JP2008121595A - Engine control system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine control system for a vehicle avoiding slip or wheelie running by inhibiting excessive engine output from being transferred to a wheel while avoiding drop of commercial value of the vehicle by allowing engine speed during stop to get higher to some extent. <P>SOLUTION: When it is judged that a vehicle condition is changed over from a stop condition to a travel condition, ECU 10 executes guard control limiting a target intake air control valve opening to a predetermined opening TH0 if it is judged that it is a half-engaged clutch state or an engaged clutch state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an engine control system for a vehicle, and is particularly suitable for use in an engine control system for a motorcycle.

  If the vehicle driver greatly operates the accelerator while the clutch is disengaged when the vehicle is stopped, the engine is at a high speed and the engine is in a so-called “idle” state. When the driver operates to connect the clutch from the idling state, excessive engine output is transmitted to the wheels. As a result, the wheels slip or the front wheels are grounded in the case of a two-wheeled vehicle. There is a concern that it will be a wheelie that floats from.

  In response to this concern, in the engine control system described in Patent Document 1, when the vehicle is stopped and the clutch is disengaged, the engine output is limited to a predetermined output or less regardless of the amount of accelerator operation by the driver, and the engine is stopped when the vehicle is stopped. By preventing the engine from rotating at a high speed, excessive engine output is prevented from being transmitted to the wheels when the clutch is engaged.

Japanese Patent No. 36060369

However, as described in Patent Document 1, if the engine is prevented from rotating at a high speed when the vehicle is stopped, the engine speed at the time of the stop is limited and the vehicle becomes less interesting, and the commercial value of the vehicle decreases.
Therefore, an object of the present invention is to prevent the excessive engine output from being transmitted to the wheels while allowing the engine speed at the time of stopping to be increased to some extent and avoiding a decrease in the commercial value of the vehicle. An object of the present invention is to provide a vehicle engine control system capable of avoiding slip or wheelie travel.

According to the first aspect of the present invention, when it is determined that the vehicle has been switched from the stopped state to the traveling state, when it is determined that the clutch is in the half-clutch state or the engaged state, the electronic control means outputs the engine output regardless of the accelerator operation amount. Guard control is performed such as controlling the operation of the output control device so as to limit the output to a predetermined output or less.
Therefore, the engine output is limited to a predetermined output or less by the guard control in the half-clutch state or the coupled state immediately after switching from the stopped state to the traveling state, so that excessive engine output is transmitted to the wheels. Slip or wheelie travel can be avoided. Moreover, when the vehicle is stopped and the clutch is disengaged, the guard control can be prohibited, or the engine output limit can be reduced. You can avoid the decline in value.

As a specific example of the guard control, as described in claim 2, the output control device is an intake control valve that controls the intake amount sucked into the combustion chamber of the engine, and the electronic control means is the intake control regardless of the accelerator operation amount. For example, the valve opening of the control valve is limited to a predetermined opening or less.
According to a third aspect of the present invention, the output control device is an ignition device that ignites the air-fuel mixture sucked into the combustion chamber of the engine, and the electronic control means delays the ignition timing of the ignition device regardless of the accelerator operation amount. For example, the angle may be reduced or the number of ignitions may be reduced.

According to a fourth aspect of the present invention, the electronic control means executes guard control only when the shift shift stage for transmitting the engine output to the wheels is a predetermined low speed shift stage.
Even when the clutch is engaged at the high-speed shift stage even if it is in the half-clutch state or the engaged state immediately after switching from the stopped state to the traveling state, excessive engine output is transmitted to the wheel in the first place. Therefore, it is preferable to perform the guard control only in the case of the low speed shift stage.

In the invention according to claim 5, the electronic control means decreases the value of the predetermined output used in the guard control as the shift shift stage for transmitting the engine output to the wheel is a low-speed shift stage.
The lower the shift stage, the more easily the excessive engine output is transmitted to the wheels. Therefore, the lower the shift stage, the smaller the value of the predetermined output used for guard control.

According to the sixth aspect of the present invention, the electronic control means executes guard control when it is determined that the clutch is in the half-clutch state, and terminates execution of guard control when it is determined that the state is the coupled state. According to this, it is possible to avoid that the guard control is continued more than necessary.
According to a seventh aspect of the invention, the electronic control means ends the execution of the guard control when a predetermined time has elapsed since the start of the execution of the guard control. According to this, it is possible to avoid that the guard control is continued more than necessary.

In the eighth aspect of the invention, the electronic control means gradually releases the restriction of the engine output to a predetermined output or less immediately after the execution of the guard control. For this reason, it is possible to suppress the engine output from being rapidly transmitted to the wheels immediately after the execution of the guard control.
In the invention according to claim 9, the electronic control means gradually increases as the difference between the engine output value based on the accelerator operation amount when the guard control is executed and the predetermined output value used in the guard control increases. Increase the period of release. Therefore, it is possible to further suppress the engine output from being rapidly transmitted to the wheels immediately after the execution of the guard control.

In the invention according to claim 10, the traveling stop determination means is in any of the traveling state and the stopped state based on at least one of the variation amount of the engine speed, the variation amount of the vehicle speed, and the determination result of the clutch state determination means. Determine if there is.
In the invention as set forth in claim 11, the vehicle engine control system according to any one of claims 1 to 10 is applied to an engine control system for a motorcycle. In the case of a two-wheeled vehicle, in addition to slipping, there is a concern about wheelie travel, so that the effect of the invention according to any one of claims 1 to 10 is preferably exhibited.

Hereinafter, an embodiment of the present invention will be described with reference to FIGS.
The vehicle engine control system according to the present embodiment is a control system applied to a two-wheeled vehicle in which a gear shift shift stage is switched by operating a clutch by a manual operation of a driver (hereinafter referred to as a rider).
FIG. 1 is a block diagram showing a hardware configuration of a vehicle engine control system according to the present embodiment. An ECU 10 as an electronic control unit includes a microcomputer, an input processing circuit, and the like that are constituted by a CPU, a ROM, a RAM, and the like (not shown). , An output processing circuit, a power supply circuit, and the like.

  A throttle opening sensor 31, a crank angle sensor 32, a vehicle speed sensor 33, a gear position sensor 34, a clutch switch 35, and an intake control valve opening sensor 36 are connected to the input processing circuit side of the ECU 10. Further, an injector 41, an ignition coil 42 of an ignition device (output control device), and an intake control valve 43 (output control device) are connected to the output processing circuit side of the ECU 10.

  The injector 41 is a device that injects fuel into intake air taken into the combustion chamber of the engine. The ignition device is a device that ignites the air-fuel mixture sucked into the combustion chamber of the engine. The intake control valve 43 is a device that is disposed in an intake passage that guides intake air to the combustion chamber of the engine, and controls the amount of intake air into the combustion chamber by adjusting the opening of the intake passage (intake control valve opening).

  The throttle opening sensor 31 detects the rider's throttle operation position and outputs the detected value to the rider request value calculation circuit 11 of the ECU 10. Then, the rider request value calculation circuit 11 calculates the throttle opening required by the rider based on the detected value of the throttle operation position.

  The crank angle sensor 32 is provided on the crankshaft of the engine, detects the rotational position of the crankshaft, and outputs the detected value to the engine speed calculation circuit 12 of the ECU 10. The engine speed calculation circuit 12 calculates the engine speed based on the detected value of the crankshaft rotation position.

The vehicle speed sensor 33 is provided on the primary deceleration shaft or the secondary deceleration shaft of the vehicle, detects the rotational position of the deceleration shaft, and outputs the detected value to the vehicle speed calculation circuit 13 and the vehicle state determination circuit 14 of the ECU 10. The vehicle speed calculation circuit 13 calculates the vehicle speed based on the detected value of the rotational position of the deceleration shaft. The vehicle state determination circuit 14 determines whether the vehicle is in a stopped state or a traveling state based on the detected value of the rotational position of the deceleration shaft.
The vehicle state determination circuit 14 corresponds to “running stop determination unit” recited in the claims.

  The gear position sensor 34 is provided in the transmission, detects which gear is selected by the rider through manual operation, and outputs the detected value to the gear position determination circuit 15 of the ECU 10. Then, the gear position determination circuit 15 determines which gear stage the gear stage selected by the rider through manual operation is based on the detection value of the gear position sensor 34.

The clutch switch 35 detects the connection state between the engine and the transmission, that is, the clutch connection state, and outputs the detected value to the transmission engagement state determination circuit 16 of the ECU 10. Based on the detection value of the clutch switch 35, the transmission engagement state determination circuit 16 determines whether the clutch that interrupts transmission of the engine output to the wheels is in the disengaged state, the half-clutch state, or the engaged state. judge.
The transmission engagement state determination circuit 16 corresponds to “clutch state determination means” described in the claims.

  The intake control valve opening sensor 36 detects the current rotational position of the intake control valve driven and controlled by the ECU 10 and outputs the detected value to the intake control valve opening calculation circuit 17 of the ECU 10. The intake control valve opening calculation circuit 17 calculates the intake control valve opening based on the detection value of the intake control valve opening sensor 36.

The ECU 10 has a fuel injection time calculation circuit 21. The fuel injection time calculation circuit 21 receives the throttle opening required by the rider calculated by the rider request value calculation circuit 11 as the throttle opening signal S1. In addition, the engine speed calculated by the engine speed calculation circuit 12 is input to the fuel injection time calculation circuit 21 as an engine speed signal S2. The determination result determined by the gear position determination circuit 15 is input to the fuel injection time calculation circuit 21 as the gear position signal S5.
The fuel injection time calculation circuit 21 calculates the target fuel injection amount based on these signals S1, S2, and S5, and calculates the fuel injection time from the injector 41 so as to be the target fuel injection amount. Then, the operation of the injector 41 is controlled so that the calculated injection time is reached.

The ECU 10 has an ignition timing calculation circuit 22. The ignition timing calculation circuit 22 receives the throttle opening signal S1, the engine speed signal S2, and the gear position signal S5.
The ignition timing calculation circuit 22 calculates the ignition timing of the ignition device based on these signals S1, S2, and S5, and controls the timing of the voltage applied to the ignition coil 42 so that the calculated ignition timing is obtained. .

The ECU 10 has an intake control valve target value calculation circuit 23. The intake control valve target value calculation circuit 23 receives the intake control valve opening calculated by the intake control valve opening calculation circuit 17 as an intake control valve opening signal S7, and the throttle opening signal described above. S1, engine speed signal S2 and gear position signal S5 are input.
The intake control valve target value calculation circuit 23 calculates the target intake control valve opening based on these signals S1, S2, S5, and S7, and the intake control valve 43 so that the target intake control valve opening is obtained. Control the operation of Further, the current opening degree of the intake control valve 43 and the target intake control valve opening degree are compared, and feedback control is performed so that the comparison result is reflected in the calculation of the target intake control valve opening degree.

  The ECU 10 has a control correction value calculation circuit 24 for correcting the calculation results by the ignition timing calculation circuit 22 and the intake control valve target value calculation circuit 23. The vehicle speed calculated by the vehicle speed calculation circuit 13 is input to the control correction value calculation circuit 24 as the vehicle speed signal S3, and the determination result determined by the vehicle state determination circuit 14 is input as the vehicle state signal S4. The determination result determined by the machine connection state determination circuit 16 is input as the connection state signal S6, and the throttle opening signal S1, the engine speed signal S2, and the gear position signal S5 described above are input.

Then, when the control correction value calculation circuit 24 detects the transition from the stop state to the traveling state by the vehicle state signal S4, when the half clutch state or the coupled state is detected by the joining state signal S6, The guard control explained is executed.
That is, the calculation results obtained by the ignition timing calculation circuit 22 and the intake control valve target value calculation circuit 23 are set to various signals S1, so that the engine output is limited to a predetermined output or less regardless of the throttle opening required by the rider. Correction is performed based on S2, S3, S4, S5, and S6.

Specifically, when the ignition timing calculated by the ignition timing calculation circuit 22 is faster than a predetermined timing, the ignition timing is corrected to be retarded to the predetermined timing. Alternatively, when the number of ignitions per unit time is calculated to be greater than the predetermined number, correction is made so that the number of ignitions is reduced to the predetermined number.
When the target intake control valve opening calculated by the intake control valve target value calculation circuit 23 is larger than the predetermined opening, the target intake control valve opening is corrected to be reduced to the predetermined opening. .

  FIG. 2 is a timing chart showing changes in the clutch engagement state, changes in the actual intake control valve opening, and changes in the engine speed when the target intake control valve opening is corrected by guard control. The example shown in FIG. 2 shows a change when the guard control is executed when the rider performs idling when the clutch is in the disengaged state, and during the period in which the clutch is disengaged, the intake control valve Since the opening degree is large, the engine speed is high and the engine is idling.

  A period indicated by a symbol T1 in FIG. 2 is a period when the vehicle is shifted from the stopped state to the traveling state after the idling, and the clutch is in the half clutch state. During this period T1, the guard control restricts the target intake control valve opening to a predetermined opening regardless of the size of the throttle opening required by the rider. Therefore, as shown in FIG. The control valve opening rapidly decreases. Thereafter, when the intake control valve opening reaches a predetermined opening TH0 corrected by the guard control, the intake control valve opening maintains the predetermined opening TH0 (see period T2).

  Thereafter, when the half-clutch state is switched to the engaged state, the guard control is gradually released. That is, instead of suddenly releasing the restriction of the target intake control valve opening to the predetermined opening TH0, the target intake control valve opening is gradually brought closer to the throttle opening required by the rider from the predetermined opening TH0. To. As a result, the intake control valve opening gradually increases as shown in FIG. 2, and then reaches the throttle opening required by the rider (see period T3). As the intake control valve opening changes, the engine speed gradually increases as shown in FIG.

Next, the content that the ECU 10 controls the operation of the intake control valve 43 so that the intake control valve opening changes as shown in FIG. 2 will be described with reference to the flowcharts of FIGS. 3 and 4.
First, when it is determined that the clutch is not disengaged (S10: NO), not engaged (S20: NO), and immediately after switching from the disengaged state to the half-clutch state (S30: YES), Immediately after the transition to the period T1 in FIG. 2, it is determined in step S40 whether or not the throttle opening (intake control valve opening) is equal to or greater than a predetermined opening TH0.

  If it is determined that the throttle opening ≧ TH0 is not satisfied (S40: NO), the process is terminated. Therefore, the operation of the intake control valve 43 is controlled so that the throttle opening required by the rider is obtained without correcting the target intake control valve opening by the guard control. On the other hand, if it is determined that throttle opening ≧ TH0 (S40: YES), the rotation suppression A flag is turned on in step S50, the rotation suppression B flag is turned off in step S60, and the rotation is rotated in step S70. The suppression C flag is turned off.

  Thereafter, in step S80, when the target intake control valve opening is corrected by guard control, a correction amount A is calculated. Here, if the timing for ending the guard control is limited to when the clutch is in the engaged state, the guard control is executed for a long time when the half-clutch state continues for a long time. In view of this point, when calculating the correction amount A in step S80, the correction amount A is gradually reduced to 0 when a predetermined time has elapsed from the time of switching from the disengaged state to the half-clutch state. Yes.

  Incidentally, the dotted line shown in the column of the intake control valve opening in FIG. 2 indicates the intake control valve opening when control is performed based on the throttle opening required by the rider without executing guard control, and the solid line indicates The intake control valve opening when the target intake control valve opening is limited to a predetermined opening TH0 by guard control is shown. Therefore, the difference between the dotted line and the solid line corresponds to a correction amount A and a correction amount B described later.

Then, in the following step S100, it is determined whether or not the correction amount A is 0. If it is determined that the correction amount A is not 0 (S100: NO), the process is terminated while the rotation suppression A flag is on. If it is determined that the correction amount A = 0 (S100: YES), the rotation suppression A flag is turned off and the process is terminated.
Therefore, if the predetermined time elapses, the guard control is ended even in the half-clutch state.

  If it is determined in step S30 that the clutch is in the half-clutch state but not immediately after switching from the disengaged state to the half-clutch state (S30: NO), the rotation suppression A flag is turned on in step S90. If it is determined that the rotation suppression A flag is on (S90: YES), the process proceeds to step S80, and it is determined that the rotation suppression A flag is not on (S90). : NO), the process ends.

If it is determined in step S10 that the clutch is disengaged (S10: YES), the rotation suppression A flag is turned off in step S120, the rotation suppression B flag is turned off in step S130, In S140, the rotation suppression C flag is turned off, and the process ends.
If it is determined in step S20 that the clutch is in the engaged state (S20: YES), the process proceeds to step S150 shown in FIG.

In step S150, it is determined whether or not the clutch has just been switched from the half-clutch state to the coupled state. If it is determined that it is immediately after switching from the half-clutch state to the engaged state (S150: YES), if the rotation suppression A flag is on, the correction amount A calculated in step S80. Is considered to have switched from the half-clutch state to the engaged state before the value becomes zero, and the rotation suppression A flag is turned off in step S170.
In step S180, the rotation suppression B flag is turned on, and in step S190, the rotation suppression C flag is turned off.

  Thereafter, in step S200, when the target intake control valve opening is corrected by guard control, a correction amount B is calculated. The correction amount B is set so that the guard control is gradually released as shown in a period T3 in FIG. That is, the correction amount B is gradually reduced to 0 during the predetermined period T3. The predetermined period T3 is set to be longer as the difference between the throttle opening required by the rider and the predetermined opening TH0 used in the guard control is larger.

  Then, in the following step S230, it is determined whether or not the correction amount B is 0. If it is determined that the correction amount B is not 0 (S230: NO), the processing is terminated while the rotation suppression B flag is kept on. If it is determined that the correction amount B = 0 (S230: YES), the rotation suppression B flag is turned off and the process is terminated. Accordingly, when the predetermined time T3 elapses, the guard control ends.

Further, in step S150, it is determined that the clutch is in the engaged state but not immediately after switching from the half-clutch state to the connected state (S150: NO), and the clutch is rapidly engaged from the disengaged state immediately before the half-clutch state is detected. If it is determined that it is not immediately after switching to the state (S210: NO), it is determined whether or not the rotation suppression B flag is turned on in step S220.
When it is determined that the rotation suppression B flag is turned on (S220: YES), the process proceeds to step S200, and when it is determined that the rotation suppression B flag is not turned on (S220: NO). The process proceeds to step S290.

  Next, in step S210, when it is determined that it is immediately after the half-clutch state is detected and immediately after switching from the disengaged state to the engaged state (S210: YES), the rotation suppression A flag is set in step S250. In step S260, the rotation suppression B flag is turned off. In step S270, the rotation suppression C flag is turned on. As a result, the guard control is executed even when the clutch is suddenly switched from the disengaged state to the engaged state soon after the half clutch state is detected.

  Thereafter, in step S280, when the target intake control valve opening is corrected by guard control, a correction amount C is calculated. The correction amount C is set so that the guard control is gradually released. That is, the correction amount C gradually becomes 0 within a predetermined period. The predetermined period is set longer as the difference between the throttle opening required by the rider and the predetermined opening TH0 used in the guard control is larger.

  In the following step S300, it is determined whether or not the correction amount C is 0. If it is determined that the correction amount C is not 0 (S300: NO), the processing is terminated while the rotation suppression C flag is kept on. If it is determined that the correction amount C = 0 (S300: YES), the rotation suppression C flag is turned off and the process is terminated. Therefore, when the predetermined time elapses, the guard control ends.

As described above, according to the present embodiment, when it is determined that the vehicle has been switched from the stopped state to the traveling state, when it is determined that the clutch is in the half clutch state or the engaged state, the ECU 10 determines the throttle opening degree required by the rider. Regardless of the magnitude, the guard control is executed such that the target intake control valve opening is limited to a predetermined opening TH0.
Therefore, the engine speed is limited to a predetermined speed or less by guard control when the clutch is in the half-clutch state or the engaged state immediately after switching from the stopped state to the traveling state. Incidentally, the dotted line shown in the engine speed column in FIG. 2 indicates the change in the engine speed when the guard control is not executed, and the solid line is a state limited to a predetermined speed or less by executing the guard control. Indicates.
Thus, since it is possible to suppress an excessive engine output from being transmitted to the wheels by the guard control, it is possible to avoid wheel slip or wheelie travel. Moreover, since the guard control is not executed when the clutch is disengaged when the vehicle is stopped, the engine speed when the vehicle is stopped is allowed to increase according to the throttle operation amount required by the rider. Therefore, it is possible to avoid a decrease in the commercial value of the motorcycle.

(Other embodiments)
In the above embodiment, the calculation result by the ignition timing calculation circuit 22 and the intake control valve target value calculation circuit 23 is corrected by the control correction value calculation circuit 24, and the calculation result by the fuel injection time calculation circuit 21 is not corrected. . The reason will be described below. Since the calculation by the fuel injection time calculation circuit 21 calculates the injection time based on the calculation result by the intake control valve target value calculation circuit 23, the calculation by the intake control valve target value calculation circuit 23 is performed. If the calculation result is corrected, the correction content is reflected in the calculation result by the fuel injection time calculation circuit 21. Therefore, the correction of the calculation result by the fuel injection time calculation circuit 21 is not necessary in the above embodiment.
Therefore, in the case of a configuration in which the opening degree of the intake control valve 43 is not adjusted, the calculation result by the fuel injection time calculation circuit 21 may be corrected by the control correction value calculation circuit 24.
As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

It is a block diagram which shows the hardware constitutions of the vehicle engine control system which concerns on one Embodiment of this invention. FIG. 6 is a timing chart showing changes in the intake control valve opening, engine speed, and the like when the target intake control valve opening is corrected by guard control. It is a flowchart which shows the content which ECU10 shown in FIG. 1 controls the action | operation of an intake control valve. It is a flowchart which shows the content which ECU10 shown in FIG. 1 controls the action | operation of an intake control valve.

Explanation of symbols

  10: ECU (electronic control means), 14: vehicle state determination circuit (travel stop determination means), 16: transmission engagement state determination circuit (clutch state determination means), 42: ignition coil (output control device), 43: intake air Control valve (output control device), TH0: predetermined opening.

Claims (11)

Electronic control means for electronically controlling the operation of the output control device for controlling the engine output based on the accelerator operation amount by the vehicle driver;
Clutch state determination means for determining whether the clutch that interrupts transmission of the engine output to the wheels is in a disengaged state, a half-clutch state, or a coupled state;
A traveling stop determination means for determining whether the vehicle is in a traveling state or a stopped state;
With
When it is determined by the travel stop determination means that the stop state is switched to the travel state, when the clutch state determination means determines the half clutch state or the coupled state,
The vehicle engine control system, wherein the electronic control means performs guard control such as controlling the operation of the output control device so as to limit the engine output to a predetermined output or less regardless of the accelerator operation amount. . The output control device is an intake control valve that controls the amount of intake air taken into the combustion chamber of the engine,
2. The vehicle engine control system according to claim 1, wherein the electronic control unit performs the guard control so as to limit a valve opening of the intake control valve to a predetermined opening or less regardless of the accelerator operation amount. The output control device is an ignition device that ignites an air-fuel mixture sucked into a combustion chamber of an engine,
3. The vehicle engine control system according to claim 1, wherein the electronic control unit performs the guard control by retarding an ignition timing of the ignition device or reducing the number of ignitions regardless of the accelerator operation amount. 4.   4. The vehicle engine control according to claim 1, wherein the electronic control unit executes the guard control only when a shift shift stage that transmits the engine output to a wheel is a predetermined low-speed shift stage. 5. system.   5. The electronic control unit according to claim 1, wherein the electronic control unit reduces the value of the predetermined output used in the guard control as the shift shift speed at which the engine output is transmitted to a wheel is a low speed shift speed. Vehicle engine control system.   The electronic control unit executes the guard control when the clutch state determination unit determines that the clutch is in the half-clutch state, and ends the execution of the guard control when it is determined that the state is the combined state. The vehicle engine control system according to any one of claims 1 to 5.   6. The vehicle engine control system according to claim 1, wherein the electronic control unit terminates the execution of the guard control when a predetermined time has elapsed since the execution of the guard control.   The vehicle engine control according to any one of claims 1 to 7, wherein the electronic control unit gradually releases the restriction of the engine output to a predetermined output or less immediately after the execution of the guard control is finished. system.   The electronic control means is configured to gradually release the larger the difference between the engine output value based on the accelerator operation amount when the guard control is being executed and the predetermined output value used in the guard control is larger. The vehicle engine control system according to claim 8, wherein   The traveling stop determination unit determines whether the traveling state or the stopped state is based on at least one of an engine speed fluctuation amount, a vehicle speed fluctuation amount, and a determination result of the clutch state determination unit. The vehicle engine control system according to any one of claims 1 to 9.   The vehicle engine control system according to any one of claims 1 to 10, which is applied to an engine control system for a motorcycle.

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