that the control mode is the economy mode. In a case themode display device 38 is a lamp, for example, themode setting section 44 outputs a signal for turning ON the lamp when the economy mode is set, while themode setting section 44 outputs a signal for turning OFF the lamp when the normal mode is set. In this way, themode setting section 44 causes themode display device 38 to conduct display in a different manner according to the set control mode. The driver sees themode display device 38 to know the control mode currently set. The driver can confirm that the command for switching the control mode is valid, after the driver has operated the modeselect switch 37. - The
throttle controller 45, thefuel controller 46 and theignition controller 47 obtain the operation amount of thevalve actuator 22, the operation time of thefuel injection device 23, and the ignition timing of theignition device 24, respectively, based on the inputs received from thesensors 31 to 36 coupled to the inputs of theelectronic control unit 19, with reference to the control map which has been read by themode setting section 27. Thethrottle controller 45, thefuel controller 46 and theignition controller 47 drive thevalve actuator 22, thefuel injection device 23 and theignition device 24, respectively, according to the obtained operation command values. - The control maps are designed according to the concepts of the control modes. Therefore, the operation command values are sometimes different, depending on the control maps, regardless of the same driving state, i.e., the same input. For example, when the
motorcycle 1 is driving in the economy mode and an acceleration request is being made, a target fuel amount is set less or a change rate of the target fuel amount is set lower than in the normal mode, because the control map designed to restrain a fuel consumption amount is referred to in the economy mode. If the control mode is switched under this driving state, the operation and output of the engine 14 (seeFig. 2 ) may fluctuate and the driving state may fluctuate. - The
condition determiner 43 is configured to determine that the predetermined driving condition is met if a substantial driving state fluctuation does not occur even when the control mode is switched, and permit the control mode from being switched when the predetermined driving condition is met. This makes it possible to suppress a driving state fluctuation and improve driving feel when the control mode is switched. -
Fig. 4 is a flowchart showing a process for determining whether or not a driving condition is met, which is executed by thecondition determiner 43 ofFig. 3 . The determination process ofFig. 4 is carried out when theinput time determiner 41 determines that the command has been input andabnormality determiner 42 determines that thesensors 31 to 35 are normal. Hereinafter, the reference characters will be referred to suitably with reference toFigs. 1 to 3 as well asFig. 4 . - Referring to
Fig. 4 , thecondition determiner 43 determines whether or not the vehicle speed is 0 (step S1). If it is determined that the vehicle speed V is not 0 (S1: NO), the process goes to step S2. On the other hand, if it is determined that the vehicle speed V is 0 (S1: YES), thecondition determiner 43 determines that the driving condition is met, and determines that the command is valid (step S10). - The
condition determiner 43 determines whether or not the vehicle speed V falls within a speed range which is not less than a first vehicle speed V1 larger than 0 and is less than a second vehicle speed V2 higher than the first vehicle speed V1 (step S2). If it is determined that the vehicle speed V falls within this speed range (S2: YES), the process goes to step S3. On the other hand, if it is determined that the vehicle speed V is outside this speed range (S2: NO), thecondition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20). - The
condition determiner 43 determines whether or not acceleration α of themotorcycle 1 is less than a first predetermined value α1 which is a positive value (step S3). If it is determined that the acceleration α is less than the first predetermined value α1 (S3: YES), the process goes to step S4. If it is determined that the acceleration α is not less than the first predetermined value α1 (S3: NO), thecondition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20). - The
condition determiner 43 determines whether or not the acceleration α is more than a second predetermined value α2 which is a negative value (step S4). In other words, in this step, it is determined whether or not the deceleration falls within an allowable range. If the extent of deceleration is relatively small and it is determined that the acceleration α is more than the second predetermined value α2 (S4: YES), the process goes to step S5. On the other hand, if the extent of deceleration is relatively large and the acceleration α is not more than the second predetermined value α2 (S4: NO), thecondition determiner 43 determines that the driving condition is not met, and determines that the command is invalid (step S20). - As described above, in step S3 and step S4, the
condition determiner 43 also serves as an acceleration determiner configured to determine whether or not the acceleration is the predetermined acceleration. In step S3 and step S4, the acceleration α may be detected based on signals from an exclusive acceleration sensor (not shown), or may be obtained by temporal differentiation of the vehicle speed detected by the signals from thevehicle speed sensor 36. - Alternatively, by using the opening degree of the
throttle valve 21 which is detected by the throttlevalve position sensor 32, a determination process similar to the predetermined process using the acceleration α to be compared to the predetermined value, can be performed. Themotorcycle 1 may be typically accelerated when the opening degree of thethrottle valve 21 is larger than a set throttle valve opening degree with which themotorcycle 1 can drive at a constant speed on a flat road. In view of this, the acceleration α is calculated from a deviation between the set throttle valve opening degree and the opening degree ofthrottle valve 21 which is detected by the throttlevalve position sensor 32. The calculated acceleration α may be compared to the predetermined values α1 and α2 by utilizing a relationship in which the acceleration increases as the deviation increases. In this case, the value of the set throttle valve opening degree may be set and changed according to the engine speed and the transmission gear. - In the manner as described above, by using the vehicle speed or the throttle valve opening degree, the engine speed and the transmission gear, a sensor exclusive for detection of the acceleration may be omitted. As a result, the number of components and a manufacturing cost are reduced.
- The
condition determiner 43 determines whether or not the drivingpower transmission path 25 is disconnected (step S5). As defined herein, the state where the drivingpower transmission path 25 is disconnected refers to a state where the driving power of theengine 14 is not transmitted to therear wheel 3 which is a driving wheel of themotorcycle 1, and includes, for example, a state where the clutch 28 is disengaged not to permit the driving power to be transmitted or a state where the neutral gear is set intransmission 15. If it is determined that the drivingpower transmission path 25 is disconnected (S5 :YES), thecondition determiner 43 determines that the driving condition is met and the command is valid (step S10). On the other hand, if it is determined that the drivingpower transmission path 25 is connected (S5: NO), the process goes to step S6. - As described above, in the state where the clutch 28 is disengaged or the state where the neutral gear is set in the
transmission 15, the drivingpower transmission path 25 is disconnected. Therefore, when it is determined that theclutch operation switch 35 detects that theclutch lever 8 has been operated or thegear position sensor 34 detects that the neutral gear is set in thetransmission 15, it may be determined that the drivingpower transmission path 25 is disconnected. On the other hand, when it is determined that theclutch operation switch 35 detects that theclutch lever 8 has not been operated or thegear position sensor 34 detects that a gear other the neutral gear is set in thetransmission 15, it may be determined that the drivingpower transmission path 25 is connected. - In step S6, the
condition determiner 43 determines whether or not a transmission gear ratio r in thetransmission 15 is less than a predetermined reduction gear ratio r x which is not more than a maximum reduction gear ratio r 1 which can be set. If it is determined that the transmission gear ratio r is less than the predetermined reduction gear ratio r x (S6: YES), thecondition determiner 43 determines that the driving condition is met and determines that the command is valid (step S10). On the other hand, if it is determined that the transmission gear ratio r is not less than the predetermined reduction gear ratio r x (S6: NO), thecondition determiner 43 determines that the driving condition is not met and determines that the command is invalid (step S20). - The maximum reduction gear ratior 1 which can be set, which is used in step S6 means a reduction gear ratio in a first gear which is the lowest gear. The predetermined reduction gear ratio r x may be set to, for example, a reduction gear ratio in a second gear. In this example, if a third gear or higher gear is set in the
transmission 15, the process goes to step S10, whereas if a second gear or lower gear is set in thetransmission 15, the process goes to step S20. That is, in step S6, it is determined whether or not a current gear set in thetransmission 15 which is capable of selecting any one gear position from among a plurality of forward gears is less than a predetermined gear. Therefore, thecondition determiner 43 is configured to perform the determination process based on the gear position detected by thegear position sensor 34 without performing a process for calculating the reduction gear ratio. - As explained above, the
condition determiner 43 of this embodiment determines that the command is valid if themotorcycle 1 is in a stopped state (step S1). A driving state fluctuation will not occur if the control mode is switched in the stopped state. Therefore, the control mode can be switched without affecting the driving feel. - If it is determined that the vehicle speed V is more than 0 and does not fall within the predetermined speed range, the
condition determiner 43 determines that the command is invalid (step S2). The first vehicle speed V 1 which is the lower limit value of the speed range, which is used in step S2, is a speed set in a starting range, and may be set to a vehicle speed corresponding to for example, a first gear, and corresponding to an engine speed at which an output torque is higher, for example, 20km/h. The second vehicle speed V 2 which is the upper limit value of the speed range may be set to a speed at which restricting a fuel consumption amount under engine control does not substantially occur. Under this setting, if the vehicle speed V is lower and outside the speed range, switching of the control mode in the starting range in which acceleration is required is inhibited and a driving state fluctuation due to the switching of the control mode can be prevented. If the vehicle speed V is higher and outside the speed range, the switching of the control mode will not be effective. Therefore, occurrence of an unnecessary switching operation in this situation is prevented. During the starting, the switching of the normal mode to the economy mode is inhibited, and themotorcycle 1 can start with a higher output torque than in the economy mode. This can reduce a time that lapses from themotorcycle 1 has started until the vehicle speed reaches a speed at which themotorcycle 1 can drive in a stable state, and hence improves convenience. - If it is determined that the
motorcycle 1 is in a transient state in which themotorcycle 1 is not driving at a constant speed, thecondition determiner 43 determines that the command is invalid (step S3, S4). In this transient state, there is a chance that a target fuel amount is different between the control modes regardless of the same input, and as a result, a propulsive force applied to therear wheel 3 is different, causing a difference in actual speed and actual acceleration speed. Since it is determined that the command is invalid in the transient state, driving state fluctuation due to the switching of the control mode can be suppressed. - If the deceleration is larger, the
condition determiner 43 determines that the command is invalid (step S4). Therefore, the switching of the control mode is inhibited in the driving state in which an engine brake is operating, for example. As a result, the driving state fluctuation which would be caused by the switching of the control mode, does not occur in the state where the engine brake is operating. - In step S3 and step S4, it is determined whether or not the driving state is the transient state, and it is determined that the command is invalid if the driving state is the transient state. In other words, in step S3 and S4, it is determined whether or not the
motorcycle 1 is driving at a substantially constant speed and it is determined that the command is not invalid if it is determined that themotorcycle 1 is driving at a substantially constant speed. The speed change due to the switching of the control mode can be made less when themotorcycle 1 is driving at a substantially constant speed than in the state where the driving state is the transient state, and the control mode can be switched without worsening driving feel. The first predetermined value α1[m/s2] may be set to a range of, for example, 0 < α1 < 5. The second predetermined value α2[m/s2] may be set to a range of, for example, -5 < α2 < 0. To determine whether or not themotorcycle 1 is driving at a constant speed, the predetermined values α1 and α2 used in steps S3 and S4 may be set to a value near 0. - The
condition determiner 32 determines that the command is valid if it is determined that the drivingpower transmission path 25 is disconnected (step S5). In the state where the drivingpower transmission path 25 is disconnected, a change in the operation of theengine 14 due to the switching of the control mode is less likely to be transmitted to therear wheel 3. This reduces a chance that a substantial driving state fluctuation occurs. Therefore, in this case, the switching of the control mode is permitted, and the control mode can be switched without worsening the driving feel during driving. - The
condition determiner 32 determines that the command is invalid if it is determined that the drivingpower transmission path 25 is connected and the forward transmission gear set in thetransmission 15 is a lower gear, whereas thecondition determiner 32 determines that the command is valid if it is determined that the drivingpower transmission path 25 is connected and the forward transmission gear is a medium or high gear (step S6). When the lower gear is set in thetransmission 15, typically, a torque transmitted from theengine 14 to therear wheel 3 is large, and acceleration is required, for example, during starting. In these cases, the switching of the control mode is inhibited. Therefore, the driving state fluctuation due to the switching of the control mode can be suppressed and themotorcycle 1 can start with the driving state fluctuation lessened. - As described above, the
condition determiner 43 determines whether the command is valid or invalid based on whether or not the current driving state meets any of the plurality of driving conditions, and the control mode is switched without worsening the driving feel if it is determined that the command is valid. - During driving, it is determined that the command is valid when all of the three driving conditions in step S2 to S4 are met and then either one of the two driving conditions in step S5 and S6 is met. Since the switching of the control mode is permitted when the various driving conditions are met, the driving state fluctuation due to the switching of the control mode can be suppressed sufficiently.
- The flow of the determination process executed by the
condition determiner 43 is not limited to the flow ofFig. 4 .Fig. 5 is a flowchart showing modification of the determination process. In the flow chart of modification ofFig. 5 , a determination step regarding the vehicle speed (step S102) is changed as compared to the flowchart ofFig. 4 (also see step S2 inFig. 4 ). In step S102, it is determined whether or not the vehicle speed V is not less than the first vehicle speed V1 which is more than 0. If it is determined that the vehicle speed V is not less than the first vehicle speed V1 (S102: YES), the process goes to step S3. On the other hand, if it is determined that the vehicle speed V is less than the first vehicle speed V1 (S102: NO), the process goes to step S5. In step S3, the determination step similar to that shown inFig. 4 is performed, and if it is determined that the acceleration α is less than the first predetermined value α1 (S3: YES), the process goes to step S4, whereas if it is determined that the acceleration α is not less than the first predetermined value α1 (S3: NO), the process goes to step S5. In step S4, the determination step similar to that ofFig. 4 is performed. If it is determined that the acceleration α is more than the second predetermined value α2 (S4: YES), the process goes to step S10 and it is determined that the command is valid. On the other hand, if it is determined that the acceleration α is not more than the second predetermined value α2 (S4: NO), the process goes to step S5. In step S5, the determination step similar to that ofFig. 4 is performed. If it is determined that the drivingpower transmission path 25 is disconnected (S5 :YES), the process goes to step S10, whereas if it is determined that the drivingpower transmission path 25 is not disconnected (S5 :NO), the process goes to step S20, and it is determined that the command is invalid. - As described above, in this modification, if either one of the driving conditions that the
motorcycle 1 is driving at a substantially constant speed (step S3 and step S4), and the drivingpower transmission path 25 is disconnected (step S5), the command for switching the control mode is permitted. As described above, if the drivingpower transmission path 25 is disconnected, there is a small chance that a change in the operation of theengine 14 is transmitted to therear wheel 3 and causes driving state fluctuation. In the determination step of step S102, it is determined that the command is valid even when the vehicle speed V falls within the high-speed range. - In modification of the determination process of
Fig. 4 , all of the steps S1 to S6 ofFig. 4 need not be performed. For example, step S6 ofFig. 4 is omitted from the flow ofFig. 5 . Although it is determined that the command is not invalid when the vehicle speed V falls within the high-speed range (step S102) in the flowchart ofFig. 5 , steps S2 and S102 may be omitted if it is determined that the command is not invalid when the vehicle speed V falls within the starting range. In a further alternative, it may be determined that the command is valid if at least one of the plurality of driving conditions defined in the steps shown inFigs. 4 and5 is met. - The driving state fluctuation associated with fluctuation in the engine driving power which is caused by the switching of the control mode tends to occur in a relatively lightweight straddle-type vehicle such as the
motorcycle 1. For this reason, the application of theengine control system 50 of this embodiment to the straddle-type vehicle will be very effective. The straddle-type vehicle includes a personal watercraft, a buggy, etc, in addition to the motorcycle. - Although the embodiment of the present invention has been described, the above configuration may be changed within a scope of the present invention.
- A display device for displaying a reason why the mode switching command is invalid may be coupled to the output of the
electronic control unit 19 and may be attached on the instrument panel. Furthermore, the display device may be configured to display a different content according to the reason when theelectronic control unit 19 determines that the mode switching command is invalid based on the driving condition. In this case, the driver can know the reason why the mode switching command is invalid, and convenience is improved. - Regarding determination as to whether or not the driving condition is met, the mode switching command need not be determined as invalid during deceleration of the
motorcycle 1. In other words, the determination step S4 may be omitted from the flowchart of the determination process shown inFigs. 4 and5 . - Although in the above embodiment, the determination step for the driving condition regarding negative acceleration is performed in step S4, a step for determining whether or not the engine brake is operating to decelerate the
motorcycle 1 may be added to this determination step. To be specific, it may be determined whether or not a brake operation member has been operated and a current engine speed is higher than an engine speed in a state where a throttle grip is closed, based on the detection values from the engine speed sensor and the brake sensor. If it is determined as YES, it may be determined that the engine brake is operating to decelerate themotorcycle 1. It may be determined that the driving condition is not met if the acceleration α of the vehicle is not more than the second predetermined value α2, after it is determined that the engine brake is operating. This makes it possible to inhibit the switching of the control mode during the engine braking operation in which the driving state fluctuation due the switching of the control mode tends to occur, and to permit the switching of the control mode during deceleration of themotorcycle 1 other than a state where the engine brake is operating. Thus, convenience is improved. - When the ignition switch is tuned ON and the engine re-starts without inputting the command for switching the control mode with the mode select switch in a case where the ignition switch is turned OFF and the engine is stopped in the economy mode, the mode setting section may set the normal mode at the re-start. When the ignition switch is tuned ON and the engine re-starts after the command for switching the control mode to the economy mode is input with the mode select switch, the mode setting section may set the economy mode at the re-start.
- Although switching between ON and OFF of the economy mode has been described above, the switching of the control mode may be permitted in the same manner only when a predetermined driving condition is met, in a case where switching between ON and OFF of two or mode control modes regarding the driving state, from among a power restricting mode, a CBS (combination breaking system) mode, a race mode (also called sport mode), a highway mode, a supercharger activation mode, a traction control, and others, occurs, and thereby, the driving state fluctuation due to the switching of the control mode can be suppressed. As should be readily appreciated, the present invention is suitably applicable to switching between ON and OFF of a plurality of control modes. Although in the above embodiment, two control modes which are different in engine driving power property has been described, switching between ON and OFF of three or more control modes may be permitted according to the driving condition. The present invention is applicable in the same manner to a case where the control mode is automatically switched as well as a case where the control mode is switched in response to the command input by the driver. The present invention is applicable to a case where the operation command value is changed continuously as well as to a case where the operation command value is obtained discontinuously after switching of the control mode.
- The configuration of the
engine 14 and the configuration of thetransmission 15 are not limited to those described above. The engine control system for the vehicle of the present invention is applicable to other vehicles such as four-wheeled vehicles and all terrain vehicles (ATVs) as well as motorcycles and straddle-type vehicles. - As described above, the engine control system of the present invention has an advantage that driving feel is improved, and is applicable to vehicles such as motorcycles and others which can effectively use the present invention.
Claims (11)
- An engine control system (50) for a vehicle (1), which is configured to control an engine (14) using a plurality of control modes, comprising:a controller (19) configured to selectively set a first control mode or a second control mode and to control the engine (14) using the set control mode, the first control mode and the second control mode being provided such that the first control mode and the second control mode is different from each other in control relating to driving; anda mode switching device (37) for switching the control mode set in the controller (19) between the first control mode and the second control mode;characterized in thatthe controller (19) is configured to determine that a command for switching the control mode is valid if a predetermined driving condition is met, in response to the command input to the mode switching device (37), and to determine that the command is invalid if the predetermined driving condition is not met, in response to the command input to the mode switching device (37).
- The engine control system for the vehicle according to Claim 1, wherein the first control mode and the second control mode is provided such that the engine (14) is operable with a smaller fuel amount in the second control mode than in the first control mode.
- The engine control system for the vehicle according to Claim 2, further comprising:an acceleration determiner (43) configured to determine whether or not the vehicle (1) is driving with a predetermined acceleration; whereinthe predetermined driving condition includes a condition that the vehicle (1) is driving with an acceleration less than the predetermined acceleration.
- The engine control system for the vehicle according to Claim 2 or 3, further comprising:a driving power transmission determiner configured to determine whether or not a transmission path (25) of a driving power generated in the engine (14) is disconnected; whereinthe predetermined driving condition includes a condition that the transmission path (25) is disconnected.
- The engine control system for the vehicle according to any one of Claims 2 to 4, further comprising:a gear position sensor (34) for detecting a gear position of a transmission (15) mounted in the vehicle (1); whereinthe predetermined driving condition includes a condition that the gear position detected by the gear position sensor (34) is a gear position corresponding to a reduction gear ratio less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio.
- The engine control system for the vehicle according to any one of Claims 2 to 5, further comprising:a vehicle speed sensor (36) for detecting a vehicle speed;wherein the predetermined driving condition includes a condition that the vehicle speed detected by the vehicle speed sensor (36) falls within a predetermined speed range which is not less than a predetermined first speed and not more than a predetermined second speed, andthe predetermined first speed is higher than zero and the second predetermined speed is set to a value larger than a value of the predetermined first speed.
- The engine control system for the vehicle according to any one of Claims 2 to 6,
wherein the mode switching device (37) includes an operation member which is operated by a driver; and
the controller (19) is configured to determine that the command for switching the control mode has been input only when an operation time for which the operation member is operated by the driver falls within a predetermined time range which is not less than a predetermined first time and not more than a predetermined second time. - The engine control system for the vehicle according to any one of Claims 2 to7, further comprising:a gear position sensor (34) for detecting a gear position of a transmission (15) mounted in the vehicle (1);an engine speed sensor (33) for detecting an engine speed of the engine (14); anda throttle valve opening degree sensor (32) for detecting an opening degree of a throttle valve (21) for controlling an amount of air fed to the engine (14);wherein the predetermined driving condition includes a condition that the gear position detected by the gear position sensor (34) is a gear position corresponding to a reduction gear ratio which is less than a predetermined reduction gear ratio which is not more than a maximum reduction gear ratio, a condition that the engine speed detected by the engine speed sensor (33) is not more than a predetermined engine speed, and a condition that the opening degree detected by the throttle valve opening degree sensor (32) is not more than a predetermined opening degree.
- The engine control system for the vehicle according to any one of Claims 2 to 8, further comprising:a sensor (43) for outputting a detection value used to determine whether or not a predetermined driving condition is met; andan abnormality determiner (42) configured to determine whether or not abnormality occurs in the sensor (43); whereinthe controller (19) is configured to restrict switching of the control mode when the abnormality determiner (42) determines that the abnormality occurs in the sensor (43).
- The engine control system for the vehicle according to any one of Claims 1 to 9, further comprising:a display device (38);wherein the controller (19) is configured to cause the display device (38) to conduct display in a different manner according to the set control mode.
- The engine control system for the vehicle according to Claim 1, wherein
the controller (19) is configured to set the first control mode at re-start of the engine (14) if the command is not input to the mode switching device (37) before the engine (14) re-starts, and to set the second control mode at re-start of the engine (14) when a command for switching the control mode to the second control mode is input to the mode switching device (37) before the engine (14) re-starts, when the engine (14) is stopped in a state where the second control mode is set.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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JP2009193106A JP5386273B2 (en) | 2009-08-24 | 2009-08-24 | Saddle-type vehicle engine control system |
Publications (3)
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EP2299095A2 true EP2299095A2 (en) | 2011-03-23 |
EP2299095A3 EP2299095A3 (en) | 2017-05-10 |
EP2299095B1 EP2299095B1 (en) | 2019-06-26 |
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EP10173319.4A Active EP2299095B1 (en) | 2009-08-24 | 2010-08-18 | Engine control system for a vehicle |
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EP (1) | EP2299095B1 (en) |
JP (1) | JP5386273B2 (en) |
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EP4063641A1 (en) * | 2021-03-23 | 2022-09-28 | TVS Motor Company Limited | A system for toggling between ride modes of a vehicle and method thereof |
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Also Published As
Publication number | Publication date |
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JP2011043141A (en) | 2011-03-03 |
EP2299095B1 (en) | 2019-06-26 |
EP2299095A3 (en) | 2017-05-10 |
JP5386273B2 (en) | 2014-01-15 |
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