JP2009264105A - Driving force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately and efficiently provide a driving force control device for a vehicle which controls the driving force. <P>SOLUTION: This driving force control device for the vehicle includes an overturn determination means for determining overturning of the vehicle, when the output signal of an overturn detection means is detected continuously for a predetermined time, and a rough road determination means determining that the vehicle is traveling on a rough road, when the output signal of the overturn detection means is detected intermittently for a predetermined number of times within the predetermined time. When the rough road determination means determines that the vehicle is traveling on the rough road, an engine control means reduces the engine output at a predetermined rate. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force control apparatus for a vehicle including an engine control means and a vehicle overturn detection means, typically an off-road traveling motorcycle, a saddle riding type uneven terrain vehicle (ATV), and the like. It is about.

  In this type of vehicle, the road surface condition (gravel or sand, muddy, road surface unevenness or unevenness, etc.) is extremely severe during off-road driving. For this reason, compared with on-road driving | running | working, the slip ratio of a wheel is high and generally the efficiency (road surface grip property) which transmits engine power to a road surface worsens. In an off-road vehicle, particularly an ATV vehicle for a large displacement sports race, it is difficult to sufficiently transmit the surplus power to the road surface. In addition, it is not easy even for an experienced rider to control a road surface condition that changes every moment to an appropriate power that is necessary and wasteful. As a countermeasure, for example, there is a case in which the power at the corner is suppressed.

  In addition, the vehicle described in Patent Document 1 includes a rotation speed control unit that drives and controls the drive wheel, and decelerates the drive wheel via the rotation speed control unit so that the drive wheel does not slip beyond a predetermined state. Like to do.

JP 2006-329118 A

  However, if the engine power is deliberately suppressed as described above, for example, when traveling on a road surface with good grip, the performance originally provided is not sufficiently exhibited. In addition, the vehicle described in Patent Document 1 requires a special control device or the like, which causes a problem of increasing costs.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle driving force control device that appropriately and efficiently controls driving force.

  The vehicle driving force control device according to the present invention is a driving force control device for a vehicle including an engine control means for controlling an operating state of the engine and a tipping detection means for detecting a tipping state of the vehicle. When the output signal is detected continuously for a predetermined time, the vehicle determines when the vehicle is in a falling state, and the vehicle detects when the output signal of the fall detection means is detected intermittently for a predetermined time. And a rough road determination means for determining that the vehicle is in a rough road traveling state, and when the rough road determination means determines that the road is in a rough road traveling state, the engine control means decreases the engine output by a predetermined ratio. It is characterized by that.

In the vehicle driving force control apparatus according to the present invention, the engine control means determines the reduction rate of the engine output based on the number of intermittent output signal detections of the fall detection means by the rough road determination means. It is characterized by doing.
In the vehicle driving force control apparatus of the present invention, the engine output reduction control is performed by any one of ignition timing retard, ignition thinning, fuel thinning, and throttle opening, or a combination thereof. To do.

According to the present invention, since it is not necessary to prepare special sensors or control devices separately from the device configuration, the present invention is particularly excellent in terms of cost, vehicle weight, vehicle size, and the like.
In addition, the vehicle can be properly driven without slipping or the like even on bad roads by detecting the vehicle shake, that is, the road surface condition, by controlling the engine output based on the output signal of the fall detection means (fall sensor). . In that case, by changing the amount of regulation according to the degree of road surface roughness, it is possible to travel with the optimum driving force according to the road surface condition, and it is possible to realize extremely high traveling stability.

A preferred embodiment of a driving force control apparatus for a vehicle according to the present invention will be described below with reference to the drawings.
In this embodiment, the present invention device is applied to, for example, a saddle riding type vehicle. FIG. 1 is a side view of a saddle riding type vehicle equipped with a driving force control device according to the present invention. In this figure, the arrow Fr indicates the front and the arrow Rr indicates the rear.

  First, the overall configuration of the saddle riding type vehicle 10 will be described. In FIG. 1, a straddle-type vehicle 10 includes a steel pipe body frame that constitutes a basic skeleton. In the basic structure, a pair of front wheels 11 and a rear wheel 12 are disposed at a front portion and a rear portion of the body frame, respectively. 11 is provided with a steering device 13 between them, and an engine unit 14 is mounted on a vehicle body frame between the front wheels 11 and the rear wheels 12.

  Here, the vehicle body frame includes an upper frame 15A, a lower frame 15B, a front frame 15C, and the like. These frames are arranged in a pair in the vehicle width direction and are connected to each other by a cross member or the like. Constitutes the skeleton.

  The engine unit 14 is mounted and supported between the upper frame 15A and the lower frame 15B. The engine unit 14 includes, for example, a water-cooled four-cycle single-cylinder engine (internal combustion engine), and its output is transmitted to a drive sprocket through a transmission integrated in an engine case (crankcase) 14A. The engine unit 14 also performs dry sump type engine lubrication, and an oil tank (not shown) is provided separately from the engine unit 14. The drive sprocket is coupled to the driven sprocket of the rear wheel 12 through a chain, and thereby the rear wheel 12 is rotationally driven.

  A straddle-type seat 16 is installed on the upper frame 15A. A front fender 17 is installed in front of the seat 16, and a rear fender 18 integrated with a side cover that covers the side of the vehicle is installed from the lower side to the rear of the seat 16. The front fender 17 and the rear fender 18 are formed of a synthetic resin material or the like. A fuel tank 19 is mounted below the seat 16 so as to be mounted on the upper frame 15A.

  An ECM (Engine Control Module) 20 is further mounted below the seat 16. The ECM 20 receives signals from various sensors provided in the saddle-ride type vehicle 10 and displays a fuel remaining amount display, a speed display, etc. on the meter panel 27, an engine start control, a fuel injection amount control of the injector, a spark plug Ignition control by etc. is performed. The ECM 20 is specifically configured as one unit including, for example, a CPU, a ROM, a RAM, and the like.

  In FIG. 1, an air cleaner 21 is installed in front of the fuel tank 19 and the ECM 20, inside the seat 16 and the front fender 17 so as to be mounted on the upper frame 15A. The air cleaner 21 connects a breather hose 22 extending from the upper part of the engine case 14A.

  A steering handle 23 for steering the front wheel 11 and a steering shaft 24 for supporting the steering wheel 23 are installed in front of the air cleaner 21. The steering shaft 24 is rotatably supported by a bearing portion (including the steering device 13) whose lower end portion is located in the vicinity of the axle of the front wheel 11 at the center of the vehicle. Inclined. A radiator 25 is installed in front of the steering shaft 24.

  The steering handle 23 has a throttle handle that is rotatably supported, and the opening degree of the throttle valve included in the engine unit 14 is adjusted in accordance with the operation of the throttle handle by the rider. The engine output is controlled by adjusting the amount of air from the air cleaner 21 supplied into the engine according to the opening of the throttle valve.

  A front cowl 26 is installed in front of the steering handle 23. Inside the front cowl 26, a meter panel 27 including an LED, an LCD, and the like is installed. By this, the rider of the saddle riding type vehicle 10 can visually recognize the meter panel 27 under the traveling or the like, for example, speed and fuel remaining. The amount can be confirmed.

  As described above, the engine unit 14 employs, for example, a water-cooled four-cycle single-cylinder engine, and adopts an FI (Fuel Injection) specification as a fuel inflow method. In the FI specification engine, air is supplied from an intake pipe 28 extending from an air cleaner 21 to a throttle body 29, and the supplied air and fuel injected by an injector attached to the throttle body 29 are mixed and mixed. It flows into the engine. Here, the inflow amount of the air-fuel mixture is adjusted by a throttle valve. The injector is controlled by the ECM 20 so as to inject fuel at a predetermined timing. When the air-fuel mixture flows into the engine, a spark plug mounted on the engine receives the voltage from the ignition coil and ignites at a predetermined timing, and the air-fuel mixture is combusted.

  The exhaust gas after the combustion of the air-fuel mixture is discharged through an exhaust pipe 30 attached in front of the engine unit 14. The exhaust pipe 30 protrudes forward, and then extends toward the rear of the vehicle through one side in the vehicle width direction of the engine, and is connected to the muffler 31 on the rear wheel 12 on the rear side of the vehicle.

  Next, a control system of the saddle riding type vehicle 10 will be described with reference to FIG. FIG. 2 is a diagram illustrating the system configuration of the saddle riding type vehicle 10 that connects the ECM 20 and various sensors. In this figure, the same components as those in FIG. 1 are denoted by the same reference numerals, and only the main part of the present invention will be described here.

As shown in FIG. 2, various sensors, switches, and the like are connected to the ECM 20. The ECM 20 performs various controls in the vehicle according to signals from these.
First of all, the crankshaft position sensor (CKP sensor) 201 detects the crankshaft position (angle). The ECM 20 calculates the engine speed and the piston position based on the detected crankshaft position signal, and controls fuel injection, ignition timing, and the like.

  The throttle position sensor 202 detects the state of the throttle valve in the throttle body 29 (fully closed, accelerated, fully opened, etc.). The ECM 20 controls fuel injection, ignition timing, etc. according to the detected state of the throttle valve.

  The air pressure sensor 203 detects the air pressure of the air flowing through the intake pipe 28 or the throttle body 29. The ECM 20 controls fuel injection, ignition timing, etc. according to the detected air pressure.

  The coolant temperature sensor 204 detects the temperature of the coolant (coolant fluid) in the engine. The intake air temperature sensor 205 detects the temperature of the air flowing through the intake pipe 28 or the throttle body 29 (intake air temperature). The ECM 20 controls the injection time according to these detected temperatures.

  A tip over (TO) sensor 206 detects the overturn of the saddle riding type vehicle 10 as described later. The ECM 20 performs control such as stopping the engine when a fall is detected.

  The ISC valve 207 changes the amount of air taken into the engine in accordance with a signal from the ECM 20, and controls the idling speed and the like. The differential lock switch 208 locks or releases the differential function of the differential gear according to a command from the ECM 20.

  The injector 209 is a so-called fuel injection device, and injects fuel in response to a command from the ECM 20. Note that fuel is supplied to the injector 209 by the fuel pump 212. The ignition coil 210 is a device that amplifies a predetermined volt voltage generated by the alternator to tens of thousands of volt required for ignition of the spark plug by electromagnetic induction.

  The warning cancel switch 211 is a switch for canceling an operation for performing engine control such as ignition cut or fuel cut control in accordance with the remaining amount of fuel. The warning release switch 211 is disposed in the vicinity of the throttle handle of the steering handle 23, but may be configured on the meter panel 27, for example.

  Now, in the present invention, the saddle riding type vehicle 10 includes the engine control means (ECM 20) for controlling the operating state of the engine and the fall detection means (fall sensor 206) for detecting the fall state of the vehicle as described above. Furthermore, a driving force control device that controls the driving force for the saddle riding type vehicle 10 is provided. The driving force control device includes a fall determination unit that determines that the vehicle is in a fall state when an output signal of the fall detection unit is continuously detected for a predetermined time, and an output signal of the fall detection unit that is output a predetermined number of times in a predetermined time. Rough road discrimination means for judging that the vehicle is traveling on a rough road when detected intermittently. These means are substantially realized by the CPU of the ECM 20.

  Here, FIG. 3 shows a specific configuration example (hardware configuration) of the fall sensor 206. The overturn sensor 206 is preferably located at the center (left-right direction) of the vehicle, specifically, at the top of the steering shaft 24 or the like. On the substrate 32 arranged along the vertical plane, a weight piece 33 suspended so as to swing is mounted as indicated by arrows A and A ′. The weight piece 33 functions as a switch, that is, when it swings as indicated by arrows A and A ′, it can come into contact with the contact 34 (FIG. 3, shaded portion) laid on the substrate 32 in a substantially arc shape. It has become. A signal generated when the weight piece 33 comes into contact with the contact 34 is sent to the ECM 20.

  The fall sensor 206 may react to the vehicle shake at the time when traveling on a rough road, etc., but the signal form is basically pulsed (or intermittent) as shown in FIG. 4 (a), for example. ) Signal. On the other hand, the weight piece 33 and the contact 34 remain in contact with each other during the fall, and the switch ON state is maintained as shown in FIG. 4B unless the fall state is released.

In the present invention, when the rough road determination means determines that the vehicle is traveling on a rough road using the signal of the fall sensor 206, the engine control means decreases the engine output by a predetermined rate.
At that time, the engine control means determines the reduction rate of the engine output based on the number of intermittent output signal detections of the fall detection means by the rough road determination means.

  Next, the main operation of the device of the present invention will be described with reference to FIG. FIG. 5 is a flowchart illustrating a flow when engine control is performed in the saddle riding type vehicle 10. The ECM 20 is executed by controlling each part of the saddle riding type vehicle 10.

  In step S1, the presence or absence of a signal from the fall sensor 206 is checked. If there is no signal, it is determined that the road is not a rough road, and the process proceeds to step S10 where normal engine control is performed. If there is a signal, the process proceeds to step S2.

  In step S2, the signal time (t) of the fall sensor 206 is measured (see FIG. 4 (a)) and compared with the set time (T1) for fall determination. If the signal time (t) is equal to or longer than the set time (T1), it is determined that the vehicle has fallen and the process proceeds to step S3. When the signal time (t) is shorter than the set time (T1), it is determined that the vehicle is traveling on a rough road, and the process proceeds to step S4.

  In step S3, this is substantially conventional overturn control, and the engine stop control is executed and the process ends.

  In step S4, this step is performed as necessary, but if the driving force control switch is ON, the process proceeds to step S5. If it is OFF, the process proceeds to step S10, and normal engine control is performed. In this step, for example, when the driver wants to travel at full power even on a rough road, for example, an ON / OFF switch for canceling the control is provided, and the normal state is set to ON. Further, the driver can turn off the switch to cancel the rough road traveling control.

  After it is determined in step S5 and step S6 that the vehicle is traveling on a rough road, the throttle opening (α) and the engine speed (N) are greater than or equal to a predetermined opening (α1) and a predetermined rotational speed (N1). Check if it exists. If both are greater than or equal to the predetermined value, the process proceeds to step S7. If either one is less than the predetermined value, the process proceeds to step S10 and normal engine control is performed.

  Since the control here is to regulate output for the purpose of preventing slipping at high output, normal control is performed at low speed. Further, when the throttle opening is large and the rotational speed is small, a slope running state or the like can be considered. In such a case, if the output is reduced, it may not be possible to climb. On the other hand, when the throttle opening is small and the rotation speed is large, a deceleration state or the like can be considered. In this case, if the output is reduced, the engine speed may be reduced and engine stall may occur.

  In step S7, if both step S5 and step S6 are Yes, the number of fall sensor output signals (K) during the set time (T2) for traveling on rough roads is counted as shown in FIG. This set time T2 is the time from the time of the first signal input, and the first signal is counted as one. Although T2 = T1 is acceptable, it is preferable to set T2 <T1 because the flow cycle becomes shorter.

  In a good road surface condition such as a paved road, there is basically no signal from the fall sensor 206 as shown in FIG. 6A, and in rough road driving, as shown in FIG. For example, three (K = 3) output signals are output during the set time (T2). Further, in the case of a rough road, an output signal of K = 8 is output as shown in FIG.

In step S8, an engine output reduction rate corresponding to the number of signals (K) counted in step S7 is calculated. In this case, as described above, the reduction rate of the engine output is determined based on the number of detections of the output signal of the fall sensor 206, that is, the frequency of vehicle shake. For example, as shown in FIG. 7, control is performed so that the output restriction amount increases in accordance with the shaking frequency.
It should be noted that the engine output decrease rate may be read in advance by providing a correction map corresponding to the number of signals (K).

  In step S9, engine output reduction control is executed at the rate determined in step S8, and after that, the process returns to step S1.

Here, a specific example when the engine output is controlled to decrease will be described. As an example of this control, for example, a method such as retarding the ignition timing of the engine, thinning out the ignition, thinning out the fuel supply, or performing throttle control (throttle throttling) is possible.
First, in the retard control of the ignition timing, the crankshaft position is detected by the CKP sensor 201, and the ignition timing of the ignition coil 210 and hence the spark plug is delayed using the detection signal of the CKP sensor 201. In that case, the amount of retardation is changed based on the number of times the output signal of the fall sensor is detected.

  In the ignition thinning-out control, the ignition is normally performed once every two rotations of the crank and therefore three times by the six rotations of the crank (four-cycle engine), but the ignition is thinned once, that is, ignited by the spark plug only twice in six rotations. To do. In that case, the number of thinnings is changed based on the number of detections of the output signal of the fall sensor 206.

  Further, the fuel thinning control can be dealt with by reducing the number of times of fuel injection from the injector 209 at a predetermined interval (usually injection once every two rotations of the crank). In this case, the number of fuel thinning is changed based on the number of times the output signal of the fall sensor is detected.

  Further, in throttle control (including the so-called sub-throttle specification), the throttle opening is detected by the throttle position sensor 202, and the throttle opening is reduced using the detection signal of the throttle position sensor 202.

  The above-described methods for controlling the engine output to be reduced can be used in combination with each other, in addition to the case where this method is executed alone. For example, the ignition timing may be used in combination with retarding and ignition thinning, and can be appropriately selected as necessary.

In this way, by detecting the vehicle shake, that is, the road surface state, based on the output signal of the fall sensor 206 and restricting the engine output, the vehicle can be properly traveled on a rough road without slipping. In that case, by changing the amount of regulation according to the degree of road surface roughness, it is possible to travel with the optimum driving force according to the road surface condition, and it is possible to realize extremely high traveling stability.
Further, in the device of the present invention, it is not necessary to separately prepare special sensors, control devices, etc., and this is particularly advantageous in terms of cost, vehicle weight, vehicle size and the like.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
For example, in the present embodiment, the FI-specific saddle type vehicle 10 has been described. However, the present invention can also be applied to a carburetor-specific vehicle by performing an ignition thinning operation.
Although the saddle riding type vehicle 10 described in the present embodiment can be said to be a typical example, the present invention can be suitably used for vehicles other than the saddle riding type vehicle, for example, motorcycles, snow vehicles, water buggies, and the like. it can.

1 is a side view of a straddle-type vehicle provided with a vehicle driving force control device of the present invention. It is a figure explaining the system configuration example which concerns on the driving force control apparatus of the vehicle of this invention. It is a front view explaining the structural example of the fall sensor which concerns on the driving force control apparatus of the vehicle of this invention. It is a figure which shows the example of the output signal of the fall sensor which concerns on the driving force control apparatus of the vehicle of this invention, respectively. It is a flowchart which shows the operation example of the driving force control apparatus of the vehicle of this invention. It is a figure which shows the example of the output signal of the fall sensor which concerns on the driving force control apparatus of the vehicle of this invention, respectively. It is a figure which shows the relationship between the frequency | count of detection of the output signal of the fall sensor (vehicle shaking frequency) which concerns on the driving force control apparatus of the vehicle of this invention, and the reduction rate of engine output.

Explanation of symbols

10 straddle type vehicle, 11 front wheel, 12 rear wheel, 13 steering device, 14 engine unit, 16 seat, 17 front fender, 18 rear fender, 19 fuel tank, 20 ECM, 21 air cleaner, 23 steering handle, 24 steering shaft, 25 Radiator, 26 Front cowl, 27 Meter panel, 29 Throttle body, 30 Exhaust pipe, 31 Muffler, 32 Substrate, 33 Weight piece, 34 Contacts, 201 CKP sensor, 202 Throttle position sensor, 203 Air pressure sensor, 204 Coolant temperature sensor, 205 Intake air temperature sensor, 206 Overturn sensor, 208 Differential lock switch, 209 Injector.

Claims (3)

A driving force control apparatus for a vehicle, comprising an engine control means for controlling the operating state of the engine and a fall detection means for detecting the fall state of the vehicle,
A fall determination means for determining that the vehicle is in a fall state when an output signal of the fall detection means is continuously detected for a predetermined time;
Rough road determination means for determining that the vehicle is in a rough road running state when an output signal of the fall detection means is detected intermittently a predetermined number of times in a predetermined time;
The vehicle driving force control device according to claim 1, wherein the engine control means reduces the engine output by a predetermined rate when the bad road determination means determines that the vehicle is traveling on a rough road.   2. The vehicle according to claim 1, wherein the engine control unit determines a reduction rate of the engine output based on the number of intermittent output signal detections of the fall detection unit by the rough road determination unit. Driving force control device.   The driving force of the vehicle according to claim 1 or 2, wherein the engine output reduction control is performed by any one of ignition timing retardation, ignition thinning, fuel thinning, and throttle opening, or a combination thereof. Control device.

Images