JP2008111426A - Control system and saddle riding type vehicle equipped with it - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system of a motorcycle enabling its comfortable running and to provide the motorcycle equipped with it. <P>SOLUTION: This control system 200 includes an ECU 50, a front wheel speed sensor SE1, an accelerator opening sensor SE2, a rear wheel speed sensor SE4, and an engine 107. The ECU 50 detects amount of slip of a rear wheel based on the values detected by the front wheel and rear wheel speed sensors SE1 and SE4. The ECU 50 adjusts output of the engine 107 based on the amount of slip and the value detected by the accelerator opening sensor SE2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control system that performs traction control of a saddle-ride type vehicle and a saddle-ride type vehicle including the same.

  Conventionally, a traction control system (see, for example, Patent Document 1) has been developed as a system for preventing a slip of an automobile.

For example, in the vehicle traction control device described in Patent Document 1, when the idling amount of the drive wheel exceeds the allowable slip amount, a braking force is applied to the drive wheel. Thereby, idling of the driving wheel is suppressed.
JP 2000-344083 A

  By the way, in a saddle-ride type vehicle such as a motorcycle, a driver may perform a drift running in which a tire of a rear wheel (drive wheel) is intentionally slid to turn. However, when the technique described in Patent Document 1 for applying a braking force to the drive wheels is applied to a motorcycle, the braking force may be applied to the rear wheels against the driver's intention during drift travel. In this case, the driver cannot travel comfortably.

  An object of the present invention is to provide a saddle riding type vehicle control system and a saddle riding type vehicle including the same, which enable comfortable running.

  (1) A control system according to a first aspect of the present invention is a control system that performs traction control of drive wheels in a saddle-ride type vehicle including drive wheels and an engine, and a slip amount detection unit that detects a slip amount of the drive wheels; And an engine output adjusting unit that adjusts the output of the engine according to the accelerator operation amount of the driver and the slip amount detected by the slip amount detecting unit.

  In the control system, the slip amount of the driving wheel is detected by the slip amount detection unit. Then, the engine output adjusting unit adjusts the engine output in accordance with the accelerator operation amount of the driver and the slip amount of the drive wheel detected by the slip amount detecting unit.

  In this case, the driver can arbitrarily adjust the slip amount while sliding the drive wheel on his / her own intention by adjusting the accelerator operation amount. As a result, the driver can enjoy a comfortable saddle riding type vehicle.

  Further, when the driver intentionally slides the driving wheel (for example, during drift travel), it is possible to prevent the gripping force of the driving wheel from recovering against the driver's intention. Thereby, the operability of the saddle-ride type vehicle is improved.

  (2) The engine output adjustment unit may start the traction control when the slip amount detected by the slip amount detection unit first exceeds a predetermined threshold after the engine output adjustment unit is actuated.

  In this case, the traction control is quickly performed according to the increase in the slip amount of the drive wheel. Thereby, the operability of the saddle-ride type vehicle is improved.

  (3) The control system further includes a target slip amount setting unit that sets a slip amount determined according to the accelerator operation amount as a target slip amount, and the engine output adjustment unit is detected by the slip amount detection unit in the traction control. The engine output may be adjusted so that the slip amount to be followed follows the target slip amount set by the target slip amount setting unit.

  In the control system, the target slip amount is determined by the target slip amount setting unit in accordance with the accelerator operation amount. Then, the engine output adjustment unit adjusts the output of the engine so that the slip amount of the driving wheel detected by the slip amount detection unit follows the target slip amount.

  In this case, since the output of the engine is adjusted so that the slip amount of the drive wheel follows the target slip amount, a difference occurs between the actual slip amount of the drive wheel and the target slip amount requested by the driver. This can be prevented. For example, when the gripping force of the driving wheel is recovered against the driver's intention, the output of the engine is adjusted so that the gripping force of the driving wheel is reduced. Therefore, the driver can enjoy a more comfortable driving.

  (4) The control system may further include an upper limit value setting unit that sets an upper limit value of the target slip amount that can be set by the target slip amount setting unit.

  In this case, the driver can adjust the upper limit value of the target slip amount in consideration of various factors such as skill level, road surface conditions, and weather conditions. Thereby, the operability of the saddle-ride type vehicle can be sufficiently improved.

  (5) The slip amount detection unit detects a slip speed obtained from the difference between the peripheral speed of the drive wheel and the vehicle body speed of the saddle-ride type vehicle as a slip amount, and the target slip amount setting unit responds to the accelerator operation amount. The determined target slip speed may be set as the target slip amount.

  In this control system, the target slip speed is determined according to the accelerator operation amount. Then, the output of the engine is adjusted so that the slip speed of the drive wheel detected by the slip amount detector follows the target slip speed.

  In this case, the driver can easily adjust the peripheral speed of the drive wheels by adjusting the accelerator operation amount. As a result, the vehicle body speed of the saddle riding type vehicle can be easily adjusted, so that the operability of the saddle riding type vehicle is improved.

  (6) The slip amount detection unit detects the slip ratio obtained from the ratio between the peripheral speed of the drive wheel and the vehicle speed of the saddle riding type vehicle and the peripheral speed or the vehicle speed as the slip amount, and sets the target slip amount. The unit may set a target slip ratio determined according to the accelerator operation amount as the target slip amount.

  In this control system, the target slip ratio is determined according to the accelerator operation amount. Then, the output of the engine is adjusted so that the slip ratio of the drive wheel detected by the slip amount detector follows the target slip ratio.

  In this case, the driver can set an optimum target slip ratio in consideration of various factors such as road surface conditions and weather conditions by adjusting the accelerator operation amount. Thereby, the operability of the saddle-ride type vehicle can be improved.

  For example, on a paved road surface, by adjusting the accelerator operation amount so that the target slip ratio is 5% to 10%, the saddle riding type vehicle can be easily accelerated, and the lateral grip of the drive wheel Enough power can be secured. Thereby, the operability of the saddle-ride type vehicle can be sufficiently improved.

  (7) The slip amount detection unit detects a slip speed obtained from the difference between the peripheral speed of the driving wheel and the vehicle body speed of the saddle-ride type vehicle as a slip amount, and determines the slip speed and the peripheral speed of the driving wheel or the vehicle body speed. The slip ratio obtained from the ratio is detected as the slip amount, and the target slip amount setting unit uses the target slip speed determined according to the accelerator operation amount as the target slip amount when the vehicle body speed is equal to or lower than the predetermined speed. If the vehicle body speed is set higher than the predetermined speed, a target slip ratio determined according to the accelerator operation amount may be set as the target slip amount.

  In this control system, when the vehicle body speed is equal to or lower than a predetermined speed, the engine output is adjusted so that the slip speed of the drive wheels detected by the slip amount detection unit follows the target slip speed. Further, when the vehicle body speed is higher than the predetermined speed, the engine output is adjusted so that the slip ratio of the drive wheel detected by the slip amount detection unit follows the target slip ratio.

  Here, when the vehicle body speed is low (for example, when the saddle riding type vehicle is started), the peripheral speed of the driving wheel rapidly increases, but the peripheral speed of the driven wheel hardly increases. That is, the driving wheel rotates with the driven wheel substantially stopped.

  In such a state, the slip ratio changes greatly due to a slight change in the peripheral speed of the drive wheels. In addition, when the slip ratio of the drive wheel is determined by the ratio of the slip speed and the vehicle body speed, the slip speed of the drive wheel fluctuates with a considerably large value in the low speed state because the slip speed becomes a larger value than the vehicle body speed. To do. Therefore, it is difficult to determine the optimum target slip ratio in the low speed state.

  Further, when the engine output is adjusted so that the slip ratio of the drive wheels follows the target slip ratio in the low speed state, the fluctuation range of the peripheral speed of the drive wheels becomes large. In this case, the driver feels uncomfortable.

  Further, as described above, at a low speed, the slip ratio of the drive wheel changes greatly due to a slight change in the peripheral speed of the drive wheel. Therefore, when the slip ratio of the drive wheel is made to follow the target slip ratio at a low speed, the driver cannot easily predict the slip speed of the drive wheel and the peripheral speed of the drive wheel from the magnitude of the accelerator operation amount.

  According to the control system of the present invention, the above problems can be solved. That is, according to the control system of the present invention, at the low speed, the output of the engine can be adjusted so that the slip speed of the drive wheel follows the target slip speed. In this case, since the driver can easily determine the optimum target slip speed, the operability of the saddle-ride type vehicle is improved.

  In addition, since the fluctuation in the peripheral speed of the driving wheel can be reduced at a low speed, the vehicle body speed of the saddle-ride type vehicle can be stabilized. Thereby, it is possible to prevent the driver from feeling uncomfortable at a low speed.

  Further, the driver can easily predict the peripheral speed and slip speed of the drive wheels based on the magnitude of the accelerator operation amount. Thereby, the operability of the saddle-ride type vehicle can be sufficiently improved.

  Further, at medium and high speeds, the engine output can be adjusted so that the slip ratio of the drive wheels follows the target slip ratio. In this case, the driver can slide the drive wheels at a slip rate according to the road surface condition at medium and high speeds by adjusting the accelerator operation amount. Accordingly, the saddle riding type vehicle can be easily accelerated and the grip force in the lateral direction of the drive wheels can be sufficiently secured. As a result, the operability of the saddle riding type vehicle is improved.

  (8) The engine output adjustment unit firstly detects the slip speed detected by the slip amount detection unit after the operation of the engine output adjustment unit and the vehicle body speed is equal to or lower than a predetermined speed, exceeding the first threshold value. And when the slip rate detected by the slip amount detection unit first exceeds the second threshold value after the engine output adjustment unit is actuated and the vehicle body speed is greater than the predetermined speed. The traction control may be started.

  In this case, quick and optimum traction control can be performed regardless of the vehicle body speed of the saddle-ride type vehicle.

  (9) The first threshold value may change according to the vehicle body speed so as to be maximized when the vehicle body speed is zero.

  Here, when the saddle-ride type vehicle is started, the peripheral speed of the driving wheel is rapidly increased as compared with the peripheral speed of the driven wheel. Therefore, when the vehicle body speed is very low and the first threshold value is set small, the traction control is performed almost simultaneously with the start of the saddle riding type vehicle. In this case, since the control for reducing the output of the engine is performed almost simultaneously with the start of the saddle riding type vehicle, the engine may stop.

  On the other hand, according to the present invention, when the vehicle body speed is very low, the first threshold value can be set to a sufficiently large value. In this case, control for reducing the output torque of the engine is not performed until the peripheral speed of the drive wheels becomes a sufficient speed. Therefore, it is possible to prevent the output of the engine from being lowered almost simultaneously with the start of the saddle riding type vehicle. Thereby, it is possible to prevent the engine from being stopped.

  (10) The first threshold value may decrease as the vehicle body speed increases. In this case, appropriate traction control according to the vehicle body speed can be performed. Thereby, the operability of the saddle-ride type vehicle can be sufficiently improved.

  (11) In the traction control, when the target slip speed set by the target slip amount setting unit is larger than the first threshold value in the traction control, the engine output adjusting unit sets the slip speed detected by the slip amount detection unit to the first value. The engine output may be adjusted to follow a threshold value of 1.

  Here, for example, when the target slip speed is set large, and the engine output is adjusted so that the slip speed of the drive wheel follows the target slip speed at the predetermined speed, the peripheral speed of the drive wheel increases. Further, when the target slip ratio is set to be small, the peripheral speed of the drive wheel is small in the vicinity of the predetermined speed.

  In this case, when the traction control is switched from the control based on the target slip speed to the control based on the target slip rate at the predetermined speed, the peripheral speed of the drive wheels changes greatly. As a result, the driver feels uncomfortable.

  On the other hand, according to the present invention, when the target slip speed is larger than the first threshold value, the engine output is adjusted so that the slip speed of the drive wheels follows the first threshold value. In this case, since the first threshold value decreases as the vehicle body speed increases, it is possible to prevent the peripheral speed of the drive wheels from becoming a large value at the predetermined speed. Thereby, even when the target slip ratio is set to be small, it is possible to prevent the peripheral speed of the drive wheels from changing greatly when the control is switched. As a result, the traveling performance of the saddle-ride type vehicle is improved.

  Further, in this case, after the saddle riding type vehicle starts and the peripheral speed of the driving wheel rapidly increases, the peripheral speed of the driving wheel and the peripheral speed of the driven wheel can be gradually approached. As a result, it is possible to sufficiently improve the traveling performance of the saddle-ride type vehicle at medium and low speeds.

  (12) The control system includes a throttle valve that adjusts the amount of air supplied into the engine, an engine rotation speed detection unit that detects the rotation speed of the engine, the engine rotation speed, the engine output, and the throttle valve opening. And an engine output adjustment unit that adjusts the throttle valve opening based on the rotation speed detected by the engine rotation speed detection unit and the information stored in the storage unit. By doing so, the engine output may be adjusted.

  In this case, the engine output adjustment unit easily derives the optimum throttle opening for obtaining a desired output from the engine based on the rotation speed detected by the engine rotation speed detection unit and the information stored in the storage unit. be able to. Thereby, the processing time of the engine output adjustment unit can be shortened, and the traction control of the drive wheels can be performed quickly.

  (13) The control system may further include an operation switch that operates the engine output adjusting unit.

  In this case, the driver can arbitrarily select whether or not to perform traction control by operating the operation switch. Therefore, the driver can enjoy more comfortable traveling of the saddle-ride type vehicle by operating the operation switch in consideration of various factors such as skill level, road surface condition, and weather conditions.

  (14) The engine output adjustment unit may not reduce the engine output torque to 0 or less in the traction control.

  In this case, braking force (engine braking) is prevented from being applied to the drive wheels during traction control, so that the traveling performance of the saddle-ride type vehicle is improved.

  (15) A saddle-ride type vehicle according to a second aspect of the invention includes a drive wheel, an engine that generates a drive force for rotating the drive wheel, and a drive for transmitting the drive force generated by the engine to the drive wheel. A force transmission means and a control system according to the first invention are provided.

  In the saddle riding type vehicle, the driving force generated by the engine is transmitted to the driving wheels by the driving force transmitting means. Thereby, the driving wheel is driven.

  Further, traction control of the drive wheels is performed by the control system according to the first aspect of the invention. In this case, the driver can arbitrarily adjust the slip amount while sliding the drive wheel on his / her own intention by adjusting the accelerator operation amount. As a result, the driver can enjoy a comfortable saddle riding type vehicle.

  Further, when the driver intentionally slides the driving wheel (for example, during drift travel), it is possible to prevent the gripping force of the driving wheel from recovering against the driver's intention. Thereby, the operability of the saddle-ride type vehicle is improved.

  According to the present invention, by adjusting the accelerator operation amount, the driver can arbitrarily adjust the slip amount while sliding the drive wheel on his / her own intention. As a result, the driver can enjoy a comfortable saddle riding type vehicle.

  Further, when the driver intentionally slides the driving wheel (for example, during drift travel), it is possible to prevent the gripping force of the driving wheel from recovering against the driver's intention. Thereby, the operability of the saddle-ride type vehicle is improved.

  Hereinafter, a control system according to an embodiment of the present invention and a saddle-ride type vehicle including the control system will be described with reference to the drawings. In the following description, a motorcycle will be described as an example of a saddle-ride type vehicle.

(1) Configuration of Motorcycle FIG. 1 is a schematic side view showing a motorcycle according to the present embodiment.

  In the motorcycle 100 of FIG. 1, a head pipe 102 is provided at the front end of the main body frame 101. A front fork 103 is provided on the head pipe 102 so as to be swingable in the left-right direction. A front wheel 104 is rotatably supported at the lower end of the front fork 103. A front wheel speed sensor SE1 is provided on the lower end side of the front fork 103. The front wheel speed sensor SE1 detects the rotational speed of the front wheel 104, and provides a detected value to an ECU (Electronic Control Unit) 50 described later.

  A handle 105 is provided at the upper end of the head pipe 102. The handle 105 is provided with an accelerator grip 106 and a changeover switch SW. The changeover switch SW has a changeover button (not shown). When the switch button is pressed, the switch SW gives a signal indicating this to the ECU 50.

  An engine 107 is provided at the center of the main body frame 101. An accelerator opening sensor SE2 is provided in the vicinity of the engine 107 (in the vicinity of an ETV 82 (FIG. 2) described later). The accelerator opening sensor SE2 detects the amount of operation of the accelerator grip 106 by the driver (hereinafter referred to as accelerator opening), and provides the detected value to the ECU 50.

  The engine 107 is provided with an engine rotation speed sensor SE3. The engine rotation speed sensor SE3 detects the rotation speed of the engine 107 and gives the detected value to the ECU 50. A fuel tank 108 is provided above the engine 107, and a seat 109 is provided behind the fuel tank 108. An ECU 50 is provided below the seat 109.

  A rear arm 110 is connected to the main body frame 101 so as to extend rearward of the engine 107. The rear arm 110 rotatably holds the rear wheel 111 and the rear wheel driven sprocket 112.

  The rear wheel driven sprocket 112 is provided with a rear wheel speed sensor SE4. The rear wheel speed sensor SE4 detects the rotational speed of the rear wheel 111 and provides the detected value to the ECU 50. One end of the exhaust pipe 113 is attached to the exhaust port of the engine 107. A muffler 114 is attached to the other end side of the exhaust pipe 113.

  A drive shaft 115 is attached to the engine 107, and a rear wheel drive sprocket 116 is attached to the drive shaft 115. The rear wheel drive sprocket 116 is connected to the rear wheel driven sprocket 112 of the rear wheel 111 via a chain 117.

(2) Configuration of Control System FIG. 2 is a schematic diagram showing the configuration of the control system according to the present embodiment. As shown in FIG. 2, the control system 200 includes an ECU 50, a front wheel speed sensor SE1, an accelerator opening sensor SE2, an engine rotation speed sensor SE3, a rear wheel speed sensor SE4, a changeover switch SW, and an engine 107.

  The engine 107 has a cylinder 71, and a piston 72 is provided in the cylinder 71 so as to be movable up and down. A combustion chamber 73 is provided in the upper part of the cylinder 71. The combustion chamber 73 communicates with the outside of the engine 107 via an intake port 74 and an exhaust port 75.

  An intake valve 76 is provided at the opening end 74 a on the downstream side of the intake port 74 so as to be openable and closable, and an exhaust valve 77 is provided at the opening end 75 a on the upstream side of the exhaust port 75 so as to be openable and closable. The intake valve 76 and the exhaust valve 77 are driven by a normal cam mechanism. An ignition plug 78 for performing spark ignition in the combustion chamber 73 is provided on the upper portion of the combustion chamber 73.

  An intake pipe 79 is attached to the engine 107 so as to communicate with the intake port 74, and an exhaust pipe 80 is attached so as to communicate with the exhaust port 75. The intake pipe 79 is provided with an injector 81 for supplying fuel into the cylinder 71. An electronically controlled throttle valve (ETV) 82 is provided in the intake pipe 79.

  During operation of the engine 107, air is drawn into the combustion chamber 73 from the intake port 74 through the intake pipe 79, and fuel is supplied into the combustion chamber 73 by the injector 81. As a result, an air-fuel mixture is generated in the combustion chamber 73, and spark ignition is performed on the air-fuel mixture by the spark plug 78. Burned gas generated by the combustion of the air-fuel mixture in the combustion chamber 73 is discharged from the exhaust port 75 through the exhaust pipe 80.

  The ECU 50 includes a storage unit 51 and a PID (Proportional Integral Derivative) controller 52. FIG. 3 is a conceptual diagram showing the storage contents of the storage unit 51. As shown in FIG. 3, slip speed threshold value data 511, slip ratio threshold value data 512, target slip speed data 513, target slip ratio data 514, and target throttle opening degree map 515 are stored in the storage unit 51. ing. Details of these four data 511 to 514 and the target throttle opening map 515 will be described later. Further, the PID controller 52 calculates a target torque in slip speed corresponding traction control and slip rate corresponding traction control described later.

  As shown in FIG. 2, ECU 50 is provided with detection values of front wheel speed sensor SE1, accelerator opening sensor SE2, engine speed sensor SE3, and rear wheel speed sensor SE4. Although not shown, the ECU 50 is provided with various detection values from various sensors such as a water temperature sensor, an oil temperature sensor, a throttle sensor, an oxygen sensor, and an intake air temperature sensor. The ECU 50 controls operations of the intake valve 76, the exhaust valve 77, the spark plug 78, the injector 81, the ETV 82, and the like based on a plurality of detection values given from a plurality of sensors. Thereby, the ignition timing of the air-fuel mixture in the cylinder 72 is adjusted.

(3) Traction control (3-1) Outline of traction control In the traction control in the present embodiment, slip speed traction control and slip ratio traction control are selectively performed. In the slip speed traction control, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed. In the slip ratio traction control, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip ratio follows the target slip ratio. Details of the slip speed traction control and the slip ratio traction control will be described later.

  The ECU 50 performs traction control corresponding to the slip speed when the vehicle speed (body speed) of the motorcycle 100 is a predetermined speed (for example, 10 km / h) or less and the actual slip speed is not less than a threshold value of the slip speed. The ECU 50 also performs traction control corresponding to the slip ratio when the vehicle speed of the motorcycle 100 is greater than a predetermined speed and the actual slip ratio is equal to or greater than a threshold of the slip ratio.

  In the present embodiment, the peripheral speed (front wheel speed) of the front wheels 104 calculated by the following equation (1) is the vehicle speed (km / h).

Vehicle speed = front wheel speed = front wheel rotation speed × front wheel tire circumference (1)
The actual slip speed (km / h) is calculated by the following formula (2).

Actual slip speed = rear wheel speed-front wheel speed (2)
The peripheral speed (rear wheel speed) of the rear wheel 111 is calculated by the following formula (3).

Rear wheel speed = rear wheel rotational speed × rear wheel tire circumference (3)
The slip speed threshold value is stored in the slip speed threshold value data 511 (FIG. 3). FIG. 4 shows an example of the slip speed threshold value data 511. In FIG. 4, the vertical axis indicates the slip speed, and the horizontal axis indicates the vehicle speed. As shown in FIG. 4, the slip speed threshold value data 511 shows the relationship between the vehicle speed and the slip speed threshold in the region where the vehicle speed is from 0 km / h to 10 km / h.

  In the slip speed threshold data 511 of FIG. 4, the slip speed threshold when the vehicle speed is 0 km / h is set to 50 km / h, and the slip speed threshold when the vehicle speed is 10 km / h is It is set to 3 km / h. Further, the threshold value of the slip speed is set so as to decrease linearly as the vehicle speed increases.

  The threshold value of the slip speed when the vehicle speed is 0 km / h can be adjusted by a setting panel described later. Further, the slip speed threshold when the vehicle speed is 10 km / h is determined according to a slip ratio threshold described later. Details will be described later.

  The actual slip ratio is calculated by the following equation (4).

Actual slip ratio = actual slip speed ÷ front wheel speed × 100 (4)
The slip ratio threshold value is stored in slip ratio threshold data 512 (FIG. 3). FIG. 5 shows an example of the slip ratio threshold value data 512. In FIG. 5, the vertical axis indicates the slip ratio, and the horizontal axis indicates the vehicle speed. As shown in FIG. 5, the slip ratio threshold value data 512 shows the relationship between the vehicle speed and the slip ratio threshold value in a region where the vehicle speed is 10 km / h or higher. In the slip ratio threshold data 512 of FIG. 5, the threshold is set to 30%. Note that the slip ratio threshold value can be adjusted by a setting panel described later. Details will be described later.

  Hereinafter, the control operation of the ECU 50 will be described with reference to the drawings. In the following description, the control operation of the ECU 50 when the motorcycle 100 is running normally is referred to as normal control. That is, in normal control, the ECU 50 does not perform traction control of the rear wheel 111.

(3-2) Overall Control Flow FIGS. 6 and 7 are flowcharts showing an example of the control operation of the ECU 50.

  As shown in FIG. 6, the ECU 50 first determines whether or not the switch button is pressed based on the output signal of the switch SW (FIGS. 1 and 2) (step S1). When the switch button is pressed, the ECU 50 determines whether or not the accelerator grip 106 (see FIG. 1) is fully closed based on the detection value of the accelerator opening sensor SE2 (see FIGS. 1 and 2). (Step S2).

  When the accelerator grip 106 is not fully closed, the ECU 50 calculates the vehicle speed of the motorcycle 100 based on the detected value of the front wheel speed sensor SE1 (see FIGS. 1 and 2) (step S3).

  Next, the ECU 50 determines whether or not the vehicle speed of the motorcycle 100 is a threshold value (for example, 10 km / h) or less (step S4). When the vehicle speed of the motorcycle 100 is less than or equal to the threshold value, the ECU 50 calculates the actual slip speed of the motorcycle 100 based on the detected values of the front wheel speed sensor SE1 and the rear wheel speed sensor SE4 as shown in FIG. Step S5).

  Next, the ECU 50 determines whether or not the actual slip speed is equal to or greater than the threshold value based on the vehicle speed and slip speed threshold value data 511 (FIG. 4) calculated in step S3 (FIG. 6) ( Step S6).

  When the actual slip speed is equal to or higher than the threshold value, the ECU 50 resets the integrator of the PID controller 52 (see FIG. 2) (step S7). Next, the ECU 50 performs slip speed traction control (step S8). Details of the slip speed traction control will be described later.

  Next, the ECU 50 determines whether or not the current state of the motorcycle 100 satisfies a traction control end condition (step S9). The traction control end condition in step S9 includes a condition for ending the slip speed traction control in step S8 and a condition for ending the slip ratio traction control in step S17 described later.

  For example, when the actual slip speed is smaller than the target slip speed and the target throttle opening degree (%) is larger than the accelerator opening degree (%) detected by the accelerator opening degree sensor SE2 (FIG. 2), or the engine speed sensor SE3 ( When the rotational speed of the engine 107 detected by FIG. 2) is smaller than a predetermined threshold (for example, 800 rpm), the state of the motorcycle 100 satisfies the condition for ending the slip speed traction control in step S8.

  Further, for example, when the actual slip ratio is smaller than the target slip ratio and the target throttle opening (%) is larger than the accelerator opening (%) detected by the accelerator opening sensor SE2, or detected by the engine speed sensor SE3. When the rotational speed of the engine 107 is smaller than a predetermined threshold value (for example, 800 rpm), the state of the motorcycle 100 satisfies the condition for ending the slip ratio traction control in step S17.

  When the state of the motorcycle 100 does not satisfy the traction control end condition, the ECU 50 determines whether or not the switch button is pressed based on the output signal of the switch SW (FIGS. 1 and 2) (step) S10).

  When the switch button is pressed, the ECU 50 calculates the vehicle speed of the motorcycle 100 based on the detection value of the front wheel speed sensor SE1 (step S11).

  Next, the ECU 50 determines whether or not the vehicle speed of the motorcycle 100 is equal to or higher than a threshold value (for example, 10 km / h) (step S12). When the vehicle speed of the motorcycle 100 is equal to or lower than the threshold value, the ECU 50 returns to step S8 and executes slip speed traction control. The threshold value in step S12 and the threshold value in step S4 (see FIG. 6) are the same value.

  In step S1 of FIG. 6, when the switching button is not pressed, the ECU 50 performs normal control without performing traction control of the rear wheel 111 (step S13).

  If the accelerator grip 106 is fully closed in step S2, the ECU 50 proceeds to step S13 and performs normal control. When the accelerator grip 106 is fully closed in step S2, it is considered that almost no torque is generated in the engine 107. Therefore, the traction control of the rear wheel 111 may not be performed.

  Further, when the actual slip speed is smaller than the threshold value at step S6 in FIG. 7, when the state of the motorcycle 100 satisfies the traction control end condition at step S9, and when the switching button is not pressed at step S10. The ECU 50 proceeds to step S13 in FIG. 6 and performs normal control.

  When the vehicle speed is larger than the threshold value in step S4 of FIG. 6, as shown in FIG. 7, the ECU 50 calculates the actual slip ratio of the motorcycle 100 based on the detected values of the front wheel speed sensor SE1 and the rear wheel speed sensor SE4. (Step S14).

  Next, ECU 50 determines whether or not the actual slip ratio is equal to or greater than the threshold based on vehicle speed and slip ratio threshold data 512 (FIG. 5) calculated in step S3 (FIG. 6) ( Step S15).

  If the actual slip ratio is equal to or greater than the threshold value, the ECU 50 resets the integrator of the PID controller 52 (see FIG. 2) (step S16). Next, the ECU 50 performs slip ratio traction control (step S17). Details of the slip ratio traction control will be described later. Thereafter, the ECU 50 proceeds to step S9.

  If the actual slip ratio is smaller than the threshold value in step S15, the ECU 50 proceeds to step S13 in FIG. 6 and performs normal control.

  If the vehicle speed is greater than the threshold value in step S12, the ECU 50 proceeds to step S17 and executes slip ratio corresponding traction control.

  The period of the control operation shown in FIGS. 6 and 7 is, for example, 4 ms.

(3-3) Slip Speed Compatible Traction Control In the slip speed compatible traction control, the ECU 50 determines the target slip speed using the target slip speed data 513 (FIG. 3). Then, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed.

  FIG. 8 shows an example of the target slip speed data 513. In FIG. 8, the vertical axis represents the slip speed, and the horizontal axis represents the accelerator opening. As shown in FIG. 8, the target slip speed data 513 indicates the relationship between the accelerator opening and the target slip speed. Note that an accelerator opening of 0% indicates that the accelerator grip 106 is fully closed, and an accelerator opening of 100% indicates that the accelerator grip 106 is fully open.

  In the target slip speed data 513 in FIG. 8, the target slip speed increases linearly as the accelerator opening increases. Therefore, in the slip speed traction control, the driver can arbitrarily adjust the actual slip speed of the motorcycle 100 by adjusting the accelerator opening.

  In the target slip speed data 513 of FIG. 8, the upper limit value of the target slip speed is set to 50 km / h, but the upper limit value of the target slip speed can be adjusted by a setting panel described later. Details will be described later.

  Hereinafter, the control flow of slip speed traction control will be described with reference to the drawings.

  9 and 10 are flowcharts showing an example of the control operation of the ECU 50 in the slip speed traction control.

  As shown in FIG. 9, in the slip speed traction control, the ECU 50 first calculates the actual slip speed of the motorcycle 100 in the same manner as in step S5 (FIG. 7) (step S81).

  Next, the ECU 50 determines a target slip speed based on the detected value of the accelerator opening sensor SE2 (FIG. 2) and the target slip speed data 513 (FIG. 8) (step S82).

  Next, the ECU 50 determines whether or not the target slip speed is equal to or less than the slip speed threshold value based on the slip speed threshold value data 511 (FIG. 4) (step S83). When the target slip speed is less than or equal to the slip speed threshold, the ECU 50 calculates the difference between the actual slip speed and the target slip speed (step S84).

  Next, the ECU 50 calculates a target torque based on the difference calculated in step S84 (step S85). The target torque refers to the output torque of the engine 107 (FIG. 2) that is required to cause the motorcycle 100 (rear wheel 111) to slip at the target slip speed. The target torque is calculated by PID calculation by the PID controller 52 (FIG. 2).

  Next, the ECU 50 determines the target throttle opening (%) based on the target torque, the detected value of the engine speed sensor SE3 (FIG. 2), and the target throttle opening map 515 (FIG. 3) (step). S86).

  The target throttle opening is the throttle opening of the ETV 82 (FIG. 2) that is required for the engine 107 to output the target torque at the current engine speed. The target throttle opening degree map 515 is a three-dimensional map showing the relationship between the rotational speed of the engine 107 (FIG. 2), the throttle opening degree of the ETV 82, and the output torque of the engine 107.

  Next, as shown in FIG. 10, the ECU 50 calculates the difference between the actual slip speed calculated in step S81 (FIG. 9) and the actual slip speed before a predetermined time (for example, 40 ms) (step S87). The history of the actual slip speed is stored in the storage unit 51 (FIG. 2).

  Next, the ECU 50 determines whether or not the difference calculated in step S87 is less than or equal to a threshold value (for example, 120 km / h) (step S88). If the difference is less than or equal to the threshold value, the ECU 50 adjusts the throttle opening of the ETV 82 based on the target throttle opening determined in step S86 (FIG. 9) (step S89). As a result, the output torque of the engine 107 (FIG. 2) (the traction of the rear wheel 111) is adjusted so that the actual slip speed follows the target slip speed. Thereafter, the ECU 50 proceeds to step S9 in FIG.

  When the difference is larger than the threshold value in step S88 of FIG. 10, the ECU 50 adjusts the throttle opening of the ETV 82 based on the target throttle opening determined in step S86 (FIG. 9) and the spark plug 78 (FIG. 10). The spark ignition timing according to 2) is retarded (for example, 30 degrees) (step S90). Thereafter, the ECU 50 proceeds to step S9 in FIG.

  Note that the output torque of the engine 107 (FIG. 2) can be reduced by retarding the spark ignition timing by 30 degrees. Therefore, by providing the process of step S90, for example, when the slip speed increases greatly in a short time, the output torque of the engine 107 can be reduced. Thereby, the speed of the motorcycle 100 can be easily stabilized, and the operability of the motorcycle 100 is improved.

  If the target slip speed is greater than the slip speed threshold value in step S83 of FIG. 9, the ECU 50 determines the actual slip speed and the slip speed threshold value based on the slip speed threshold value data 511 (FIG. 4). Is calculated (step S91).

  Next, the ECU 50 calculates a target torque based on the difference calculated in step S91 (step S92). Thereafter, the ECU 50 proceeds to step S86.

  The target torque in this case is the output torque of the engine 107 (FIG. 2) that is required to cause the motorcycle 100 (rear wheel 111) to slip at the slip speed threshold (see FIG. 4). Therefore, when the target slip speed is equal to or higher than the threshold value in step S83, the output torque of the engine 107 (FIG. 2) (the traction of the rear wheel 111) so that the actual slip speed follows the threshold value of the slip speed. Is adjusted.

  The effects obtained by performing the processes of step S91 and step S92 will be described later.

(3-4) Slip Ratio Corresponding Traction Control In the slip ratio corresponding traction control, the ECU 50 determines the target slip ratio using the target slip ratio data 514 (FIG. 3). Then, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip ratio follows the target slip ratio.

  FIG. 11 shows an example of the target slip ratio data 514. In FIG. 11, the vertical axis represents the slip ratio, and the horizontal axis represents the accelerator opening. As shown in FIG. 11, the target slip ratio data 514 indicates the relationship between the accelerator opening and the target slip ratio.

  In the target slip ratio data 514 of FIG. 11, the target slip ratio increases linearly as the accelerator opening increases. Therefore, in the slip ratio traction control, the driver can arbitrarily adjust the actual slip ratio of the motorcycle 100 by adjusting the accelerator opening.

  In the target slip ratio data 514 of FIG. 11, the upper limit value of the target slip ratio is set to 30%, but the upper limit value of the target slip ratio can be adjusted by a setting panel described later. Details will be described later.

  Hereinafter, the control flow of the slip ratio traction control will be described with reference to the drawings.

  FIG. 12 is a flowchart illustrating an example of the control operation of the ECU 50 in the slip ratio traction control.

  As shown in FIG. 12, in the slip ratio traction control, the ECU 50 first calculates the actual slip speed of the motorcycle 100 in the same manner as in step S81 (FIG. 9) (step S171). Next, the ECU 50 determines the target slip ratio based on the detected value of the accelerator opening sensor SE2 (FIG. 2) and the target slip ratio data 514 (FIG. 11) (step S172).

  Next, the ECU 50 calculates a target slip speed based on the target slip ratio and the detected value of the front wheel speed sensor SE1 (FIG. 2) (step S173). Note that the target slip speed calculated in step S173 is the slip speed when the motorcycle 100 (rear wheel 111) is slipped at the target slip ratio. In step S174, the target slip speed is calculated by the following equation (5).

Target slip speed = target slip ratio × front wheel speed ÷ 100 (5)
Thereafter, the ECU 50 performs the processes of steps S84 to S90 in FIGS. Thereby, the output torque (traction of the rear wheel 111) of the engine 107 (FIG. 2) is adjusted so that the actual slip ratio (actual slip speed) follows the target slip ratio (target slip speed). Thereafter, the ECU 50 proceeds to step S9 in FIG.

(3-5) Example of Control Hereinafter, an example will be described to explain how the rear wheel speed changes when the traction control is performed.

  FIG. 13 is a diagram for explaining the relationship among the front wheel speed (vehicle speed), the threshold for the slip speed, the target slip speed, the threshold for the slip ratio, and the target slip ratio. In FIG. 13, the vertical axis represents speed, and the horizontal axis represents time.

  FIG. 13 shows slip speed threshold data 511 shown in FIG. 4, slip ratio threshold data 512 shown in FIG. 5, target slip speed data 513 shown in FIG. 8, and target slip ratio data 514 shown in FIG. It shows a case where traction control is performed by using.

  In the example of FIG. 13, it is assumed that the accelerator opening is fixed to 50%. Therefore, the target slip speed determined from the target slip speed data 513 (FIG. 8) is 25 km / h, and the target slip ratio determined from the target slip ratio data 514 (FIG. 11) is 15%. The vehicle speed threshold value in step 4 (FIG. 6) is 10 km / h.

  In FIG. 13, a solid line A indicates the front wheel speed (vehicle speed). The vehicle speed increases at a constant acceleration and reaches 10 km / h at time t2. A one-dot chain line B indicates a value obtained by adding a slip speed threshold value (FIG. 4) to the front wheel speed. That is, the difference between the value indicated by the alternate long and short dash line B and the value indicated by the solid line A becomes the threshold value of the slip speed. Here, as described above, the actual slip speed is calculated by subtracting the front wheel speed from the rear wheel speed. Therefore, in the region where the rear wheel speed is larger than the value indicated by the alternate long and short dash line B, the actual slip speed of the motorcycle 100 exceeds the slip speed threshold (FIG. 4). Hereinafter, the value indicated by the alternate long and short dash line B is referred to as a first rear wheel speed threshold value.

  A two-dot chain line C indicates a value obtained by adding the product of the front wheel speed and the threshold (30%) of the slip ratio to the front wheel speed. That is, the value indicated by the two-dot chain line C is calculated by the following equation (6).

The value of alternate long and two short dashes line C = front wheel speed x threshold of slip ratio + front wheel speed (6)
Here, as described above, the actual slip ratio is calculated by dividing the actual slip speed (the difference between the rear wheel speed and the front wheel speed) by the front wheel speed. In this case, the rear wheel speed is expressed by the following formula (7).

Rear wheel speed = front wheel speed × actual slip ratio + front wheel speed (7)
Therefore, in the region where the rear wheel speed (see equation (7)) is larger than the value indicated by the two-dot chain line C (see equation (6)), the actual slip ratio of the motorcycle 100 is the threshold of the slip ratio. The value (30%) is exceeded. Hereinafter, the value indicated by the two-dot chain line C is referred to as a second rear wheel speed threshold value.

  A thick broken line D indicates a value obtained by adding the target slip speed (25 km / h) to the front wheel speed. That is, the difference between the value indicated by the broken line D and the value indicated by the solid line A is the target slip speed. Therefore, between the time point 0 and the time point t1 (the time when the solid line B and the broken line D intersect), the target slip speed is smaller than the slip speed threshold value, and the time point t1 and the time point t2 (the front wheel speed is 10 km / h). The target slip speed is greater than the slip speed threshold.

  Here, as described with reference to FIGS. 9 and 10, when the target slip speed is equal to or less than the slip speed threshold in the slip speed traction control, the ECU 50 follows the target slip speed. Thus, the output torque of the engine 107 is adjusted. Therefore, in the example of FIG. 13, between the time point 0 and the time point t1, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed. In this case, the rear wheel speed changes so as to follow the broken line D. Hereinafter, the value indicated by the broken line D between the time point 0 and the time point t1 is referred to as a first rear wheel speed target value E1. As described above, when the actual slip speed becomes larger than the slip speed threshold, the rear wheel speed becomes larger than the value indicated by the alternate long and short dash line B.

  On the other hand, when the target slip speed is greater than the slip speed threshold, ECU 50 adjusts the output torque of engine 107 so that the actual slip speed follows the slip speed threshold. Therefore, in the example of FIG. 13, between the time point t1 and the time point t2, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the threshold value of the slip speed. In this case, the rear wheel speed changes so as to follow the alternate long and short dash line B. Hereinafter, the value indicated by the alternate long and short dash line B between the time point t1 and the time point t2 is referred to as a second rear wheel speed target value E2.

  A thin broken line E3 indicates a value obtained by adding the product of the front wheel speed and the target slip ratio to the front wheel speed. That is, the broken line E3 indicates the rear wheel speed when the motorcycle 100 (rear wheel 111) slips at the target slip rate. Therefore, after time t2, the ECU 50 adjusts the output torque of the engine 107 so that the rear wheel speed follows the broken line E3. Hereinafter, the value indicated by the broken line E3 is referred to as a third rear wheel speed target value.

  14 is a diagram showing an example of a change in the rear wheel speed when the front wheel speed, the slip speed threshold value, the target slip speed, the slip ratio threshold value, and the target slip ratio have the relationship shown in FIG. . In FIG. 14, a thick solid line F indicates the rear wheel speed. Therefore, the difference between the value indicated by the solid line F and the value indicated by the solid line A is the actual slip speed.

  As shown in FIG. 14, the rear wheel speed rapidly increases immediately after the motorcycle 100 starts, and the rear wheel speed becomes greater than the first rear wheel speed threshold at time t0. That is, at the time t0, the actual slip speed becomes larger than the slip speed threshold value, and the slip speed traction control is started.

  Here, at the time point t0, the actual slip speed increases rapidly. In this case, it is determined in step S88 (FIG. 10) that the difference is larger than the threshold value. Therefore, at time t0, the ECU 50 proceeds to step S90 (FIG. 10), adjusts the throttle opening of the ETV 82, and retards the timing of spark ignition by the spark plug 78. Thereby, the rear wheel speed quickly decreases toward the first rear wheel speed target value E1.

  Thereafter, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed between the time point t0 and the time point t1. Thereby, between the time point t0 and the time point t1, the rear wheel speed changes so as to follow the first rear wheel speed target value E1.

  Further, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the threshold value of the slip speed between the time t1 and the time t2. Thereby, between the time point t1 and the time point t2, the rear wheel speed changes so as to follow the second rear wheel speed target value E2.

  Further, at time t2, the vehicle speed becomes 10 km / h, and the slip ratio traction control is started. Thereby, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip ratio follows the target slip ratio (15%) after the time point t2. Thereby, after the time point t2, the rear wheel speed changes so as to follow the third rear wheel speed target value E3.

  Here, in the slip speed traction control, when the target slip speed exceeds the slip speed threshold, the output torque of the engine 107 is set so that the actual slip speed follows the slip speed threshold instead of the target slip speed. The reason for adjusting is described.

  As shown in FIGS. 13 and 14, the value indicated by the broken line D at time t2 is 35 km / h. That is, when the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed between the time point t1 and the time point t2, the rear wheel speed at the time point t2 is about 35 km / h. Become. Further, at the time point t2, the third rear wheel speed target value E3 is 11.5 km / h. That is, at the time point t2, the output of the engine 107 is adjusted so that the rear wheel speed becomes 11.5 km / h.

  Therefore, when the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the target slip speed between the time point t1 and the time point t2, the rear wheel speed greatly decreases at the time point t2. As a result, the driver feels uncomfortable.

  Therefore, in the present embodiment, when the target slip speed exceeds the slip speed threshold, the ECU 50 adjusts the output torque of the engine 107 so that the actual slip speed follows the slip speed threshold. (Refer to step S91 and subsequent steps in FIG. 9). Thereby, the rear wheel speed is decelerated so as to follow the second rear wheel speed target value E2. Accordingly, it is possible to prevent the rear wheel speed from greatly decreasing at the time point t2. As a result, the traveling performance of the motorcycle 100 is improved.

  In this case, the actual slip speed gradually decreases as shown in FIG. That is, since the front wheel speed and the rear wheel speed can be gradually approached, the running performance of the motorcycle 100 at the time of medium and low speeds can be sufficiently improved.

  In the example of FIGS. 13 and 14, the case where the accelerator opening is 50% has been described. However, the value indicated by the broken line D and the value indicated by the broken line E3 increase or decrease according to the accelerator opening.

  FIG. 15 is a diagram showing the relationship among the front wheel speed (vehicle speed), the slip speed threshold, the target slip speed, the slip ratio threshold, and the target slip ratio when the accelerator opening is fixed at 70%. . FIG. 16 is a diagram showing the relationship between the front wheel speed (vehicle speed), the slip speed threshold, the target slip speed, the slip ratio threshold, and the target slip ratio when the accelerator opening is fixed to 20%. It is.

  When the accelerator opening is fixed at 70%, the target slip speed determined from the target slip speed data 513 (FIG. 8) is 35 km / h, and as shown in FIG. Increased compared to 13. That is, the first rear wheel speed target value E1 increases.

  On the other hand, when the accelerator opening is fixed at 20%, the target slip speed determined from the target slip speed data 513 (FIG. 8) is 10 km / h. As shown in FIG. , It decreases compared to FIG. That is, the first rear wheel speed target value E1 decreases.

  Thus, in the present embodiment, the driver can adjust the first rear wheel speed target value E1 by adjusting the accelerator opening. That is, in the slip speed traction control, the driver can arbitrarily adjust the actual slip speed and the rear wheel speed by adjusting the accelerator opening.

  When the accelerator opening is fixed at 70%, the target slip ratio determined from the target slip ratio data 514 (FIG. 11) is 21%, and the slope of the broken line E3 is as shown in FIG. Larger than That is, the increase rate of the third rear wheel speed value E3 with respect to the increase amount of the vehicle speed (front wheel speed) increases.

  On the other hand, when the accelerator opening is fixed at 20%, the target slip ratio determined from the target slip ratio data 514 (FIG. 11) is 6%, and the slope of the broken line E3 is as shown in FIG. Smaller than That is, the increase rate of the third rear wheel speed E3 with respect to the increase amount of the vehicle speed (front wheel speed) is reduced.

  Thus, in the present embodiment, the driver can adjust the inclination of the third rear wheel speed target value E3 by adjusting the accelerator opening. That is, in the slip ratio traction control, the driver can arbitrarily adjust the actual slip ratio and the rear wheel speed by adjusting the accelerator opening.

  Note that the alternate long and short dash line B and the broken line D intersect at time t3 between time 0 and time t1 in FIG. 15, and intersect at time t4 between time t1 and time t2 in FIG. ing.

  That is, when the driver increases the accelerator opening, the period during which the ECU 50 adjusts the output torque of the engine 107 based on the target slip speed is shortened in the slip ratio traction control. On the other hand, when the driver decreases the accelerator opening, the period during which the ECU 50 adjusts the output torque of the engine 107 based on the target slip speed in the slip ratio traction control becomes longer.

  In the slip speed traction control and the slip rate traction control, it is preferable that the output torque of the engine 107 is not set to 0 or less. In this case, since braking force (engine brake) is prevented from being applied to the rear wheel 111 during traction control, the traveling performance of the motorcycle 100 is improved.

(4) Setting method of upper limit value As described above, the threshold value of the slip speed threshold value data 511 (FIG. 4), the threshold value of the slip rate threshold value data 512 (FIG. 5), and the target slip speed data 513 The upper limit value of the target slip speed (FIG. 8) and the upper limit value of the target slip ratio of the target slip ratio data 514 (FIG. 11) can be set on the setting panel. The setting panel can be provided on the handle 105 (FIG. 1), for example.

  FIG. 17 is a diagram illustrating an example of the setting panel.

  17 includes a slip speed setting unit 700 and a slip rate setting unit 800. Slip speed setting unit 700 includes adjustment knobs K1 and K2, and slip ratio setting unit 800 includes adjustment knobs K3 and K4. The adjustment knobs K1 to K4 are each provided with an arrow, and the driver performs the adjustment described below by aligning the arrow with a desired position.

(4-1) Adjustment of Slip Speed Threshold The adjustment knob K1 is provided in the slip speed setting unit 700 so as to be rotatable. The driver can adjust the threshold value of the slip speed threshold value data 511 (FIG. 4) stored in the storage unit 51 (FIG. 3) by rotating the adjustment knob K1. The value adjusted by the adjustment knob K1 is a threshold value of the slip speed when the vehicle speed is 0 km / h.

  In FIG. 17, the arrow of the adjustment knob K1 points to 50. In this case, as shown in FIG. 4, in the slip speed threshold value data 511, the threshold value of the slip speed when the vehicle speed is 0 km / h is set to 50 km / h. For example, when the driver rotates the adjustment knob K1 so that the arrow of the adjustment knob K1 points to 25, the slip speed threshold data 511 indicates the slip speed when the vehicle speed is 0 km / h. The threshold is set to 25 km / h.

  Thus, in the present embodiment, the driver can arbitrarily adjust the threshold value of the slip speed by turning the adjustment knob K1. Therefore, the driver can adjust the threshold value of the slip speed in consideration of road surface conditions, weather conditions, and the like. Thereby, the driver can enjoy a comfortable traveling of the motorcycle 100.

  Note that the threshold value of the slip speed when the vehicle speed is 0 km / h is preferably set to 20 km / h or more, for example. When the motorcycle 100 starts, as shown in FIG. 14, the rear wheel speed rapidly increases compared to the front wheel speed. Therefore, when the slip speed threshold value is set to be small in the ultra-low speed region, the traction control is performed almost simultaneously with the start of the motorcycle 100. In this case, since the control for reducing the output torque of the engine 107 is performed almost simultaneously with the start of the motorcycle 100, the engine 107 may stop.

  On the other hand, when the threshold value of the slip speed in the ultra low speed region is set large, control for reducing the output torque of the engine 107 is not performed until the rear wheel speed becomes a sufficient speed. Therefore, it is possible to prevent the output torque of engine 107 from being reduced almost simultaneously with the start of motorcycle 100. Thereby, the engine 107 can be prevented from stopping.

  The threshold value of the slip speed at the vehicle speed (see step S4 in FIG. 6) at which the switching between the slip speed traction control and the slip ratio traction control is performed is determined by the following equation (8).

Threshold = vehicle speed × slip ratio threshold (8)
In the example of FIG. 5, the vehicle speed at which the switching is performed is 10 km / h, and the slip ratio threshold is 30%. In this case, as shown in FIG. 4, the threshold value of the slip speed when the vehicle speed is 10 km / h is 3 km / h.

(4-2) Adjustment of Target Slip Speed As shown in FIG. 17, the adjustment knob K2 is provided in the slip speed setting unit 700 so as to be rotatable. The driver can adjust the upper limit value of the target slip speed data 513 (FIG. 8) stored in the storage unit 51 (FIG. 3) by rotating the adjustment knob K2.

  In FIG. 17, the arrow of the adjustment knob K2 points to 50. In this case, the upper limit value of the target slip speed is 50 km / h as shown in FIG. That is, in the example of FIG. 8, the driver can adjust the target slip speed between 0 km / h and 50 km / h.

  FIG. 18 is a diagram illustrating another example of the target slip speed data 513. FIG. 18 shows a case where the driver rotates the adjustment knob K2 so that the arrow of the adjustment knob K2 (FIG. 17) points to 25.

  As shown in FIG. 18, when the arrow of the adjustment knob K2 points to 25, the upper limit of the target slip speed is limited to 25 km / h while maintaining the inclination shown in FIG. Therefore, the target slip speed is fixed at 25 km / h in the region where the accelerator opening is 50% or more.

  That is, in the example of FIG. 18, the driver can arbitrarily adjust the target slip speed between 0 km / h and 25 km / h.

  Thus, in the present embodiment, the driver can arbitrarily adjust the upper limit value of the target slip speed by rotating the adjustment knob K2. Therefore, the driver can adjust the upper limit value of the target slip speed in consideration of road surface conditions, weather conditions, and the like. Thereby, the driver can enjoy a comfortable traveling of the motorcycle 100.

(4-3) Adjustment of Slip Ratio Threshold As shown in FIG. 17, the adjustment knob K3 is rotatably provided in the slip ratio setting unit 800. The driver can adjust the threshold value of the slip ratio threshold value data 512 (FIG. 5) stored in the storage unit 51 (FIG. 3) by rotating the adjustment knob K3.

  In FIG. 17, the arrow of the adjustment knob K <b> 3 indicates 30. In this case, as shown in FIG. 5, in the slip ratio threshold data 512, the threshold of the slip ratio is set to 30%. For example, when the driver rotates the adjustment knob K3 so that the arrow of the adjustment knob K3 points to 15, the slip ratio threshold value is set to 15% in the slip ratio threshold data 512. The

  Thus, in the present embodiment, the driver can arbitrarily adjust the threshold value of the slip ratio by rotating the adjustment knob K3. Therefore, the driver can adjust the threshold of the slip ratio in consideration of road surface conditions, weather conditions, and the like. Thereby, the driver can enjoy a comfortable traveling of the motorcycle 100.

(4-4) Adjustment of Target Slip Rate As shown in FIG. 17, the adjustment knob K4 is provided on the slip rate setting unit 800 so as to be rotatable. The driver can adjust the upper limit value of the target slip ratio data 514 (FIG. 11) stored in the storage unit 51 (FIG. 3) by rotating the adjustment knob K4.

  In FIG. 17, the arrow of the adjustment knob K4 points to 30. In this case, the upper limit value of the target slip ratio is 30% as shown in FIG. That is, in the example of FIG. 11, the driver can adjust the target slip ratio between 0% and 30% by adjusting the accelerator opening.

  FIG. 19 is a diagram illustrating another example of the target slip ratio data 514. FIG. 19 shows a case where the driver rotates the adjustment knob K4 so that the arrow of the adjustment knob K4 (FIG. 17) points to 15.

  As shown in FIG. 19, when the arrow of the adjustment knob K4 points to 15, the upper limit of the target slip ratio is limited to 15% while maintaining the inclination shown in FIG. Therefore, the target slip ratio is fixed at 15% in the region where the accelerator opening is 50% or more.

  That is, in the example of FIG. 19, the driver can arbitrarily adjust the target slip ratio between 0% and 15%. In addition, even when the driver accidentally fully opens the accelerator opening, the target slip rate does not become 15% or more, so that it is possible to prevent the motorcycle 100 (rear wheel 111) from slipping greatly. it can.

  Thus, in the present embodiment, the driver can arbitrarily adjust the upper limit value of the target slip ratio by rotating the adjustment knob K4. Therefore, the driver can adjust the upper limit value of the target slip ratio in consideration of road surface conditions and weather conditions. Thereby, the driver can enjoy a comfortable traveling of the motorcycle 100.

  For example, on a paved road surface, the upper limit value of the target slip ratio is preferably set to 5 to 10%. In this case, the motorcycle 100 can be easily accelerated and a sufficient grip force in the lateral direction of the tire of the rear wheel 111 can be ensured. Thereby, the operability of the motorcycle 100 is improved.

(5) Effects of the present embodiment (a) As described above, in the present embodiment, the target slip speed is adjusted according to the accelerator opening degree by the traction control corresponding to the slip speed at a low speed. Therefore, the driver can adjust the actual slip speed by adjusting the accelerator opening at the time of low speed.

  In addition, the target slip ratio is adjusted according to the accelerator opening degree by traction control corresponding to the slip ratio at medium and high speeds. Accordingly, the driver can adjust the actual slip ratio by adjusting the accelerator opening at the time of medium to high speed.

  Thus, in the present embodiment, the driver can arbitrarily adjust the actual slip speed and the actual slip ratio while sliding the rear wheel 111 with his / her own intention. Thereby, the driver can enjoy a comfortable traveling of the motorcycle 100.

  Further, when the driver intentionally slides the rear wheel 111 (drifting), it is possible to prevent the grip force of the rear wheel 111 from recovering against the driver's intention. Thereby, the operability of the motorcycle 100 is improved.

  (B) In the slip speed traction control, the output torque of the engine 107 is adjusted by feedback control using the PID controller 52 so that the actual slip speed follows the target slip speed. In the slip ratio traction control, the output torque of the engine 107 is adjusted by feedback control using the PID controller 52 so that the actual slip ratio follows the target slip ratio.

  Thus, in the present embodiment, the output of engine 107 is adjusted so that the actual slip speed or the actual slip ratio follows the target slip speed or the target slip ratio. Thereby, it is possible to prevent the difference between the actual slip speed and the actual slip ratio of the motorcycle 100 and the target slip speed and the target slip ratio requested by the driver. For example, when the rear wheel 111 excessively recovers the grip force, the output torque of the engine 107 is adjusted so that the grip force of the rear wheel 111 is reduced. Therefore, the driver can enjoy a more comfortable driving.

  (C) Here, the reason why the output torque of the engine 107 is adjusted so that the actual slip speed follows the target slip speed at a low speed will be described.

  When the motorcycle 100 starts, the rear wheel speed increases rapidly, but the front wheel speed hardly increases. That is, when the motorcycle 100 starts, the rear wheel 111 rotates with the front wheel 104 substantially stopped.

  In such a state, the actual slip ratio calculated by the above equation (4) fluctuates with a considerably large value. For example, when the rear wheel speed is 3 km / h and the front wheel speed is 0.1 km / h, the actual slip ratio is 2900%. When the rear wheel speed is 4 km / h and the front wheel speed is 0.1 km / h, the actual slip ratio is 3900%.

  Thus, at low speeds, the actual slip ratio changes greatly due to slight changes in the rear wheel speed. Therefore, it is difficult to determine the optimum target slip ratio in the low speed state.

  Further, when the engine 107 is controlled so that the actual slip ratio follows the target slip ratio in the low speed state, the fluctuation range of the rear wheel speed becomes large, and the driver feels uncomfortable.

  In the present embodiment, the target slip ratio is adjusted according to the accelerator opening. Here, as described above, at the time of low speed, the actual slip ratio changes greatly due to a slight change in the rear wheel speed. Therefore, when the actual slip ratio is made to follow the target slip ratio at a low speed, the driver cannot easily predict the actual slip speed and the rear wheel speed from the size of the accelerator opening. Therefore, the operability of the motorcycle 100 is lowered.

  In order to solve the above problems, in the present embodiment, traction control is performed so that the actual slip speed follows the target slip speed at a low speed. In this case, since the driver can easily determine the optimum target slip speed, the operability of the motorcycle 100 is improved.

  In addition, since the fluctuation of the rear wheel speed can be reduced at low speed, the vehicle speed of the motorcycle 100 can be stabilized. Thereby, it is possible to prevent the driver from feeling uncomfortable at a low speed.

  Further, the driver can easily predict the rear wheel speed and the actual slip speed based on the accelerator opening. Thereby, the operability of the motorcycle 100 can be sufficiently improved.

  (D) In the present embodiment, the output torque of the engine 107 is adjusted so that the actual slip ratio follows the target slip ratio at medium and high speeds. Accordingly, by adjusting the accelerator opening, the driver can slide the rear wheel 111 at an actual slip rate according to the road surface condition at medium and high speeds. Accordingly, the motorcycle 100 can be easily accelerated and a sufficient grip force in the lateral direction of the tire of the rear wheel 111 can be ensured. As a result, the operability of the motorcycle 100 can be improved.

  (E) In the present embodiment, the upper limit values of the target slip speed and the target slip ratio can be adjusted. Therefore, the driver can adjust the target slip speed and the target slip ratio in consideration of various factors such as skill level, road surface conditions, and weather conditions. Thereby, the operability of the motorcycle can be sufficiently improved.

  Further, by adjusting the upper limit value, the driver can easily predict the slip speed and slip ratio of the motorcycle 100. Thereby, the operability of the motorcycle 100 is further improved.

  (F) In the present embodiment, when the switch button of the switch SW (see FIGS. 1 and 2) is not pressed (see step S1 in FIG. 4), the traction control of the rear wheel 111 is performed. Not done. Therefore, the driver can arbitrarily select whether or not to perform the traction control of the rear wheel 111 by operating the changeover switch SW. In this case, since the driver can operate the changeover switch SW in consideration of various factors such as skill level, road surface conditions, and weather conditions, the operability of the motorcycle 100 is further improved.

  (G) In the present embodiment, the traction control is started when the actual slip speed or the actual slip ratio exceeds the slip speed threshold or the slip ratio threshold. In this case, the traction control of the rear wheel 111 is quickly performed according to the increase in the actual slip speed or the actual slip rate of the motorcycle 100 (rear wheel 111). Thereby, the operability of the motorcycle 100 is improved.

  (H) In the present embodiment, when the state of the motorcycle 100 satisfies the traction control termination condition, the traction control is stopped.

  Specifically, if the actual slip speed (actual slip ratio) is smaller than the target slip speed (target slip ratio) and the target throttle opening is larger than the accelerator opening (%) during traction control, the traction control is performed. Stopped.

  Here, when the actual slip speed (actual slip ratio) is smaller than the target slip speed (target slip ratio), it is considered that the rear wheel 111 has a certain grip force. In this state, when the target throttle opening becomes larger than the accelerator opening, the traveling state of the motorcycle 100 is considered to approach the normal traveling state. Therefore, in such a case, the traction control by the ECU 50 is stopped and normal control is performed. Thereby, the operability of the motorcycle 100 can be further improved.

  In addition, when the rotational speed of the engine 107 becomes smaller than a predetermined threshold during traction control, the traction control is stopped. Here, when the motorcycle 100 starts on a slope or the like, a large load is applied to the engine 107. Thereby, the rotational speed of the engine 107 is reduced. In such a state, if the throttle opening is reduced by traction control, the output of the engine 107 may decrease and the engine 107 may stop. Therefore, in such a case, the traction control by the ECU 50 is stopped and normal control is performed. Thereby, the operability of the motorcycle 100 can be further improved.

  (I) In the present embodiment, traction using slip speed threshold value data 511, slip ratio threshold value data 512, target slip speed data 513, target slip ratio data 514, and target throttle opening map 515 is used. Control is in progress. In this case, since the target numerical value can be easily calculated, the processing time of the ECU 50 can be shortened. Thereby, the traction control of the motorcycle 100 can be quickly performed, and the running performance is further improved.

  (J) In the present embodiment, the slip speed threshold is set so as to decrease as the vehicle speed increases. Thereby, suitable traction control according to the vehicle speed can be performed. As a result, the operability of the motorcycle 100 can be reliably improved.

(6) Other Embodiments (6-1) Detection of Vehicle Speed In the above description, the vehicle speed is detected based on the detection value of the front wheel speed sensor SE1, but a speed detection sensor using GPS (Global Positioning System). May be used to detect the vehicle speed of the motorcycle 100.

(6-2) Adjustment of engine output torque In steps S89 and S90 of FIG. 10, the output torque of the engine 107 is adjusted by adjusting the throttle opening of the ETV 82. Alternatively, the output torque of the engine 107 may be adjusted by stopping the fuel supply.

  In step S90, the output torque of the engine 107 is reduced by retarding the spark ignition timing. However, the output torque of the engine 107 may be reduced by other methods. For example, the output torque of the engine 107 may be reduced by performing spark ignition when the piston 72 (FIG. 2) is located at the top dead center. In this case, the output torque of the engine 107 can be reduced easily and reliably.

(6-3) Calculation of actual slip ratio The actual slip ratio may be calculated by the following equation (9).

Actual slip ratio = actual slip speed ÷ rear wheel speed × 100 (9)
In this case, the target slip speed in step S173 (FIG. 12) is calculated by the following equation (10).

Target slip speed = target slip ratio × rear wheel speed ÷ 100 (10)
(6-4) Calculation of threshold value, target slip speed, target slip ratio, and target throttle opening A function indicating the relationship between the threshold value of the slip speed and the vehicle speed is used instead of the slip speed threshold value data 511. Instead of the slip ratio threshold data 512, a function indicating the relationship between the slip ratio threshold and the vehicle speed may be used.

  Further, a function indicating the relationship between the target slip speed and the vehicle speed may be used instead of the target slip speed data 513, or a function indicating the relationship between the target slip ratio and the vehicle speed may be used instead of the target slip ratio data 514. Good.

  Instead of the target throttle opening map 515, a function indicating the relationship between the rotational speed of the engine 107, the throttle opening of the ETV 82, and the output torque of the engine 107 may be used.

(6-5) Setting Panel In the above description, the setting panel 600 including the four adjustment knobs K1 to K4 has been described. However, the setting panel may have other configurations.

  FIG. 20 is a diagram illustrating another example of the setting panel.

  The setting panel 601 in FIG. 20 differs from the setting panel 600 in FIG. 17 in the following points.

  20 includes a slip speed setting unit 701 and a slip rate setting unit 801. The slip speed setting unit 701 includes an adjustment button B1, a threshold value display unit D1, an adjustment button B2, an adjustment knob K2, and a maximum value display unit D2. The slip ratio setting unit 801 includes an adjustment button B3, a threshold value display unit D3, an adjustment button B4, an adjustment knob K4, and a maximum value display unit D4.

  The threshold value display portion D1 displays a threshold value of the slip speed. The driver can adjust the threshold value of the slip speed displayed on the threshold value display unit D1 by operating the adjustment button B1.

  In the maximum value display portion D2, the maximum value of the upper limit value of the target slip speed is displayed. The driver can adjust the maximum value of the upper limit value of the target slip speed by operating the adjustment button B2. For example, when the driver operates the adjustment button B2 to set the value displayed on the maximum value display portion D2 to 30, the maximum value of the target slip speed (the accelerator opening degree is the target slip speed data 513 in FIG. 8). The target slip speed at 100%) is 30 km / h.

  That is, the driver can adjust the inclination of the target slip speed shown in FIG. 8 by operating the adjustment button B2. Thereby, the operability of the motorcycle 100 can be further improved. Note that the adjustment of the upper limit value of the slip speed is performed using the adjustment knob K2, similarly to the setting panel 600.

  The threshold value display part D3 displays the threshold value of the slip ratio. The driver can adjust the threshold of the slip ratio displayed on the threshold display D2 by operating the adjustment button B3.

  In the maximum value display portion D4, the maximum value of the upper limit value of the target slip ratio is displayed. The driver can adjust the maximum value of the upper limit value of the target slip ratio by operating the adjustment button B4. For example, when the driver operates the adjustment button B4 to set the value displayed on the maximum value display portion D4 to 15, the maximum value of the target slip ratio (the accelerator opening degree is the target slip ratio data 514 in FIG. 11). The target slip ratio at 100% is 15%.

  That is, the driver can adjust the slope of the target slip ratio shown in FIG. 11 by operating the adjustment button B4. Thereby, the operability of the motorcycle 100 can be further improved. Note that the adjustment of the upper limit value of the slip ratio is performed using the adjustment knob K4, as in the setting panel 600.

(6-6) Application to other saddle-ride type vehicles In the above description, the motorcycle 100 provided with the control system 200 has been described. However, an automatic tricycle that is driven by a driver straddling a seat, a buggy type automatic The control system 200 may be provided in another saddle-ride type vehicle such as a four-wheeled vehicle (for example, ATV (All Terrain Vehicle)).

(7) Correspondence between each constituent element of claims and each element of the embodiment Hereinafter, an example of correspondence between each constituent element of the claims and each element of the embodiment will be described. It is not limited to.

  In the above embodiment, the motorcycle 100 is an example of a saddle-ride type vehicle, the rear wheel 111 is an example of a drive wheel, and the ECU 50 is an example of a slip amount detection unit, a target slip amount setting unit, and an engine output adjustment unit. Yes, the accelerator opening is an example of the accelerator operation amount, the setting panels 600 and 601 are examples of the upper limit value setting unit, the actual slip speed is an example of the slip speed, and the actual slip ratio is an example of the slip ratio. The slip speed threshold value is an example of a first threshold value, the slip ratio threshold value is an example of a second threshold value, ETV 82 is an example of a throttle valve, and an engine speed sensor SE3 is an example of the engine speed detection unit, and the target throttle opening map 515 is an example of information. The rotation speed of the engine 107, the throttle opening of the ETV 82, and the engine 10 The function indicating the relationship of the output torque is an example of information, the changeover switch SW is an example of an operation switch, the rear wheel driven sprocket 112, the drive shaft 115, the rear wheel drive sprocket 116 and the chain 117 are examples of transmission mechanisms. is there.

  As each constituent element in the claims, various other elements having configurations or functions described in the claims can be used.

  The present invention can be effectively used for traction control of a motorcycle.

1 is a schematic side view showing a motorcycle. It is a schematic diagram which shows the structure of a control system. It is a conceptual diagram which shows the memory content of a memory | storage part. It is a figure which shows an example of slip speed threshold value data. It is a figure which shows an example of slip ratio threshold value data. It is a flowchart which shows an example of control operation of ECU. It is a flowchart which shows an example of control operation of ECU. It is a figure which shows an example of target slip speed data. It is a flowchart which shows an example of control operation of ECU in slip speed corresponding | compatible traction control. It is a flowchart which shows an example of control operation of ECU in slip speed corresponding | compatible traction control. It is a figure which shows an example of target slip ratio data. It is a flowchart which shows an example of control operation of ECU in traction control corresponding to slip ratio. It is a figure for demonstrating the relationship between front-wheel speed (vehicle speed), the threshold value of a slip speed, the target slip speed, the threshold value of a slip ratio, and a target slip ratio. It is a figure which shows an example of the change of a rear-wheel speed. It is a figure which shows the relationship between the front-wheel speed (vehicle speed), the slip speed threshold value, the target slip speed, the slip ratio threshold value, and the target slip ratio when the accelerator opening is fixed to 70%. It is a figure which shows the relationship between the front-wheel speed (vehicle speed), the slip speed threshold value, the target slip speed, the slip ratio threshold value, and the target slip ratio when the accelerator opening is fixed at 20%. It is a figure which shows an example of a setting panel. It is a figure which shows the other example of target slip speed data. It is a figure which shows the other example of target slip ratio data. It is a figure which shows the other example of a setting panel.

Explanation of symbols

50 ECU
51 Storage Unit 52 PID Controller 82 ETV
DESCRIPTION OF SYMBOLS 100 Motorcycle 104 Front wheel 106 Accelerator grip 107 Engine 111 Rear wheel 112 Rear wheel driven sprocket 115 Drive shaft 116 Rear wheel drive sprocket 117 Chain 511 Slip speed threshold data 512 Slip rate threshold data 513 Target slip speed data 514 Target slip Rate data 515 Target throttle opening map 600, 601 Setting panel SE1 Front wheel speed sensor SE2 Accelerator opening sensor SE3 Engine speed sensor SE4 Rear wheel speed sensor SW selector switch

Claims (15)

A control system that performs traction control of the drive wheel in a saddle-ride type vehicle including a drive wheel and an engine,
A slip amount detector for detecting a slip amount of the drive wheel;
A control system comprising: an engine output adjusting unit that adjusts an output of the engine according to a driver's accelerator operation amount and a slip amount detected by the slip amount detecting unit. The engine output adjustment unit starts the traction control when a slip amount detected by the slip amount detection unit first exceeds a predetermined threshold after the engine output adjustment unit is actuated. The control system according to claim 1. A target slip amount setting unit that sets a slip amount determined according to the accelerator operation amount as a target slip amount;
In the traction control, the engine output adjustment unit,
The output of the engine is adjusted so that the slip amount detected by the slip amount detection unit follows the target slip amount set by the target slip amount setting unit. Control system. The control system according to claim 3, further comprising an upper limit value setting unit that sets an upper limit value of the target slip amount that can be set by the target slip amount setting unit. The slip amount detection unit detects a slip speed obtained from a difference between a peripheral speed of the driving wheel and a vehicle body speed of the saddle riding type vehicle as the slip amount,
The control system according to claim 3 or 4, wherein the target slip amount setting unit sets a target slip speed determined according to the accelerator operation amount as the target slip amount. The slip amount detection unit detects a slip ratio obtained from a ratio between a peripheral speed of the driving wheel and a vehicle body speed of the saddle riding type vehicle and the peripheral speed or the vehicle body speed as the slip amount,
5. The control system according to claim 3, wherein the target slip amount setting unit sets a target slip ratio determined according to the accelerator operation amount as the target slip amount. The slip amount detection unit detects a slip speed obtained from a difference between a peripheral speed of the driving wheel and a vehicle body speed of the saddle riding type vehicle as the slip amount, and the slip speed and the peripheral speed of the driving wheel or A slip ratio obtained from a ratio with the vehicle body speed is detected as the slip amount;
When the vehicle body speed is equal to or lower than a predetermined speed, the target slip amount setting unit sets a target slip speed determined according to the accelerator operation amount as the target slip amount, and the vehicle body speed is set to the predetermined speed. The control system according to any one of claims 3 to 6, wherein a target slip ratio determined in accordance with the accelerator operation amount is set as the target slip amount when it is larger. The engine output adjustment unit first sets the slip speed detected by the slip amount detection unit to a first threshold value after the engine output adjustment unit is actuated and when the vehicle body speed is equal to or lower than the predetermined speed. And when the slip ratio detected by the slip amount detection unit first exceeds a second threshold value after the engine output adjustment unit is actuated and when the vehicle body speed is greater than the predetermined speed. The control system according to claim 7, wherein the traction control is started at a preceding time point. The control system according to claim 8, wherein the first threshold value changes according to the vehicle body speed so as to become maximum when the vehicle body speed is zero. The control system according to claim 9, wherein the first threshold value decreases as the vehicle body speed increases. In the traction control, the engine output adjustment unit detects a slip detected by the slip amount detection unit when the target slip speed set by the target slip amount setting unit is larger than the first threshold value. The control system according to claim 10, wherein an output of the engine is adjusted so that a speed follows the first threshold value. A throttle valve for adjusting the amount of air supplied into the engine;
An engine rotation speed detector for detecting the rotation speed of the engine;
A storage unit for storing information indicating a relationship between the rotation speed of the engine, the output of the engine, and the opening of the throttle valve;
The engine output adjustment unit adjusts the output of the engine by adjusting the opening of the throttle valve based on the rotation speed detected by the engine rotation speed detection unit and the information stored in the storage unit. The control system according to claim 1, wherein: The control system according to claim 1, further comprising an operation switch that operates the engine output adjustment unit. The control system according to any one of claims 1 to 13, wherein the engine output adjustment unit does not reduce the output torque of the engine to 0 or less in the traction control. Drive wheels,
An engine that generates a driving force for rotating the driving wheel;
Driving force transmitting means for transmitting the driving force generated by the engine to the driving wheels;
A saddle-ride type vehicle comprising the control system according to any one of claims 1 to 14.

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