JP2006169966A - Engine control device, engine control method and saddle-riding type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine control device capable of improving an operation feeling of a vehicle, by enabling an engine to exhibit torque corresponding to an operational intention of a rider, by controlling engine torque in response to the operational intention of the rider, when operating a clutch. <P>SOLUTION: This engine control device is mounted on the vehicle having the clutch, and takes out motive power via the clutch, and is characterized in that a main microcomputer 1 includes an operation information acquiring part 14 for acquiring operation information by the rider of the vehicle, and a torque control part 16 for operating the engine in a predetermined torque reduction state in a period corresponding to the operation information acquired by the operation information acquiring part 14 in engagement-disengagement operation of the clutch. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine control device, an engine control method, and a straddle-type vehicle, and more particularly to engine torque control during clutch operation.

A vehicle traveling by driving the engine transmits the driving force of the engine to the transmission via the clutch, and the transmission transmits the driving force to the rear wheels after decelerating the rotational driving of the engine. Such a vehicle needs to disconnect the clutch at the time of shifting, stop transmission of the driving force of the engine to the transmission, switch the gear position, and then reconnect the clutch. At that time, the engine ignition timing is retarded while the clutch is in the disengaged state from the half-clutch state in order to facilitate the convergence of the rotational speed difference between the driving side and the driven side of the clutch at the time of shifting and to prevent the engine from blowing up Some have reduced engine torque. Japanese Patent Application Laid-Open No. H10-228667 discloses a vehicle in which the output of the drive source of the vehicle is reduced from the start of shifting to the end of shifting.
Japanese Patent No. 3432843

  In the above conventional engine ignition timing control device, the engine output is reduced while the clutch is in the disengaged state from the half-clutch state without considering the passenger's intention to operate. Has a problem that the engine torque is lowered more than necessary and the acceleration of the vehicle is lowered. In addition, since the vehicle does not exhibit acceleration according to the driver's intention to operate at the time of shifting, there is a problem that the sense of operation of the vehicle is lacking.

  The present invention has been made in view of the above problems, and controls the engine torque according to the occupant's intention to operate when the clutch is operated, so that the engine exhibits the torque according to the occupant's intention to operate. Thus, an object of the present invention is to provide an engine control device that can improve the operational feeling of the vehicle.

  In order to solve the above problems, an engine control apparatus according to the present invention is an engine control apparatus that is mounted on a vehicle including a clutch and from which power is taken out via the clutch, and is operated by a passenger of the vehicle. Operation information acquisition means for acquiring information, and torque control for operating the engine in a predetermined torque-decreasing state during a period according to the operation information acquired by the operation information acquisition means during the engagement / disengagement operation of the clutch Means.

  The engine control apparatus according to the present invention responds to vehicle operation information by a passenger during the clutch connecting / disconnecting operation, that is, when the clutch changes from the connected state to the disconnected state and then changes to the connected state again. In this period, the engine is operated in a predetermined torque reduction state. As a result, it is possible to obtain engine torque according to the intention of the vehicle to be operated by the occupant during the clutch connecting / disconnecting operation, and to increase the operational feeling of the vehicle. For example, when the passenger has opened the throttle before the clutch connecting / disconnecting operation and the clutch connecting / disconnecting operation is started in this state, it is determined that the passenger intends the rapid acceleration. In this case, by shortening the time during which the torque is reduced, it is possible to lengthen the time during which the engine exerts the torque under normal control. The corresponding acceleration can be exhibited.

  The vehicle operation information by the passenger includes, for example, the accelerator opening, the vehicle speed change during or before the clutch connecting / disconnecting operation, the frequency of the shift change, and the like. By acquiring, it is possible to acquire the operation intention of the passenger during the clutch connecting / disconnecting operation. For example, if the clutch is engaged or disengaged with the throttle fully opened, or if the speed increases rapidly, it can be determined that the passenger is trying to accelerate the vehicle. In this case, the time during which the torque is reduced may be shortened.

  Further, the engine torque reduction state can be realized by retarding the engine ignition timing, adjusting the ratio of fuel to air supplied to the internal combustion engine, or the like.

  In one aspect of the present invention, the torque control means determines a start timing of a period for operating the engine in the predetermined torque reduction state based on the operation information acquired by the operation information acquisition means. It is characterized by.

  According to this aspect, it is possible to determine the start time of the period in which the engine is in a predetermined torque reduction state based on the passenger's intention to operate the vehicle. Thereby, for example, when it can be determined from the operation information of the vehicle by the passenger that the passenger intends to accelerate, the engine can reduce the torque in the normal control by delaying the start of the torque reduction state. It is possible to lengthen the time during which it is exhibited. As a result, it is possible to cause the vehicle to exhibit acceleration according to the operation intention of the occupant and to effectively improve the operational feeling of the vehicle.

  In one aspect of the present invention, the torque control means determines an end timing of a period for operating the engine in the predetermined torque reduction state based on the operation information acquired by the operation information acquisition means. It is characterized by. According to this aspect, it is possible to determine the end timing of the torque reduction state according to the intention of the vehicle to be operated by the passenger. As a result, for example, when the passenger intends to accelerate during the clutch connecting / disconnecting operation, the engine torque reduction state can be terminated early, and the time to start increasing the engine torque can be advanced. As a result, it is possible to more effectively exhibit acceleration according to the passenger's intention to operate.

  In one aspect of the present invention, the torque control unit operates the engine in the predetermined torque reduction state by retarding an ignition timing of the engine. According to this aspect, the torque of the engine can be easily increased or decreased by using a known technique called retard control of the engine ignition timing.

  In one aspect of the present invention, the predetermined torque reduction state is a state in which a retard amount of the ignition timing of the engine is a predetermined amount. According to this aspect, since the retardation amount is preset in the torque reduction state, the engine torque in the torque reduction state is stabilized, and the engine torque control is facilitated.

  In one aspect of the present invention, the clutch is driven by an actuator. According to this aspect, the clutch connecting / disconnecting operation is stable, and engine torque control during the clutch connecting / disconnecting operation is facilitated.

  In one aspect of the present invention, the operation information acquisition unit acquires an accelerator opening of the engine operated by a passenger of the vehicle as the operation information. The passenger operates the throttle in accordance with his / her intention to operate, and the change in the passenger's intention to operate and the accelerator opening is quick in response and easy to detect. Therefore, according to this aspect, it is possible to instantly acquire the occupant's intention to operate, and it is possible to effectively improve the operational feeling of the vehicle even during the clutch connecting / disconnecting operation performed in a short time.

  A straddle-type vehicle according to the present invention is equipped with the engine control device. The saddle riding type vehicle is, for example, a motorcycle, a bicycle with an electric motor (motorbike), a scooter, a four-wheel buggy (all-terrain type vehicle), a snowmobile, or the like. Since the saddle-ride type vehicle is lighter in weight than a four-wheeled vehicle, the vehicle speed responds quickly to changes in engine torque. When the engine control device according to the present invention is applied to a saddle-ride type vehicle, the engine can be set to a predetermined torque reduction state in a period according to vehicle operation information by a passenger during clutch engagement / disengagement operation. Therefore, the straddle-type vehicle exhibits acceleration according to the passenger's intention to operate, and the operation feeling of the vehicle can be increased more effectively.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an external side view of a motorcycle according to an embodiment of the present invention. A motorcycle 100 shown in the figure is an embodiment of a saddle-ride type vehicle according to the present invention, and includes a front wheel 110 and a rear wheel 112. A handle 116 is attached to the top of the front fork 114 attached to the front wheel 110 so as to extend laterally with respect to the vehicle traveling direction. A grip 102 and a clutch lever 104 are attached to one end of the handle 116, and an accelerator grip and a brake lever (not shown) are attached to the other end. In addition, a seat 118 is provided on the top of the motorcycle 100, and a rider can ride on the motorcycle 100 across the seat 118. The configuration of the motorcycle 100 is substantially the same as that of a known motorcycle. One of the features is that a clutch device provided in a crankcase of the engine 106 is operated by a motor. That is, it is installed above the fuel tank 108. Furthermore, another feature is that a shift actuator 51 is also provided for operating a transmission provided in the transmission case of the engine 106 by a motor. The operation of the clutch actuator 41 is controlled by the control device 10 (see FIG. 2), and the clutch actuator 41 is connected and disconnected. The operation of the shift actuator 51 is also controlled by the control device 10, and the shift operation of the transmission is performed by the shift actuator 51. The clutch lever 104 is connected to the clutch actuator 41 by a wire, and the clutch lever 104 can also connect and disconnect the clutch.

  FIG. 2 is a diagram showing an overall configuration of a control system mounted on the motorcycle 100.

  A sensor / switch group 99, a clutch actuator 41, a shift actuator 51, and an engine ignition device 7 are connected to the control device 10. A battery 98 is connected to the control device 10, and power from the battery 98 is supplied to the control device 10. The electric power is also supplied to the clutch actuator 41 and the shift actuator 51 via the control device 10. The electric power is used for the operation of the control device 10 and also for the operations of the clutch actuator 41 and the shift actuator 51. The engine ignition device 7 is notified of the engine ignition timing from the control device 10, and the engine ignition device 7 sparks the spark plug of the engine at that timing. The control device 10 can control the engine torque by retarding or advancing the engine ignition timing.

  The clutch actuator 41 is configured to include a DC motor, and the clutch is disconnected by rotating the DC motor in the forward direction, is connected again by rotating the DC motor, or is arbitrarily connected between the disconnected state and the connected state. The clutch position can be set in this state. A clutch potentiometer 44 composed of a resistor or the like is attached to the clutch actuator 41, and a voltage indicating the state of the clutch actuator 41, that is, a voltage indicating the clutch position is applied to the control device 10, and the voltage value is The controller 10 is used as clutch position information.

  Similarly, the shift actuator 51 is also configured to include a DC motor, and can be shifted up by rotating the DC motor forward or shifted down by rotating it backward. The shift actuator 51 is attached to the shift arm of the transmission. The shift arm is rotated in one direction by rotating the DC motor in the forward direction, and rotated in the reverse direction by rotating in the reverse direction. A shift potentiometer 54 composed of a resistor or the like is attached to the shift actuator 51, and a voltage indicating the state of the shift actuator 51, that is, a voltage indicating the rotation angle of the shift arm is applied to the control device 10. Is used by the control device 10 as shift actuator rotation angle information.

  As shown in FIG. 3, the various sensors / switch group 99 includes a shift-up switch 91, a shift-down switch 96, an accelerator position sensor 92, a gear position sensor 93, and a clutch rotational speed sensor ( An engine side clutch rotational speed sensor) 94, a clutch rotational speed sensor (main shaft side clutch rotational speed sensor) 95 attached to a member on the main shaft side of the clutch, a crank pulse sensor 97, and a key switch 82. It is out.

  The shift-up switch 91 inputs shift instruction information indicating a passenger's shift-up instruction to the main microcomputer 1 constituting the control device 10. Similarly, the shift down switch 96 inputs gear shift instruction information indicating a passenger's shift down instruction to the main microcomputer 1. The gear position sensor 93 is attached to the transmission and inputs a voltage value corresponding to the rotation angle of the shift cam shaft to the main microcomputer 1 as gear position information. The engine-side clutch rotational speed sensor 94 detects the rotational speed of the engine-side member of the clutch and inputs it to the main microcomputer 1 as engine-side clutch rotational speed information. The main shaft side clutch rotational speed sensor 95 detects the rotational speed of the member on the main shaft side of the clutch and inputs it to the main microcomputer 1 as main shaft side clutch rotational speed information. The accelerator position sensor 92 inputs a voltage value corresponding to the amount of throttle operation by the passenger to the main microcomputer 1 as accelerator opening information. The crank pulse sensor 97 is attached to the crank, and outputs a crank pulse signal corresponding to each of a plurality of crank angles to the main microcomputer 1 when the crankshaft rotates. The main microcomputer 1 detects the crank phase from these crank pulse signals and calculates the engine ignition timing. The main microcomputer 1 detects the engine speed from the detection frequency of the crank pulse signal corresponding to a predetermined crank angle. When the key of the motorcycle 100 is inserted into the key switch 82 and turned to the ON side, the key switch 82 outputs a signal (switch-on signal) notifying the main microcomputer 1 of the fact. . The main microcomputer 1 is activated due to the input of the switch-on signal.

  Returning to FIG. 2, the control device 10 is configured around the main microcomputer 1, and based on various information indicating the state of the vehicle input from the sensor / switch group 99, the clutch potentiometer 44 and the shift potentiometer 54, the clutch actuator 41. And the operation of the shift actuator 51 and the engine. In particular, in the present embodiment, when the shift instruction information for instructing the upshift is input from the upshift switch 91 in the present embodiment, the control device 10 is in a period determined based on the accelerator opening detected from the accelerator position sensor 92. The engine is operated with a normal torque, and then the engine ignition timing notified to the engine ignition device 7 is retarded by a predetermined amount to operate the engine in a low torque state. Thereafter, the control device 10 detects the clutch rotational speed from each of the engine-side clutch rotational speed sensor 94 and the main shaft-side clutch rotational speed 95, and the difference between the rotational speeds (clutch rotational speed difference) is determined by the accelerator position sensor 92. When the angle is smaller than a threshold value determined based on the accelerator opening supplied from the engine, the retard of the engine ignition timing is restored and the engine is operated again with normal torque.

  Hereinafter, each component of the control apparatus 10 is demonstrated.

  The control device 10 includes a main microcomputer 1, a power supply circuit 85, a motor drive circuit 42 that supplies power for driving the clutch actuator 41, and a motor drive circuit 52 that supplies power for driving the shift actuator 51.

  The power supply circuit 85 includes a switch (not shown) that is turned on in conjunction with the key switch 82 and a self-holding circuit 84. When the switch is turned on, the power supply circuit 85 converts the voltage of the battery 98 into a driving voltage for the main microcomputer 1 and starts to apply it to the main microcomputer 1. Even after the key switch 82 is turned off, the switch is kept on by the self-holding circuit 84. The power supply circuit 85 continues to apply the driving voltage until the shutdown process of the main microcomputer 1 is completed. When the shutdown process is completed, the main microcomputer 1 instructs the self-holding circuit 84 to stop power supply, and the power supply from the power supply circuit 85 to the main microcomputer 1 is stopped.

  The motor drive circuit 42 includes a known H bridge circuit. Then, the motor drive circuit 42 sends the current of the battery 98 to the DC motor so as to rotate the DC motor constituting the clutch actuator 41 at a direction and speed according to the clutch actuator control signal supplied from the main microcomputer 1. Supply. Similarly, the motor drive circuit 52 includes a known H bridge circuit. Then, the motor drive circuit 52 supplies the current of the battery 98 to the DC motor so as to rotate the DC motor constituting the shift actuator 51 at a direction and speed according to the shift actuator control signal supplied from the main microcomputer 1. Supply.

  The main microcomputer 1 is configured using a known computer, and as described above, based on various information indicating the vehicle state input from the sensor / switch group 99, the clutch potentiometer 44, and the shift potentiometer 54, the clutch actuator 41, the operation of the shift actuator 51, and the engine ignition timing are controlled. In addition, after the key switch 82 is turned off, a shutdown process is executed. When the key switch 82 is finished, the self-holding circuit 84 is instructed to stop the power supply.

  Here, the function of the main microcomputer 1 will be described in detail.

  FIG. 4 is a block diagram showing mainly the portions related to the present embodiment among the functions of the main microcomputer 1. The main microcomputer 1 includes an engine control unit 12, an actuator control unit 21, a clutch position acquisition unit 13, a clutch rotational speed difference calculation unit 15, and a shift actuator rotation angle acquisition unit 25.

  First, the function part of the main microcomputer 1 that bears the function related to the operation of the clutch actuator 41 will be described.

  The clutch position acquisition unit 13 acquires clutch position information from the clutch potentiometer 44 during the clutch connecting / disconnecting operation. The clutch position information includes a clutch actuator control unit 22, a shift actuator control unit 23, a retard start timing determination unit 18 that constitutes the engine control unit 12, and a retard end timing that also constitutes the engine control unit 12. To the determination unit 19.

  The clutch rotation speed difference calculation unit 15 calculates the clutch rotation speed difference by calculation. That is, the difference obtained by subtracting the main shaft side clutch rotational speed input from the main shaft side clutch rotational speed sensor 95 from the engine side clutch rotational speed input from the engine side clutch rotational speed sensor 94 is calculated as the clutch rotational speed difference. ing. The clutch rotation speed difference information is notified to the clutch actuator control unit 22, the shift actuator control unit 23, the retard start timing determination unit 18, and the retard end timing determination unit 19.

  The clutch actuator control unit 22 acquires shift instruction information from the upshift switch 91 or the downshift switch 96 and acquires gear position information from the gear position sensor 93. The clutch actuator control unit 22 outputs a clutch actuator control signal for rotating or stopping the clutch actuator 41 in a forward direction or a reverse direction at a predetermined speed to the motor drive circuit 42, thereby realizing a clutch connection / disconnection operation. ing.

  Specifically, when notified from the shift-up switch 91 or the shift-down switch 96 that the shift instruction has been received, the clutch actuator control unit 22 moves the clutch actuator 41 in a direction to shift the clutch from the connected state to the disconnected state. Rotate. The clutch actuator control unit 22 monitors the clutch position based on the clutch position information notified from the clutch position acquisition unit 13 in the process from the clutch connected state to the disconnected state (clutch disconnection operation). When the clutch actuator control unit 22 detects that the driving force of the engine has reached a clutch state (completely disengaged state) based on the clutch position information, the clutch actuator 41 stops rotating. Thus, the clutch is maintained in a completely disconnected state.

  In the completely disengaged state of the clutch, the clutch actuator control unit 22 monitors the gear position based on the gear position information input from the gear position sensor 93. When the movement of the gear is completed by the operation of the shift actuator 51, which will be described later, and the clutch actuator control unit 22 detects this, control is performed to shift the clutch from the disconnected state to the connected state.

  Specifically, the clutch actuator control unit 22 initially sets a predetermined speed (first connection speed) at which the clutch is initially connected in the process of shifting the clutch from the disconnected state to the connected state (clutch connection operation). (First connection operation). Thereafter, when the clutch position reaches a predetermined clutch position (second connection operation reference position), the clutch is connected at a predetermined speed (second connection speed) slower than the first connection speed (second connection operation). Here, the second connection speed is changed according to the clutch rotational speed difference, and the change is made at predetermined time intervals (for example, 1 msec to 3 msec). Then, when the difference between the clutch position and the clutch rotational speed satisfies a predetermined condition (second connection operation end condition), the second connection operation ends. Here, the second connection operation end condition is a condition regarding a clutch position and a clutch rotation speed difference for ending the second connection operation, and the clutch rotation speed difference is equal to or less than a predetermined second connection end permission rotation speed difference. The clutch position is not more than a predetermined second connection end permission position. Then, from the point of time when the second connection operation is completed, the clutch is connected at a predetermined speed (third connection speed) that is faster than the second connection speed and constant in time (third connection operation).

  The function of the clutch actuator control unit 22 in the clutch connection operation will be described in more detail.

  When the clutch actuator control unit 22 detects that the movement of the gear is completed as described above, the clutch actuator 41 is rotated in a direction in which the clutch is changed from the disconnected state to the connected state. Thereby, the first connection operation of the clutch is started. In the first connection operation, it is determined whether or not the clutch position has reached the above-described second connection operation reference position based on the clutch position information notified from the clutch position acquisition unit 13. When the clutch actuator control unit 22 determines that the clutch position has reached the second connection operation reference position, the clutch actuator 41 is rotated at a speed corresponding to the second connection speed of the clutch. Thereby, the second connection operation of the clutch is started. In the second connection operation, the clutch actuator control unit 22 determines whether or not the clutch position and the clutch rotational speed difference satisfy the second connection operation end condition.

  When the clutch actuator control unit 22 determines that the difference between the clutch position and the clutch rotational speed satisfies the second connection operation end condition, the clutch actuator 41 rotates the clutch actuator 41 at a speed corresponding to the third connection speed of the clutch. Thereby, the third connection operation of the clutch is started. When the clutch actuator control unit 22 determines that the difference between the clutch position and the clutch rotational speed satisfies the second connection operation end condition, the clutch actuator control unit 22 notifies the shift actuator control unit 23 accordingly. The clutch actuator control unit 22 acquires the clutch position information from the clutch position acquisition unit 13 even during the third connection operation. When it is detected that the clutch position has reached the original connection state (completely connected state) again, the clutch actuator 41 is stopped.

  Next, the function of the main microcomputer 1 responsible for the operation of the shift actuator 51 will be described.

  The shift actuator rotation angle acquisition unit 25 acquires shift actuator rotation angle information from the shift potentiometer 54 and notifies the shift actuator control unit 23 of the shift actuator rotation angle information during the clutch connecting / disconnecting operation.

  The shift actuator control unit 23 outputs a shift actuator control signal for rotating or stopping the shift actuator 51 in the forward direction or the reverse direction at a predetermined speed to the motor drive circuit 52, and controls the operation of the shift actuator 51. is doing. Specifically, the shift actuator control unit 23 rotates the shift actuator from the reference angle to the maximum shift angle after a shift is instructed by the passenger (shift operation). Here, the reference angle is a neutral angle at which the shift actuator 51 does not rotate in either the upshift direction or the downshift direction. The maximum shift angle is a rotation angle necessary and sufficient for performing one shift up or shift down. After receiving notification from the clutch actuator control unit 22 that the clutch has satisfied the second connection operation end condition, the shift actuator control unit 23 changes the shift actuator 51 from the maximum shift angle to the reference angle again. A return operation is performed (shift return operation). During the shift operation, the shift cam shaft also rotates in conjunction with the rotation of the shift actuator 51. However, in the shift return operation, the shift cam shaft does not interlock and the shift cam shaft maintains the rotated position.

  Here, the function of the shift actuator control unit 23 will be described in more detail.

  When the shift actuator control unit 23 is notified from the shift-up switch 91 or the shift-down switch 96 that a shift instruction has been issued, the shift actuator control unit 23 counts the elapsed time from that point. When it is determined that the elapsed time from the notification of the shift instruction has reached a predetermined time (shift operation start delay time) stored in advance by the shift actuator control unit 23, the shift actuator 51 is rotated in the forward direction or the reverse direction. The shift operation is performed. Here, a shift actuator control signal for rotating the shift actuator 51 in the forward direction is output if it is a shift instruction or a shift up instruction, and if the shift instruction instructs a shift down, the shift actuator 51 is reversed. The shift actuator control signal to be rotated is output.

  The shift actuator control unit 23 determines whether or not the shift actuator 51 has reached the maximum shift angle based on the shift actuator rotation angle information acquired from the shift actuator rotation angle acquisition unit 25 during the shift operation. When it is determined that the shift actuator 51 has reached the maximum shift angle, the shift actuator 51 stops the rotation. During the shift operation, the shift cam shaft is interlocked with the operation of the shift actuator 51, and accordingly, the gear moves in the axial direction on the main shaft or the counter shaft.

  As described above, the shift actuator control unit 23 is notified from the clutch actuator control unit 22 when the difference between the clutch position and the clutch rotational speed satisfies the low speed connection operation end condition. Upon receiving the notification, the shift actuator control unit 23 causes the shift actuator 51 to start a shift return operation. The shift actuator control unit 23 determines whether or not the shift actuator 51 has reached the reference angle based on the shift actuator rotation angle information acquired from the shift actuator rotation angle acquisition unit 25 during the shift return operation. When it is determined that the shift actuator 51 has reached the reference angle, the operation of the shift actuator 51 is stopped.

  Next, the function part of the main microcomputer 1 responsible for engine torque control characteristic of the present embodiment will be described.

  The engine control unit 12 includes a torque control unit 16 and an operation information acquisition unit 14. The torque control unit 16 includes a retard start timing determination unit 18, a retard end timing determination unit 19, and an ignition timing control unit 17.

  The torque control unit 16 operates the engine in a predetermined torque reduction state during a period according to the vehicle operation information by the passenger during the clutch connecting / disconnecting operation. The period during which the engine is operated in a predetermined torque reduction state is specifically determined based on the operation information acquired by the operation information acquisition unit 14 by the retard start timing determination unit 18 constituting the torque control unit 16. The start timing of the period is determined. Then, the retard end timing determination unit 19 constituting the torque control unit 16 determines the end timing of the period based on the operation information acquired by the operation information acquisition unit 14.

  Further, the torque control unit 16 operates the engine in a predetermined torque reduction state during a period corresponding to the vehicle operation information by the passenger. Specifically, this torque reduction state is the torque control unit 16. The ignition timing control unit 17 constituting the engine starts the retard control of the engine ignition timing with a predetermined retard amount at the timing determined by the retard start timing determination unit 18, and the retard end timing determination unit 19 determines This is realized by ending the retard control at the timing to gradually reduce the retard amount. The ignition timing control unit 17 gradually reduces the retard amount at a predetermined rate.

  The operation information acquisition unit 14 acquires operation information by the vehicle occupant, and particularly in the present embodiment, the accelerator opening information is acquired as operation information by the vehicle occupant. Specifically, the operation information acquisition unit 14 acquires the output voltage value of the accelerator position sensor 92 as accelerator opening information, and the accelerator opening information is sent to the retard start timing determination unit 18 and the retard end timing determination unit 19. Have been notified.

  The ignition timing control unit 17 notifies the engine ignition device 7 of the engine ignition timing. In this embodiment, the ignition timing control unit 17 starts the retard control of the engine ignition timing from the start timing notified by the retard start timing determination unit 18 and starts operating the engine in a low torque state. The retard amount is gradually reduced from the end timing notified by the retard end timing determination unit 19.

  The retard start timing determination unit 18 determines the start timing of a period in which the engine is operated in a predetermined torque reduction state based on the vehicle operation information acquired from the operation information acquisition unit 14. Specifically, the retard start timing determination unit 18 performs retard control on the engine ignition timing from the accelerator opening as the vehicle operation information and a predetermined time point during the clutch engagement / disengagement operation (retard angle control reference time). The time (retarding control delay time) until the starting period (retarding control period) starts is stored in advance. Then, the start timing of the retard control period is determined by obtaining the retard control delay time from the accelerator opening information obtained from the operation information obtaining unit 14. In other words, the retard start timing determination unit 18 determines the time when the retard control delay time has elapsed from the retard control reference time as the start timing of the retard control period.

  Hereinafter, a method for determining the start timing of the retard control period by the retard start timing determination unit 18 will be specifically described.

  As described above, when the passenger turns on the upshift switch 91 and is notified to the actuator control unit 21 that the upshift instruction has been issued, the clutch actuator 41 is operated, and the clutch disengagement operation is started. During the clutch disengagement operation, the clutch position acquisition unit 13 notifies the retard position start timing determination unit 18 of the clutch position information. When the clutch reaches a predetermined clutch position (retard control reference position), the retard start timing determination unit 18 determines the timing as the retard control reference time. Here, the retard control reference time is a reference time when the retard start timing determination unit 18 determines the timing for starting the retard control of the engine ignition timing.

  The retard start timing determination unit 18 that has determined the retard control reference time acquires accelerator opening information from the operation information acquisition unit 14 at that time. Then, the retard start timing determination unit 18 determines the retard control delay time based on the accelerator opening information. Specifically, the retard start timing determination unit 18 stores in advance a retard start map that associates the output voltage of the accelerator position sensor 92 as accelerator opening information with the retard control delay time. Then, from the retardation start time map, the retardation start delay time is acquired based on the output voltage value of the accelerator position sensor 92 which is the accelerator opening information actually acquired from the operation information acquisition unit 14. The time when the elapsed time from the retard control reference point reaches the retard control delay time is set as the start timing of the retard control period. The retard start timing determination unit 18 notifies the ignition timing control unit 17 when the start timing has arrived, and the ignition timing control unit 17 starts retarding control of the engine ignition timing from that point.

  FIG. 5 is a diagram showing a retard start time map. In the figure, the horizontal axis indicates the value of the output voltage of the accelerator position sensor 92 corresponding to the accelerator opening. The vertical axis represents the delay start delay time. As shown in the figure, in the retard start map, the retard start delay time is set to 0 msec when the accelerator opening is equal to or less than a predetermined value V1. From the predetermined value V1 to another predetermined value V2 set to a value larger than V1, the retard start delay time increases in proportion to the accelerator opening, and the retard start delay time at the accelerator opening V2 The maximum value (T1 in the figure) is set. When the accelerator opening is equal to or greater than V2, the retard start delay time is set to be constant at the maximum value T1. By doing so, it is possible to delay the start of the retard control of the engine ignition timing in proportion to the acceleration request of the passenger, and it is possible to lengthen the time during which the engine exhibits the normal torque.

  In this embodiment, the retard start timing determination unit 18 stores a retard start map that associates the accelerator opening with the retard start delay time, and the retard start is based on the retard start map. Although the delay time is acquired, the acquisition of the delay start delay time is not limited to this. For example, the delay start timing determination unit 18 uses a formula representing the correlation between the accelerator opening and the delay start delay time. The retard start delay time may be calculated by calculation based on the accelerator opening information actually stored and stored.

  In the present embodiment, the accelerator opening information is selected as the operation information of the passenger's vehicle, and the retardation start delay is based on the output voltage value of the accelerator position sensor 92 that changes corresponding to the accelerator opening. Although the time is calculated, the vehicle operation information by the passenger is not limited to the accelerator opening information, and may be, for example, a change in the vehicle speed within a predetermined time before the clutch engagement / disengagement operation.

  The retard end timing determination unit 19 determines the end timing of a period for operating the engine in a predetermined torque reduction state based on the accelerator opening information. Specifically, the retard end timing determination unit 19 sets a retard reduction start condition that associates a clutch rotational speed difference (retard angle reduction permission clutch rotational speed difference) that permits the start of reduction of the retard amount with an accelerator opening. A map is stored in advance. Then, when the clutch position reaches a predetermined clutch position (retard angle reduction permission clutch position) in which the start of reduction of the retard amount is allowed during the clutch engagement operation (at the start of retard reduction determination), the retard angle is reached. The end timing determination unit 19 acquires accelerator opening information from the operation information acquisition unit 14. Then, the retard end timing determination unit 19 obtains the retard reduction permission clutch rotational speed difference corresponding to the actually obtained accelerator opening information based on the retard reduction start condition map. Then, the timing at which the clutch rotational speed difference acquired from the clutch rotational speed difference calculation unit 15 becomes lower than the retardation reduction permission clutch rotational speed difference is set as the end timing of the retardation control period. The arrival of the end timing of the retard control period is notified to the ignition timing control unit 17 by the retard end timing determination unit 19. Upon receiving the notification, the ignition timing control unit 17 starts reducing the retard amount from that point.

  The method for determining the retard end timing in the retard end timing determining unit 19 will be described more specifically.

  As described above, the clutch engagement operation is started when the gear movement is completed. The clutch is connected at the second connection speed until the above-described second connection operation end condition is satisfied. In this second clutch connection operation, the clutch position acquisition unit 13 acquires the clutch position information and notifies the retard end timing determination unit 19 of the clutch position information. The retard end timing determination unit 19 acquires the accelerator opening information from the operation information acquisition unit 14 when it is determined that the clutch position has reached the retard reduction permission clutch position (at the start of the retard reduction determination).

  As described above, the retard end timing determination unit 19 stores a retard reduction start condition map that associates the accelerator opening with the retard reduction permission clutch rotational speed difference. The retard end timing determination unit 19 acquires the retard reduction permission clutch rotational speed difference from the accelerator opening information acquired from the operation information acquisition unit 14 based on the retard reduction start condition map. Then, it is determined whether or not the clutch rotational speed difference acquired from the clutch rotational speed difference calculation unit 15 is smaller than the retardation reduction permission clutch rotational speed difference. When it is determined that the clutch rotational speed difference acquired from the clutch rotational speed difference calculation unit 15 is smaller than the retard reduction permission clutch rotational speed difference, that point is determined as the end timing of the torque reduction period. Conversely, when the clutch rotational speed difference acquired from the clutch rotational speed difference calculation unit 15 is larger than the retard reduction permission clutch rotational speed difference, the retard end timing determination unit 19 continues to acquire the clutch rotational speed difference information. . Then, when the driving force of the engine is transmitted to the main shaft side via the clutch, the clutch rotational speed difference gradually decreases. Then, the end point of the torque reduction period is determined when the clutch rotational speed difference becomes smaller than the retardation reduction permission clutch rotational speed difference.

  FIG. 6 is a diagram showing a retardation reduction start condition map. In the figure, the horizontal axis represents the accelerator opening, and the vertical axis represents the retard reduction permission clutch rotational speed difference. As shown in the figure, when the accelerator opening is equal to or less than the predetermined value V1, the retard reduction permission clutch rotational speed difference is set to the predetermined rotational speed difference r1, and the clutch rotational speed difference is set to the predetermined rotational speed difference r1. If the pressure does not decrease to the minimum, the reduction of the retard angle is not started. From a predetermined value V1 of the accelerator opening to a predetermined value V2 set to a larger value, the retardation reduction permission clutch rotational speed difference is set to increase in proportion to the accelerator opening. At a predetermined value V2 or more, the retardation reduction permission clutch rotational speed difference is set to a predetermined rotational speed difference r2 that is set larger than the predetermined rotational speed difference r1. That is, in the retardation reduction start condition map, the larger the accelerator opening that reflects the acceleration request of the vehicle occupant is, the greater the retardation reduction permission clutch rotational speed difference, which is the threshold value for ending the low torque state of the engine. It is set. By doing so, the greater the passenger's acceleration request ascertained from the accelerator opening information, the earlier the low torque state can be terminated.

  Also, a lower limit is set for the retard angle reduction permission clutch rotational speed difference. That is, at the time of shifting up, an engine abnormality has occurred during clutch engagement, so the engine side clutch rotational speed difference of the clutch is smaller than the main shaft side clutch rotational speed difference, and the clutch rotational speed difference is the minimum rotational speed difference. (R3 in the figure) When it is equal to or less than this, it is set not to start the reduction of the retard amount.

  In the present embodiment, the retard end timing determination unit 19 stores in advance a retard reduction start condition map that associates the output voltage value of the accelerator position sensor 92 with the retard reduction permission clutch position as accelerator opening information. Based on this, the retard end timing is determined. However, the determination of the retard end timing is not limited to storing the retard reduction start condition map. For example, an arithmetic expression representing the relationship between the accelerator opening information and the retard angle reduction permission clutch rotational speed difference is stored in advance as vehicle operation information, and is calculated from the actually acquired accelerator opening information and the clutch rotational speed difference. The end timing may be determined.

  Further, in the present embodiment, the retard start timing determining unit 18 determines the start timing of the torque reduction period based on the operation information of the passenger's vehicle, and the retard end timing determining unit 19 sets the engine to a predetermined value. The end of the period (torque reduction period) for operating in the torque reduction state is determined. However, the start timing and the torque reduction period may be determined based on vehicle operation information by the passenger. That is, the torque control unit 16 is provided with a torque reduction period map that associates and stores the operation information of the vehicle obtained by the passenger based on the output voltage of the accelerator position sensor 92 and the torque reduction period. And you may make it the torque control part 16 acquire the torque reduction period which is performing retardation control from a torque reduction period map based on the operation information of the vehicle by a passenger. In this case, the clutch rotational speed difference and the clutch position at the end of the torque reduction period may be used as conditions for actually starting to reduce the retard amount.

  In the present embodiment, the retard end timing determination unit 19 acquires the accelerator opening information and the clutch rotational speed difference from the time when the clutch position reaches the retard reduction permission clutch position during the clutch engagement operation. ing. Then, the retard end timing determination unit 19 determines whether the clutch rotational speed difference is smaller than the retard reduction permission clutch rotational speed difference acquired from the retard reduction start condition map based on the accelerator opening information. Judgment has started. However, whether or not the clutch rotational speed difference is equal to or smaller than the retardation reduction start clutch rotational speed difference is determined based on the clutch engagement operation without the condition that the clutch position has reached the retardation reduction permission position. You may make it perform the determination from the time of a start.

  Based on FIG. 7, the clutch position achieved by the function of the main microcomputer 1 described above, the rotation angle of the shift actuator 51, the gear position, and the change over time of the ignition timing will be described. 7A is a time change of the clutch position at the time of upshifting, FIG. 7B is a time change of the rotation angle of the shift actuator 51, FIG. 7C is a time change of the gear position, and FIG. It represents the change over time in the ignition timing.

  First, the time change of the clutch position shown in FIG. 1A, the time change of the rotation angle of the shift actuator 51 shown in FIG. 2B, and the gear position change shown in FIG.

The clutch actuator controller 22 starts the clutch disengagement operation of the clutch when the passenger turns on the upshift switch 91 and is notified of the upshift instruction from the upshift switch 91 (FIG. 7, t ₁ ). When the clutch reaches the completely disconnected state, the clutch is maintained in the completely disconnected state (clutch position C ₂ ) (FIG. 7, t ₇ ).

On the other hand, when a shift up instruction is notified from the shift up switch 91, the shift actuator control unit 23 starts the shift operation after the shift operation start delay time (T ₁ ) has elapsed (FIG. 7, t ₂ ). When the shift actuator 51 starts the shift operation, the shift cam shaft rotates and the sliding gear starts to move on the main shaft or the counter shaft (FIG. 7, t ₅ ). After the movement starts, the sliding gear and the paired gear (the driven gear) are engaged, and the movement of the gear is completed (FIG. 7, t ₈ ). During the movement of the sliding gear, there is a time when the position of the sliding gear does not change with time. (Dog collision). After the dog collision, the dog collision is resolved by the rotation of the sliding gear or the driven gear, and the movement of the sliding gear is completed.

When the movement of the gear is completed, the clutch actuator control unit 22, based on the gear position information obtained from the gear position sensor 93 detects the completion of the gear movement, initiates a first connecting motion (Fig. 7, t ₈ ). When the clutch actuator control unit 22 determines that the clutch position has reached the second connection operation reference position (FIG. 7, C ₃ ) based on the clutch position information acquired from the clutch position acquisition unit 13, the second connection operation is performed. Start (FIG. 7, t ₉ ).

During the second connection operation, the clutch actuator control unit 22 determines the clutch position based on the clutch position information acquired from the clutch position acquisition unit 13 and the clutch rotation speed difference information acquired from the clutch rotation speed difference calculation unit 15. determining that the clutch rotational speed difference is the second connecting motion terminating condition (clutch rotational speed difference is below the second connecting motion terminating permitted speed clutches position is second connecting motion terminating permission position C ₄ or less) was filled with Then, the second connection operation is terminated and the third connection operation is started (FIG. 7, t ₁₂ ). When the clutch actuator control unit 22 detects that the clutch has reached the fully connected state (clutch position C ₁ ) during the third connection operation, the clutch actuator 41 stops the operation of the clutch actuator 41 and the clutch is maintained in the fully connected state. (FIG. 7, t ₁₃ ).

On the other hand, the shift actuator control unit 23 that has received notification from the clutch actuator control unit 22 that the difference between the clutch position and the clutch rotational speed satisfies the second connection operation end condition has started a shift return operation (FIG. 7, t _12). After starting the shift return operation, the shift actuator control unit 23 stops the operation of the shift actuator 51 when the shift actuator 51 reaches the reference angle (FIG. 7, t ₁₄ ).

  Next, the time change of the engine ignition timing will be described with reference to FIG.

The retard start timing determination unit 18 detects a point in time when the clutch position reaches the retard control reference position C5 provided during the clutch disengaging operation (retard control reference, t ₃ in FIG. 7), and retard control. The retard start delay time (T ₂ ) is acquired based on the accelerator opening information acquired at the reference time. Then, after the delay start delay time (T ₂ ) acquired from the retard control reference time has elapsed, the retard start timing (t _{4 in} FIG. 7) arrives, and the ignition timing control unit 17 controls the retard of the engine ignition timing. Has started.

In the clutch engagement operation, the retard end timing determination unit 19 detects the arrival of the retard reduction determination (FIG. 7, t ₁₀ ) when the clutch position reaches the retard reduction permission clutch position (C ₆ ). Detect. Then, it is determined whether or not the clutch rotational speed difference is equal to or smaller than the retardation reduction permission clutch rotational speed difference from the delay angle reduction determination time. The retard end timing determination unit 19 determines the timing as the retard end timing when the clutch rotational speed difference becomes smaller than the retard reduction permission clutch rotational speed difference. From this time, the amount of retardation is reduced by the ignition timing control unit 17 (t _{11 in} FIG. 7).

  FIG. 8 is a flowchart showing the retard control of the engine ignition timing by the engine control unit 12 at the time of upshifting.

  As described above, when a shift-up instruction is given from the shift-up switch 91 to the main microcomputer 1, the clutch starts a clutch-off operation by the operation of the actuator control unit 21 (S100). The retard start timing determination unit 18 acquires the clutch position information from the clutch position acquisition unit 13 during the clutch connecting / disconnecting operation, and determines whether or not the clutch has reached the retard control reference position (S101). . When the clutch reaches the retard control reference position, the retard start timing determination unit 18 determines that time as the retard start reference time (S102).

  The retard start timing determination unit 18 that has determined the retard start reference time starts to acquire the accelerator opening information from the operation information acquisition unit 14 and starts counting the elapsed time (t) from the retard control reference time (S103). ). The retard start timing determination unit 18 acquires the retard start delay time (T) corresponding to the accelerator opening information from the retard start delay time map (S104). Then, when the elapsed time (t) from the retard control reference time reaches the retard start delay time (T) (S105), the retard start timing determination unit 18 informs the ignition timing control unit 17 to that effect. The ignition timing control unit 17 starts the retard control of the engine ignition timing from that point (S106).

  On the other hand, the operation of the clutch actuator control unit 22 causes the clutch to reach a completely disconnected state, and after the gear movement is completed, the clutch connection operation is started. In the clutch engagement operation, the clutch position acquisition unit 13 acquires clutch position information, and the clutch position information is notified to the retard end timing determination unit 19. When the retard end timing determination unit 19 reaches the retard reduction permission clutch position and the start of retard reduction determination arrives (S107), the retard end timing determination unit 19 receives an accelerator from the operation information acquisition unit 14. Opening degree information is acquired (S108).

  Then, the retard end timing determination unit 19 obtains the retard reduction permission clutch rotational speed difference from the retard reduction start condition map based on the accelerator opening information obtained at the start of the retard reduction determination (S109). Further, the retard end timing determination unit 19 also acquires the clutch rotation speed difference information from the clutch rotation speed difference calculation unit 15 at the start of the retard reduction determination (S110). Then, it is determined whether or not the clutch rotational speed difference is smaller than the retardation reduction permission clutch rotational speed difference (S111). If it is smaller, the start timing of the retarded angle reduction determination is determined as the end timing of the retarded angle control period, and this is notified to the ignition timing control unit 17.

  On the other hand, if the clutch rotational speed difference is larger than the retard angle reduction permission clutch rotational speed difference, the retard control of the engine ignition timing is continued, and the retard end timing determining unit 19 performs the process of S110 again to perform the clutch rotational speed. It is determined again whether the number difference is smaller than the retard angle reduction permission clutch rotation number difference (S111). Thereafter, when the clutch rotational speed difference becomes smaller than the retardation reduction permission clutch rotational speed difference as a result of gradually decreasing the clutch rotational speed difference over time, the retard end timing determining unit 19 Is determined as the end timing of the retard control. Then, from the end timing, the ignition timing control unit 17 gradually reduces the retard amount at a predetermined rate (S112).

  Thereafter, the ignition timing control unit 17 determines whether or not the engine ignition timing is equal to the normal timing (S113), and starts normal control of the engine ignition timing when it is determined that the engine ignition timing is equal to the normal timing. (S114).

  As described above, the retard start timing determination unit 18 stores a retard start map that correlates the accelerator opening, which is vehicle operation information by the passenger, with the retard control delay time. Then, the start timing of the torque reduction period is determined by obtaining the retard control delay time from the actually detected accelerator opening information based on the retard start time map.

  In addition, the retard end timing determination unit 19 stores a retard reduction start condition map that associates the retard reduction permission clutch rotational speed difference with the accelerator opening. During the clutch engagement operation, the retard end timing determination unit 19 acquires accelerator opening information, which is vehicle operation information by the passenger, and clutch rotational speed difference information. Then, it is determined whether or not the clutch rotational speed difference is larger than the retardation reduction permission clutch rotational speed difference acquired from the accelerator opening information based on the retardation reduction start condition map. The point in time when the clutch rotational speed difference becomes lower than the retard angle reduction permission clutch rotational speed difference is determined as the end timing of the retard control period.

  According to the present embodiment, the start timing and end timing of the period in which the engine is operated in the torque reduced state are determined based on the operation information of the passenger's vehicle, that is, the accelerator opening. Therefore, the torque reduction period can be determined according to the passenger's intention to operate the vehicle during the clutch connecting / disconnecting operation. As a result, for example, when the occupant seeks acceleration during the clutch engagement / disengagement operation, the time during which the engine is normally controlled can be lengthened, thereby increasing the operational feeling of the vehicle.

  The present invention is not limited to the above embodiment.

  For example, in the above embodiment, when determining the retard end timing, the accelerator opening information is acquired only at the time of the retard reduction determination, and the retard reduction permission clutch rotational speed difference is acquired from the accelerator opening information. However, if the clutch rotational speed difference acquired from the clutch rotational speed difference calculation unit 15 does not satisfy the retardation reduction permission clutch rotational speed difference, the accelerator opening information is acquired again, and the accelerator opening information is obtained from the accelerator opening information. You may make it acquire retard angle reduction permission clutch rotation speed difference.

  In the above-described embodiment, the rotation speed of the engine-side member of the clutch is detected when determining the retard end timing. However, the determination of the retard end timing is not limited to detecting the engine speed of the engine-side member of the clutch, and for example, the engine speed may be detected. Similarly, in the above embodiment, the rotation speed of the member on the main shaft side of the clutch is detected in determining the retard end timing. However, in determining the retard end timing, the rotation of the member on the main shaft side of the clutch is determined. For example, the rotational speed of the main shaft itself and the vehicle speed may be detected. When the engine speed, the main shaft, or the vehicle speed is detected, the retard end timing determination unit 19 corresponds the difference between the numerical values and the accelerator opening information as a retard reduction start condition map. You may make it memorize. That is, a retard angle reduction start condition map that associates the accelerator opening information with the difference between the engine speed and the main shaft revolution speed, or a retard reduction that associates the accelerator opening information with the difference between the engine speed and the vehicle speed. A start condition map may be stored.

1 is an external side view of a motorcycle (saddle-type vehicle) according to an embodiment of the present invention. It is a block diagram of the whole control system containing the control apparatus which concerns on one Embodiment of this invention. It is a figure which shows the sensor switch connected to a control apparatus. It is a functional block diagram of a main microcomputer. It is a figure showing the retard start time map. It is a figure showing a retard angle reduction start condition map. It is a figure showing the time change of a clutch position, the rotation angle of a shift actuator, a gear position, and ignition timing. It is a flowchart which shows retardation control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Main microcomputer, 7 Engine ignition device, 8 Control system power supply part, 10 Control apparatus, 12 Engine control part, 13 Clutch position acquisition part, 14 Operation information acquisition part, 15 Clutch rotation speed difference calculation part, 16 Torque control part, 17 ignition timing control unit, 18 retard start timing determination unit, 19 retard end timing determination unit, 21 actuator control unit, 22 clutch actuator control unit, 23 shift actuator control unit, 25 shift actuator rotation angle acquisition unit, 41 clutch actuator , 42, 52 Motor drive circuit, 44 Clutch potentiometer, 51 Shift actuator, 54 Shift potentiometer, 82 Key switch, 84 Self-holding circuit, 85 Power supply circuit, 91 Shift up switch, 92 Accelerator Position sensor, 93 gear position sensor, 94 engine side clutch speed sensor, 95 main shaft side clutch speed sensor, 96 shift down switch, 97 crank pulse sensor, 98 battery, 99 sensor switch group, 100 motorcycle, 102 grip 104 clutch lever 106 engine 108 fuel tank 110 front wheel 112 rear wheel 114 front fork 116 handle 118 seat

Claims (9)

A control device for an engine that is mounted on a vehicle having a clutch and from which power is taken out via the clutch,
Operation information acquisition means for acquiring operation information by a passenger of the vehicle;
Torque control means for operating the engine in a predetermined torque-decreasing state during a period according to the operation information acquired by the operation information acquisition means during the engagement / disengagement operation of the clutch;
An engine control device comprising: The engine control device according to claim 1,
The torque control means determines a start timing of a period for operating the engine in the predetermined torque reduction state based on the operation information acquired by the operation information acquisition means.
An engine control device. The engine control device according to claim 1 or 2,
The torque control means determines an end timing of a period for operating the engine in the predetermined torque reduction state based on the operation information acquired by the operation information acquisition means.
An engine control device. The engine control device according to any one of claims 1 to 3,
The torque control means operates the engine in the predetermined torque reduction state by retarding the ignition timing of the engine.
An engine control device. The engine control apparatus according to any one of claims 1 to 4,
The predetermined torque reduction state is a state where a retard amount of the ignition timing of the engine is a predetermined amount.
An engine control device. The engine control apparatus according to any one of claims 1 to 5,
The clutch is driven by an actuator;
An engine control device. The engine control device according to any one of claims 1 to 6,
The operation information acquisition means acquires an accelerator opening degree of the engine operated by a passenger of the vehicle as the operation information.
An engine control device.   A straddle-type vehicle comprising the engine control device according to any one of claims 1 to 7. A method for controlling an engine mounted on a vehicle having a clutch, wherein power is taken out via the clutch,
An operation information acquisition step of acquiring operation information by a passenger of the vehicle;
A torque control step of operating the engine in a predetermined torque-decreasing state for a time corresponding to the operation information acquired in the operation information acquisition step during the engagement / disengagement operation of the clutch;
An engine control method comprising:

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