JP2009154813A - Control device for saddle type vehicle and saddle type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a saddle type vehicle for reducing the influence of a traveling environment against a feeling of acceleration which a crew feels when a vehicle starts or when the vehicle re-accelerates under traveling. <P>SOLUTION: A motorcycle includes a rear wheel driving device which drives a rear wheel by the driving force of an engine and a motor for driving the front wheel and a control device 12 for controlling the motor. The control device controls the motor based on motor driving force as driving force to be output by the motor and the speed change of the vehicle to be generated by the motor driving force. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a straddle-type vehicle including a motor and an engine, and more particularly to a technique for controlling a motor when the vehicle starts or runs at a low speed.

In recent years, motorcycles using an engine and a motor as drive sources have been developed. For example, Patent Document 1 discloses a motorcycle that travels with the driving force of a motor until a clutch is engaged at the time of starting or reacceleration during traveling. After the clutch is connected, the motorcycle stops driving the motor that has been running until then and starts running using the driving force of the engine.
JP 2006-54940 A

  However, in the conventional motorcycle described above, depending on the traveling environment of the vehicle, there may be a case where a sufficient feeling of acceleration cannot be obtained at the time of starting or reacceleration during traveling. For example, even if the motor outputs a driving force capable of obtaining a sufficient acceleration feeling on a horizontal road, there is a possibility that a sufficient acceleration feeling may not be obtained on a steep slope. Similarly, when an object on the vehicle is light (for example, when only the driver is on the vehicle), even if the motor outputs a driving force with sufficient acceleration, When an object is heavy (for example, when a heavy object is on the vehicle together with the driver), there is a possibility that sufficient acceleration cannot be obtained.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a straddle-type vehicle that can reduce the influence of the traveling environment on the acceleration feeling felt by the passenger, and a control device therefor.

  In order to solve the above-described problem, a straddle-type vehicle equipped with a control device according to the present invention includes a plurality of wheels and an engine, and drives any one of the plurality of wheels with the driving force of the engine. An apparatus and a motor for driving any of the plurality of wheels. The control device includes a motor control unit that controls the motor based on a motor driving force that is a driving force output by the motor and a speed change of the vehicle caused by the motor driving force.

  A straddle-type vehicle according to the present invention includes the control device.

  Even if the motor driving force is the same, the change in the vehicle speed caused by the driving force output from the motor (hereinafter referred to as motor driving force) varies depending on the traveling environment of the vehicle. In the present invention, the motor control unit controls the motor based on the motor driving force and the speed change of the vehicle caused by the motor driving force, so that it is possible to reduce the influence of the traveling environment on the acceleration feeling felt by the passenger. Here, the saddle riding type vehicle is a vehicle on which a passenger rides across a seat, and is, for example, a motorcycle (including a scooter), a four-wheel buggy, or the like. The change in the speed of the vehicle due to the motor driving force is the amount of change in the speed of the vehicle accelerated by the motor driving force. For example, the acceleration of the vehicle, the speed at the start of driving the motor, and a predetermined time from the start. It is the difference from the speed after elapses.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side view of a motorcycle 1 provided with a control device 11 as an example of an embodiment of the present invention, and FIG. 2 is a schematic view of a rear wheel drive device 27 that drives a rear wheel 4 provided in the motorcycle 1. It is.

  As shown in FIG. 1 or 2, the motorcycle 1 includes a front wheel 3, a rear wheel 4, a control device 11, a motor 30, and a rear wheel drive device 27. The rear wheel drive device 27 includes an engine 20, a transmission 23, a clutch 25, and an axle 26.

  The front wheel 3 is supported by a front fork 5 disposed on the front side of the vehicle body so as to be rotatable around the axle 3a. The front fork 5 is disposed so as to extend obliquely in the up-down direction, and a steering 6 is connected to an upper portion thereof. The steering 6 is rotatably supported by a head pipe (not shown), and rotates left and right together with the front fork 5 and the front wheel 3.

  As shown in FIG. 2, the engine 20 includes a piston 21 and a crankshaft 22. The engine 20 is provided with a cylinder 20a, and an intake passage 20b is connected to the cylinder 20a. A throttle valve 29 is disposed midway in the intake passage 20b. The steering 6 is provided with an accelerator grip 6 a for increasing or decreasing the driving force output from the engine 20 or the motor 30. The throttle valve 29 is connected to the accelerator grip 6a and opens by an amount corresponding to the accelerator operation of the passenger, that is, the operation of the accelerator grip 6a. The piston 21 reciprocates in the cylinder 20a when the fuel supplied from the intake passage 20b to the cylinder 20a burns. The crankshaft 22 is connected to the piston 21 and rotates as the piston 21 reciprocates.

  The transmission 23 is, for example, a belt-type continuously variable transmission, and includes a driving pulley 23a, a driven pulley 23b, and a belt 23c wound around the two pulleys 23a and 23b. In the example shown in FIG. 2, the driving pulley 23 a is provided at one end of the crankshaft 22 and rotates together with the crankshaft 22. The rotation of the driving pulley 23a is transmitted to the driven pulley 23b via the belt 23c. The driven pulley 23 b is provided so as to idle with respect to the driven shaft 24. The transmission 23 is not limited to a belt type continuously variable transmission. The transmission 23 may be, for example, a gear type transmission that decelerates rotation by meshing gears having different numbers of teeth.

  The clutch 25 is a device that transmits the driving force of the engine 20 to the rear wheel 4 by being connected, and interrupts the transmission by disconnecting the clutch 25, and the transmission path of the driving force from the engine 20 to the axle 26 of the rear wheel 4. Is placed on top. The clutch 25 is an automatic clutch that is automatically connected or disconnected without requiring a clutch operation by the passenger. In the example shown in FIG. 2, the clutch 25 is a centrifugal clutch that is connected or disconnected according to the engine speed, and is interlocked with a clutch outer 25 a provided to be interlocked with the driven shaft 24 and a driven pulley 23 b. And a clutch inner 25b that moves in the radial direction by centrifugal force and is pressed against the clutch outer 25a.

  When the rotational speed of the driven pulley 23b is low, that is, when the engine speed is low, the clutch inner 25b and the clutch outer 25a are separated from each other, and the clutch 25 is in a disconnected state. When the engine speed increases, the clutch inner 25b moves in the radial direction by centrifugal force and is pressed against the inner peripheral surface of the clutch outer 25a. As a result, the clutch 25 is connected. In a state where the clutch 25 is connected, the clutch outer 25a rotates together with the clutch inner 25b. The rotation of the clutch outer 25a is caused by the driven shaft 24, the gear 24a on the driven shaft 24, and the gear engaged with the gear 24a. 26a to the axle 26 of the rear wheel 4. The rear wheel 4 is rotated by the driving force of the engine 20 transmitted through the transmission 23 and the clutch 25.

  The clutch 25 may be a fluid clutch that transmits driving force by oil or the like instead of a centrifugal clutch. The clutch 25 may be an electronically controlled clutch whose degree of connection is controlled by an actuator.

  In the example shown in FIG. 2, the clutch 25 is provided on the driven shaft 24. However, the position of the clutch 25 is not limited to this, and may be provided on the crankshaft 22 or the axle 26, for example.

  A stand 9 is disposed at the lower center of the vehicle body. The stand 9 includes a side stand 9b that supports the vehicle body in an oblique state, and a main stand 9a that supports the vehicle body in a state where the rear wheel 4 is lifted. The side stand 9b and the main stand 9a are raised as shown in FIG. 1 when not in use and are raised when in use.

  The motor 30 is a motor that is driven by the power of the battery 8 and causes the vehicle to travel. The motor 30 is, for example, a DC motor having a three-phase coil, and the current of the battery 8 is sequentially supplied to each of the three-phase coils by the control device 11.

  The motor 30 is provided so that the driving force of the motor 30 is transmitted to one of the wheels, both when the clutch 25 is connected and when it is disconnected. As shown in FIG. 1, in the example described here, the motor 30 is provided coaxially with the axle 3 a in the front wheel 3. The rotation of the motor 30 is transmitted to the front wheels 3 via a reduction mechanism (not shown) (for example, a planetary reduction mechanism).

  The wheel to which the driving force of the motor 30 is transmitted is not limited to the front wheel 3. For example, the motor 30 may be disposed on the downstream side of the clutch 25 in the driving force transmission path from the engine 20 to the axle 26 of the rear wheel 4. For example, the motor 30 may be provided on the driven shaft 24 or the axle 26. Also in this case, the driving force of the motor 30 is transmitted to the rear wheel 4 both when the clutch 25 is connected and when it is disconnected.

  FIG. 3 is a block diagram showing configurations of various sensors provided in the control device 11 and the vehicle. As shown in the figure, the control device 11 includes a control unit 12, a storage unit 13, and a motor drive circuit 19. In addition, the control device 11 is electrically connected to the engine speed sensor 14, the accelerator operation amount sensor 15, the motor speed sensor 16, the battery remaining amount sensor 17, the stand sensor 18, and the motor drive instruction switch 51. It is connected.

  The control unit 12 includes a CPU (Central Processing Unit) and an I / O element (input output element), and operates according to a program stored in the storage unit 13 to control the motor 30. The process executed by the control unit 12 will be described in detail later.

  The storage unit 13 includes storage elements such as a random access memory (RAM) and a read only memory (ROM), and stores programs and formulas used in the processing executed by the control unit 12 and processes executed by the control unit 12. I remember it. This table and calculation formula will be described later in detail.

  The engine speed sensor 14 is a sensor for detecting the engine speed (the rotational speed of the engine 20). For example, a crank angle sensor that outputs a pulse signal at a frequency corresponding to the rotational speed of the crankshaft 22, The tachometer generator outputs a voltage signal corresponding to the rotational speed of the shaft 22. The control unit 12 calculates the engine speed based on a signal input from the engine speed sensor 14.

  The accelerator operation amount sensor 15 is a sensor that detects an operation amount of the accelerator grip 6a (hereinafter referred to as an accelerator operation amount) by a passenger. For example, a throttle position sensor that detects the opening of the throttle valve 29, an accelerator grip, or the like. It is an accelerator position sensor which detects the rotation angle of 6a. The accelerator operation amount sensor 15 outputs a signal corresponding to the accelerator operation amount, and the control unit 12 detects the accelerator operation amount of the passenger based on the signal.

  The motor rotation number sensor 16 is a sensor for detecting the rotation speed of the motor 30 (hereinafter referred to as “motor rotation speed”). For example, the magnetic rotation sensor outputs a pulse signal at a frequency corresponding to the rotation speed of the rotor included in the motor 30. It is. The controller 12 calculates the motor rotation speed based on the signal input from the motor rotation speed sensor 16. When the motor 30 is a DC motor having a three-phase coil, the magnetic sensor used as the motor rotation speed sensor 16 is used to detect the relative position between the three-phase coil and the rotor. May be.

  The battery remaining amount sensor 17 is a sensor for detecting the remaining amount of electricity stored in the battery 8. For example, when the output voltage of the battery 8 becomes lower than a predetermined value, a signal for notifying that effect. Is included. Based on the signal input from the battery remaining amount sensor 17, the control unit 12 determines whether or not the remaining amount of the battery 8 is sufficient to drive the motor 30.

  The stand sensor 18 is a sensor for detecting the use state of the stand 9. For example, the stand sensor 18 is turned off when the main stand 9 a is used (when the main stand 9 a is standing), and the main stand 9 a is used. It is a switch that turns on when not. Further, the stand sensor 18 may include a switch that is turned off when the side stand 9b is used and turned on when the side stand 9b is not used. The stand sensor 18 outputs an electrical signal corresponding to the on / off state to the control unit 12.

  The motor drive circuit 19 is a circuit that supplies drive power to the motor 30. The motor drive circuit 19 supplies a current or voltage having a magnitude corresponding to the control signal input from the control unit 12 to the motor 30. The motor 30 rotates with a torque corresponding to the current supplied from the motor drive circuit 19.

  The motor drive instruction switch 51 is a switch for the passenger to instruct the vehicle 30 to travel by the motor 30, and outputs an electrical signal corresponding to the on / off operation by the passenger to the control unit 12. The controller 12 drives the motor 30 to run the vehicle when the motor drive instruction switch 51 is turned on and the driving state of the vehicle satisfies a predetermined condition described later.

  Processing executed by the control unit 12 will be described. FIG. 4 is a functional block diagram of the control unit 12. As shown in the figure, the control unit 12 includes a motor control unit 12a, a start condition determination unit 12b, a stop condition determination unit 12c, and a parameter acquisition unit 12d as its functions.

  FIG. 5 is a diagram for explaining the outline of the control executed by the motor control unit 12a. The vehicle acceleration and the driving force output by the motor 30 (hereinafter referred to as motor driving force) when the vehicle starts. This shows an example of changes over time. FIG. 5A shows the acceleration of the vehicle, and FIG. 5B shows the motor driving force. Here, it is assumed that the clutch 25 is initially in a disconnected state and the driving force of the engine 20 is not transmitted to the rear wheel 4.

  The motor control unit 12a starts control for increasing the motor driving force (hereinafter referred to as output increase control) in response to the accelerator operation of the passenger. That is, as shown in FIG. 5 (b), when the accelerator grip 6 a is operated by the occupant at t 1 and a preset condition (hereinafter referred to as drive start condition) is satisfied, the motor control unit 12 a drives the motor 30. To increase the motor driving force. As a result, the vehicle starts to travel by the driving force of the motor 30. Further, the acceleration of the vehicle increases as the motor driving force increases (see FIG. 5A). When the accelerator grip 6a is operated by the passenger, the throttle valve 29 opens (see FIG. 2), and the engine speed gradually increases, so that the clutch 25 gradually approaches the connected state from the disconnected state.

  When the motor driving force reaches a predetermined value P (t2), the motor control unit 12a performs control to maintain the motor driving force (hereinafter, output maintenance control). Thereafter, when the driving state of the vehicle reaches a predetermined state at t3, the motor control unit 12a starts control for reducing the motor driving force (hereinafter referred to as output reduction control). Here, the predetermined state is a state in which, for example, the clutch 25 that is in a disconnected state at the start of the vehicle is connected and the driving force of the engine 20 is transmitted to the rear wheel 4. In the output reduction control, as shown in FIG. 5B, the motor control unit 12a has passed a predetermined time (hereinafter referred to as motor drive maintaining time Tk1) from the time point (t3) when the driving state of the vehicle reaches a predetermined state. The motor drive force is maintained until Then, the motor control unit 12a gradually reduces the motor driving force from the time (t4) when the motor driving maintenance time Tk1 has elapsed. Then, the motor control unit 12a stops driving the motor 30 when a predetermined time (hereinafter, motor drive reduction time Tk2) has elapsed (t5) from the time when the motor drive maintenance time Tk1 has elapsed.

  The motor control unit 12a in the present embodiment controls the motor 30 based on the motor driving force and the speed change of the vehicle (in this case, the acceleration of the vehicle) by the motor driving force. Reduce the impact. That is, the acceleration of the vehicle changes not only according to the motor driving force but also according to the load applied to the vehicle, such as the slope of the road on which the vehicle is traveling, the weight of the passenger or the object on which the vehicle is carried, and the like. For example, even when the motor driving force is constant, when the load applied to the vehicle is large, the acceleration of the vehicle is relatively lower than when the load is small. Therefore, in the example described here, the motor control unit 12a performs output reduction control based on the motor driving force in the output increasing control or the output maintaining control and the acceleration of the vehicle by the motor driving force. Specifically, the motor control unit 12a, as shown by a two-dot chain line in FIG. 5B, based on the motor driving force in the output increase control or the output maintaining control and the vehicle acceleration generated by the motor driving force. The motor drive maintenance time Tk1 and the motor drive reduction time Tk2 are increased or decreased. For example, when the load applied to the vehicle is large and the acceleration of the vehicle is low, the motor drive maintenance time Tk1 and the motor drive reduction time Tk2 are lengthened. Since the clutch 25 is connected at t3, by increasing / decreasing the motor drive maintenance time Tk1 and the motor drive reduction time Tk2, it is possible to increase / decrease the time to travel using both the motor 30 and the engine 20 as drive sources. The influence of the driving environment on the acceleration feeling can be reduced. Hereinafter, the process performed by the control unit 12 will be described in detail.

  The start condition determination unit 12b determines whether the driving state of the vehicle satisfies a preset condition (hereinafter referred to as drive start condition). For example, the start condition determination unit 12b determines whether the drive start condition is satisfied based on the accelerator operation amount detected by the accelerator operation amount sensor 15 and the engine speed detected by the engine speed sensor 14. judge. For example, the start condition determination unit 12b starts driving when the accelerator operation amount is higher than a predetermined value (hereinafter referred to as accelerator operation condition value) and the engine speed is lower than a predetermined value (hereinafter referred to as engine speed condition value). Judge that the condition is satisfied.

  The engine speed condition value is a value lower than the speed at which the clutch 25 is connected. By setting the engine speed condition value in this way, the control unit 12 starts driving the motor 30 in a state where the clutch 25 is not connected. Further, the accelerator operation condition value is a value slightly higher than 0% indicating the fully closing of the accelerator grip 6a. By setting the accelerator operation condition value in this manner, the control unit 12 starts driving the motor 30 when the passenger slightly operates the accelerator grip 6a. When the engine speed condition value and the accelerator operation condition value are thus set, the drive start condition is satisfied when the vehicle starts or when the vehicle runs at a low speed.

  The drive start conditions are not limited to the above-described conditions. For example, the stand 9 is raised, that is, the stand 9 is not used, and the motor drive instruction switch 51 is turned on by the passenger. In other words, the engine 20 may be started. The start condition determination unit 12b determines whether or not the stand 9 is not used based on a signal input from the stand sensor 18. Further, the drive start condition may include that the remaining amount of the battery 8 is larger than a predetermined amount. The start condition determination unit 12 b determines whether or not the remaining amount of the battery 8 is greater than a predetermined amount based on a signal input from the battery remaining amount sensor 17.

  When the driving state of the vehicle satisfies the driving start condition, the motor control unit 12a starts driving the motor 30 and performs output increase control for increasing the motor driving force. Thereafter, the motor control unit 12a maintains the motor driving force when the motor driving force reaches a predetermined value (value P in the example of FIG. 5) or when the rotational speed of the motor 30 reaches a predetermined value. Perform output maintenance control.

  The stop condition determination unit 12c determines whether or not the driving state of the vehicle has reached a predetermined condition (hereinafter referred to as driving stop condition). Here, the drive stop condition is, for example, that the clutch 25 has reached the connected state as described with reference to FIG. In this case, the stop condition determination unit 12c determines, for example, whether or not the clutch 25 has reached the connected state based on the engine speed. Specifically, the stop condition determination unit 12c detects the engine speed based on a signal input from the engine speed sensor 14, and the engine speed is higher than a predetermined value (hereinafter referred to as a clutch engagement determination value). If it becomes, it is determined that the clutch 25 is connected. The clutch connection determination value is, for example, a value slightly higher than the engine speed at which the clutch 25 is actually connected. The means for determining the engagement / disengagement of the clutch 25 is not limited to this. For example, the stop condition determination unit 12c determines whether or not a state where the engine speed is higher than the clutch connection determination value continues for a predetermined time or more, and if the state continues for a predetermined time or more, the clutch 25 is connected. You may judge.

  In addition, when the clutch 25 is an electronically controlled automatic clutch that is connected and disconnected by the operation of the actuator, the stop condition determination unit 12c determines the position of the movable part of the actuator (for example, the rotation angle of the output shaft of the motor). Based on the above, it may be determined whether or not the clutch 25 is engaged.

  Further, the drive stop condition may be that the vehicle speed reaches a predetermined value. In this case, a vehicle speed sensor is provided on the axle 26 or the axle 3a, and the stop condition determination unit 12c detects the vehicle speed based on a signal input from the vehicle speed sensor. Then, the stop condition determination unit 12c determines that the drive stop condition is satisfied when the detected vehicle speed exceeds a predetermined value.

  The motor control unit 12a starts the output reduction control when the stop condition determination unit 12c determines that the driving state of the vehicle satisfies the drive stop condition.

  The parameter acquisition unit 12d acquires a parameter relating to output reduction control (hereinafter referred to as a reduction control parameter) based on the motor driving force and a change in the speed of the vehicle (acceleration here) caused by the motor driving force. Here, the reduction control parameter is, for example, the time during which the driving of the motor 30 is continued after the driving state of the vehicle satisfies the driving stop condition (that is, the motor driving maintaining time Tk1, see FIG. 5) or the motor driving maintaining time Tk1 has elapsed. After that, the time for controlling the motor 30 so that the motor driving force gradually decreases (that is, the motor driving reduction time Tk2, see FIG. 5). The reduction control parameter may be a speed at which the motor driving force is reduced in the output reduction control (hereinafter referred to as an output reduction speed).

  As shown in FIG. 4, in this description, the parameter acquisition unit 12d determines a load applied to the vehicle (hereinafter referred to as a travel environment load) based on the motor driving force and the acceleration of the vehicle by the motor driving force. A load estimation unit 12e to be estimated is included, and a reduction control parameter is acquired based on the traveling environment load estimated by the load estimation unit 12e. The driving environment load is a load that changes the ratio of the motor driving force and the acceleration of the vehicle, such as the gradient of the road on which the vehicle is traveling and the weight of an object mounted on the vehicle. First, the process of the load estimation unit 12e will be described.

  The load estimator 12e includes a motor driving force while the output increasing control and the output maintaining control are being executed by the motor controller 12a (between t1 and t3 in FIG. 5), and vehicle acceleration generated by the motor driving force. Based on the above, the driving environment load is estimated. This process is executed as follows, for example.

  A table (hereinafter referred to as a load table) that associates motor driving force, vehicle acceleration, and travel environment load is stored in the storage unit 13 in advance. For example, when the motor driving force is constant, the load table is set so that the traveling environment load estimated to be applied to the vehicle increases as the acceleration of the vehicle decreases. When such a load table is stored in the storage unit 13, the load estimation unit 12e calculates the motor driving force and the vehicle acceleration in the output increase control or the output maintenance control. Then, the load estimation unit 12e refers to the load table, and acquires the traveling environment load corresponding to the calculated motor driving force and the vehicle acceleration.

  Note that the load estimation unit 12e calculates the motor driving force from, for example, a value of current supplied to the motor 30 by the motor driving circuit 19 (hereinafter referred to as a motor current value). In addition, when the control unit 12 executes control such that the motor current value increases as the accelerator operation amount increases, the load estimation unit 12e detects the acceleration operation amount sensor 15 instead of the motor current value. The motor driving force may be calculated based on the accelerator operation amount. Moreover, the load estimation part 12e calculates the acceleration of a vehicle based on the motor rotational speed detected by the motor rotational speed sensor 16, or the signal input from a vehicle speed sensor.

  Note that the process of estimating the load is not limited to this. For example, in the load table, the motor current value may be associated with the travel environment load and the acceleration instead of the motor driving force. In the load table, the rotational acceleration of the motor 30 may be associated with the motor driving force and the traveling environment load instead of the vehicle acceleration. The motor driving force, the vehicle acceleration, and the load may be related by an equation, and the load estimation unit 12e may calculate the load by applying the calculated motor driving force and the acceleration to the equation.

  Further, the load estimation unit 12e may select a load applied to the vehicle from a plurality of predetermined candidate values based on the motor driving force and the acceleration of the vehicle by the motor driving force. For example, two different candidate values are stored in the storage unit 13 in advance. Further, a reference vehicle acceleration (hereinafter referred to as a reference acceleration) is stored in advance in the storage unit 13 in association with the motor driving force. The load estimation unit 12e calculates the motor driving force and the vehicle acceleration, and selects one of the two candidate values depending on the result of comparing the calculated acceleration and the reference acceleration corresponding to the calculated motor driving force. You may select as driving environment load. For example, when the calculated acceleration is lower than the reference acceleration, the load estimation unit 12e estimates that a higher load than usual is applied to the vehicle, and is higher of the two candidate values stored in the storage unit 13. The value may be selected as the driving environment load.

  The process of the parameter acquisition unit 12d is executed as follows, for example. A table (hereinafter referred to as a parameter table) that associates the driving environment load with the reduction control parameter is stored in the storage unit 13 in advance. In this parameter table, when the motor drive maintenance time Tk1 and the motor drive reduction time Tk2 are stored as reduction control parameters, the parameter acquisition unit 12d refers to the parameter table and is estimated by the load estimation unit 12e. A motor drive maintenance time Tk1 and a motor drive reduction time Tk2 corresponding to the travel environment load are acquired. The parameter table is set so that the motor drive maintenance time Tk1 and the motor drive reduction time Tk2 become longer as the travel environment load increases. In the parameter table, the output reduction speed may be stored as a reduction control parameter. In this case, the parameter table is set so that the output reduction speed decreases as the traveling environment load increases. By setting the parameter table in this way, the vehicle travels using both the motor 30 and the engine 20 as drive sources for a longer time when the traveling environment load is large.

  Further, the parameter acquisition unit 12d may correct the reduction control parameter based on the traveling environment load estimated by the load estimation unit 12e. For example, when the reduction control parameters are the motor drive maintenance time Tk1 and the motor drive reduction time Tk2, the reference motor drive maintenance time Tk1 and the motor drive reduction time Tk2 (for example, when the road on which the vehicle is traveling is flat) In addition, the motor drive maintenance time Tk1 and the motor drive reduction time Tk2) when the weight of an object mounted on the vehicle is standard are stored in the storage unit 13 in advance. Then, the parameter acquisition unit 12d adds or subtracts the correction value obtained based on the traveling environment load estimated by the load estimation unit 12e to the reference motor drive maintenance time Tk1 and the motor drive reduction time Tk2. These may be corrected. Then, the motor control unit 12a performs output reduction control using the corrected motor drive maintenance time Tk1 and motor drive reduction time Tk2. In such a correction process, the parameter acquisition unit 12d increases the driving environment maintenance time Tk1 and the motor driving reduction time Tk2 so that the driving environment load estimated by the load estimation unit 12e increases. to correct.

  In the above description, the parameter acquisition unit 12d estimates the traveling environment load based on the motor driving force and the speed change of the vehicle caused by the motor driving force, and then reduces the reduction control parameter based on the traveling environment load. Was getting. However, the reduction control parameter may be acquired directly based on the motor driving force and the speed change of the vehicle caused by the motor driving force. For example, in the parameter table, a reduction control parameter (for example, the above-described motor drive maintenance time Tk1, motor drive reduction time Tk2, or output reduction speed) may be stored in association with the motor driving force and the vehicle acceleration. . In this case, the parameter acquisition unit 12d calculates the motor driving force and the vehicle acceleration while the output increase control or the output maintaining control is being executed, and refers to the parameter table to calculate the calculated motor driving force and the vehicle. The reduction control parameter corresponding to the acceleration of is acquired.

  The motor control unit 12a gradually reduces the motor driving force in the output reduction control based on the reduction control parameter obtained by the processing of the parameter acquisition unit 12d. Specifically, as described with reference to FIG. 5, when the reduction control parameters are the motor drive maintenance time Tk1 and the motor drive reduction time Tk2, the motor control unit 12a satisfies the drive stop condition. After that, the motor driving force is maintained until the motor driving maintaining time Tk1 elapses. Then, the motor control unit 12a gradually reduces the motor driving force from the time when the motor driving maintenance time Tk1 has elapsed, and stops driving the motor 30 after the motor driving reduction time Tk2 has elapsed. When the reduction control parameter is the output reduction speed, the motor control unit 12a reduces the motor driving force at the output reduction speed after the drive stop condition is satisfied.

  Here, the flow of processing executed by the control unit 12 will be described. FIG. 6 is a flowchart of an example of processing executed by the control unit 12 when the vehicle starts or travels at a low speed.

  The start condition determination unit 12b determines whether or not the drive start condition is satisfied (S101). Specifically, the start condition determination unit 12b determines whether or not the accelerator operation amount exceeds the accelerator operation condition value and the engine speed is lower than the engine speed condition value. Here, the start condition determination unit 12b repeats the process of S101 until the drive start condition is satisfied.

  When the drive start condition is satisfied, the motor control unit 12a starts driving the motor 30 and performs output increase control (S102). Further, the load estimation unit 12e calculates the motor driving force and the vehicle acceleration while the output increase control is being executed, and estimates the traveling environment load based on the calculated motor driving force and acceleration (S103). ). Note that the load estimating unit 12e may execute the process of estimating the traveling environment load a plurality of times while the output increase control is being performed, and may use the average of the obtained values as the traveling environment load. The parameter acquisition unit 12d acquires the motor drive maintenance time Tk1 and the motor drive reduction time Tk2 based on the estimated traveling environment load (S104).

  Thereafter, when the motor driving force reaches a predetermined value, the motor control unit 12a starts output maintaining control for maintaining the motor driving force (S105). Moreover, the stop condition determination part 12c determines whether the drive state of a vehicle corresponds to a drive stop condition (S106). The driving stop condition here is that the clutch 25 is connected as described above. The stop condition determination unit 12c repeats the process of S106 until the drive stop condition is satisfied.

  When the drive stop condition is satisfied in the determination of S106, the motor control unit 12a performs output reduction control based on the motor driving force and the change in the speed of the vehicle caused by the motor driving force. Specifically, the motor control unit 12a measures an elapsed time (hereinafter referred to as a first post-connection time T1) from the time point when the drive stop condition is satisfied (t3 in FIG. 5) (S107). Then, the motor control unit 12a determines whether or not the first connection time T1 has reached the motor drive maintaining time Tk1 obtained in the process of S104 (S108). Until the time T1 after the first connection reaches the motor drive maintaining time Tk1, the motor control unit 12a repeatedly executes the process of S108, while continuing to output the control signal to the motor drive circuit 19 during this time. Maintain driving force.

  In the process of S108, when the time T1 after the first connection has reached the motor drive maintaining time Tk1, the motor control unit 12a has elapsed from that point (hereinafter, when driving force maintenance ends, t4 in FIG. 5). Time (hereinafter, second post-connection time T2) is measured (S109). Further, the motor control unit 12a gradually reduces the driving force of the motor 30 (S110).

  For example, the motor control unit 12a reduces the motor driving force so that the driving of the motor 30 is stopped after the motor driving reduction time Tk2 has elapsed since the end of the driving force maintenance. That is, the control unit 12 is based on the motor driving force at the end of driving force maintenance and the motor driving reduction time Tk2 so that the motor driving force falls below a predetermined value after the motor driving reduction time Tk2 has elapsed from the end of driving force maintenance. Then, the reduction speed of the motor driving force is calculated. Then, the motor driving force is gradually reduced at the calculated reduction speed.

  Thereafter, the motor control unit 12a determines whether or not the second connection time T2 has reached the motor drive reduction time Tk2 (S111). Here, until the time T2 after the second connection reaches the motor drive reduction time Tk2, the control unit 12 repeatedly executes the process of S111. When the second connection time T2 reaches the motor drive reduction time Tk2, the motor control unit 12a stops driving the motor 30 and ends the process. The above processing is an example of processing executed by the control unit 12 when the vehicle starts or travels at a low speed.

  Note that the load estimation unit 12e estimates the traveling environment load while the output increase control is being executed. However, the load estimation unit 12e calculates the motor driving force and the vehicle acceleration while the output maintaining control is being executed (between t2 and t3 in FIG. 5), and the obtained motor driving force and the vehicle acceleration are calculated. The driving environment load may be estimated based on the acceleration.

  In the control device 11 described above, the control unit 12 controls the motor 30 based on the motor driving force that is the driving force output from the motor 30 and the speed change of the vehicle caused by the motor driving force. Thereby, the influence of the traveling environment on the acceleration feeling of the vehicle felt by the passenger can be reduced.

  Further, in the control device 11, the control unit 12 controls the output increase control for increasing the motor driving force in accordance with the accelerator operation of the passenger, and the motor driving force when the driving state of the vehicle reaches a predetermined state. Output reduction control for reducing the motor driving force is executed based on the speed change of the vehicle due to the motor driving force. Thereby, the method of lowering the motor driving force can be changed according to the traveling environment of the vehicle.

  In the control device 11, the control unit 12a continues the drive of the motor 30 after the vehicle drive state reaches a predetermined state (in the above description, the motor drive maintenance time Tk1 and the motor drive reduction time Tk2). Is set based on the motor driving force and the speed change of the vehicle due to the motor driving force. Thereby, after the driving state of the vehicle reaches a predetermined state, the time for which the motor 30 is continuously driven can be changed according to the traveling environment of the vehicle. For example, when the road on which the vehicle travels is steep, by increasing the time for which the motor 30 is continuously driven, it is possible to reduce the influence of the traveling environment on the vehicle acceleration feeling felt by the passenger.

  Moreover, in the control apparatus 11, the control part 12 is based on the motor driving force and the speed change of the vehicle by the said motor driving force in the speed (in the above description, output reduction speed) which reduces motor driving force in output reduction control. Is set. Thereby, the speed at which the motor driving force is reduced can be changed according to the traveling environment of the vehicle. For example, when the road on which the vehicle travels is steep, by reducing the speed at which the motor driving force is reduced, it is possible to reduce the influence of the traveling environment on the vehicle acceleration feeling felt by the passenger.

  Moreover, in the control apparatus 11, the control part 12 estimates the load (traveling environment load in the above description) applied to the vehicle based on the motor driving force and the speed change of the vehicle caused by the motor driving force. The motor 30 is controlled based on the load. As a result, a sensor for detecting a load on the driving environment (for example, a sensor for detecting the weight of an object mounted on the vehicle, an acceleration sensor for detecting the inclination of the road while traveling, etc.) is provided on the vehicle body. Therefore, it is possible to reduce the influence of the driving environment load on the vehicle acceleration feeling felt by the passenger.

  Moreover, the control part 12 has set the time which continues the drive of the motor 30 after the drive state of a vehicle reaches a predetermined state based on the said load. As a result, the time for which the motor 30 continues to be driven after the driving state of the vehicle reaches a predetermined state can be changed according to the traveling environment load. For example, when the travel environment load is large, the influence of the travel environment load on the acceleration feeling of the vehicle felt by the passenger can be reduced by increasing the time during which the motor 30 is continuously driven.

  Further, the control unit 12 sets a speed for reducing the motor driving force in the output reduction control based on the traveling environment load. Thus, the speed at which the motor driving force is reduced can be changed according to the traveling environment load. For example, when the traveling environment load is large, the influence of the traveling environment load on the acceleration feeling of the vehicle felt by the passenger can be reduced by reducing the speed at which the motor driving force is reduced.

  The present invention is not limited to the control device 11 described above, and various modifications can be made. For example, in the above description, the parameter acquisition unit 12d determines the reduction control parameter (based on the motor driving force while the output increasing control or the output maintaining control is being executed and the vehicle acceleration generated by the motor driving force. In the above description, the motor drive maintenance time Tk1, the motor drive reduction time Tk2, or the output reduction speed) is acquired. However, the parameter acquisition unit 12d, based on the motor driving force at a predetermined timing and the speed change of the vehicle caused by the motor driving force, the motor driving force (hereinafter referred to as the target motor driving force) to be output by the motor 30 thereafter. ) May be acquired. The motor control unit 12a may output a control signal to the motor drive circuit 19 so that the motor 30 outputs the target motor drive force.

  For example, the parameter acquisition unit 12d determines the target motor that the motor 30 should output in the output maintenance control based on the motor driving force while the output increase control is being executed and the vehicle speed change caused by the motor driving force. A driving force may be acquired. When such control is performed, a table that associates motor driving force, vehicle acceleration, and target motor driving force is stored in the storage unit 13 in advance. The parameter acquisition unit 12d calculates the motor driving force and the vehicle acceleration while the output increase control is being executed, and the target motor driving force corresponding to the obtained motor driving force and the vehicle acceleration. To get. The motor control unit 12a outputs a control signal to the motor drive circuit 19 so that the motor 30 outputs the obtained target motor driving force in the output maintenance control.

  In the above description, the control unit 12 calculates the acceleration of the vehicle as a change in the vehicle speed due to the motor driving force. However, the speed change of the vehicle is the amount of change in the speed of the vehicle between the start of driving of the motor 30 and the elapse of a predetermined time (for example, the speed of the vehicle at t1 in FIG. 5 and the speed after several seconds from t1). Difference).

1 is a side view of a motorcycle according to an embodiment of the present invention. It is the schematic of the mechanism arrange | positioned on the transmission path | route of the driving force of the said motorcycle. It is a block diagram which shows the structure of the control apparatus with which the said motorcycle is equipped, and the various sensors connected to a control apparatus. It is a functional block diagram of the control part with which the said control apparatus is provided. It is a figure for demonstrating the outline of the process which the said control part performs, and has shown the example of the time change of the acceleration of a vehicle at the time of vehicle start, and the driving force (motor driving force) which a motor outputs. . FIG. 4A shows the acceleration of the vehicle, and FIG. 4B shows the motor driving force. It is a flowchart which shows the example of the process which a control part performs.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Motorcycle, 3 Front wheel, 4 Rear wheel, 5 Front fork, 6 Steering, 6a Accelerator grip (accelerator), 8 Battery, 9 Stand, 11 Control apparatus, 12 Control part, 12a Motor control part, 12b Start condition determination part, 12c Stop condition determination unit, 12d parameter acquisition unit, 12e load estimation unit, 13 storage unit, 14 engine rotation speed sensor, 15 accelerator operation amount sensor, 16 motor rotation speed sensor, 17 battery remaining amount sensor, 18 stand sensor, 19 motor Drive circuit, 20 engine, 21 piston, 22 crankshaft, 23 transmission, 24 driven shaft, 25 clutch, 26 axle, 27 rear wheel drive device, 29 throttle valve, 30 motor, 51 motor drive instruction switch.

Claims (8)

Multiple wheels,
A driving device including an engine and driving any of the plurality of wheels by a driving force of the engine;
A straddle-type vehicle control device comprising: a motor that drives any of the plurality of wheels;
A control unit that controls the motor based on a motor driving force that is a driving force output by the motor and a speed change of the vehicle caused by the motor driving force;
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 1,
The control unit controls the output increase control for increasing the motor driving force according to the accelerator operation of the passenger, and the motor driving force and the motor driving force when the vehicle driving state reaches a predetermined state. Executing output reduction control for reducing the motor driving force based on the speed change of the vehicle;
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 2,
The control unit sets a time for continuing driving of the motor after the driving state of the vehicle reaches a predetermined state based on the motor driving force and a change in the speed of the vehicle due to the motor driving force.
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 2,
The control unit sets a speed at which the motor driving force is reduced in the output reduction control based on the motor driving force and a speed change of the vehicle due to the motor driving force.
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 1,
The control unit estimates a load applied to the vehicle based on the motor driving force and a speed change of the vehicle caused by the motor driving force, and controls the motor based on the load;
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 5,
The control unit sets a time to continue driving the motor after the driving state of the vehicle reaches a predetermined state based on the load.
A control device for a saddle-ride type vehicle. The control device for a saddle riding type vehicle according to claim 5,
The control unit sets a speed for reducing the motor driving force in the output reduction control based on the load.
A control device for a saddle-ride type vehicle.   A straddle-type vehicle comprising the control device according to claim 1.

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