JP2011174417A - Engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine control device capable of quickly preventing abnormal running. <P>SOLUTION: The engine control device (10) includes a throttle grip (14) including a first throttle member (52) adapted to be energized in the closing direction to reduce the output of an engine (22) and to be set at an initial position where it cannot be further turned in the closing direction, a grip opening detecting part (62) for detecting the opening of the first throttle member (52), a second throttle member (54) fitted through the outer periphery of the first throttle member (52), and adapted to be energized against the first throttle member (52) in the opening direction and to be turnable in the closing direction beyond the first throttle member (52) set at the initial position, and an opening difference detecting part (70) for detecting the opening difference of the second throttle member (54) from the first throttle member (52), and an engine controller (12) for controlling an output reduction of the engine (22) or the stop of the engine (22) in accordance with the opening difference detected by the opening difference detecting part (70). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an engine control apparatus that controls an intake system of an engine such as a drive wire system.

  In Patent Document 1 shown below, in a drive-by-wire (DBW) type vehicle, when a failure occurs in an accelerator system or a throttle system, a technical idea of changing a control amount of a throttle valve according to a brake operation amount Is described. Thereby, abnormal running can be prevented.

JP-A-6-247188

  However, in the technical idea described in Patent Document 1 described above, since it takes time for the driver to operate the brake, it is desirable that the speed of the vehicle can be reduced by the accelerator operation itself in an emergency. On the other hand, since the accelerator operation is performed even during normal travel, it is necessary to distinguish from such a normal accelerator operation.

  Therefore, the present invention has been made in view of the conventional problems, and provides an engine control device that can quickly prevent abnormal running even when an abnormality occurs in an accelerator system or a throttle system. For the purpose.

  In order to achieve the above object, the invention according to claim 1 is a throttle valve that adjusts the amount of intake air to the engine (22) by opening and closing the intake passage according to the turning operation of the throttle grip (14). 20) and engine control means (12) for controlling the output of the engine (22), the throttle grip (14) is closed to reduce the output of the engine (22). The first throttle member (52) that is biased in the direction and set at an initial position that cannot be rotated further in the closing direction, and the first throttle rotated in the opening direction that increases the output of the engine (22) A grip opening degree detection unit (62) for detecting the opening degree of the member (52) and an outer periphery of the first throttle member (52) are inserted into the first throttle member (52). A second throttle member (54) that is biased in the opening direction and is rotatable in the closing direction with respect to an initial position of the first throttle member (52), and an outer periphery of the second throttle member (54) The first throttle member of the second throttle member (54) rotated in the closing direction by the throttle grip portion (56) fixed to the first throttle member (52) and the first throttle member (52) set at the initial position. An opening difference detector (70) for detecting an opening difference with respect to (52), wherein the engine control means (12) is based on the opening difference detected by the opening difference detector (70). Thus, output reduction control of the engine (22) or stop control of the engine (22) is performed.

  The invention according to claim 2 is the engine control device (10) according to claim 1, further comprising a throttle valve opening degree detector (40) for detecting an opening degree of the throttle valve (20), wherein the engine control The means (12) is configured such that a difference between the opening value detected by the grip opening degree detection unit (62) and the opening value detected by the throttle valve opening degree detection unit (40) is not less than a predetermined value, When the opening degree value detected by the throttle valve opening degree detection part (40) is larger than the opening degree value detected by the grip opening degree detection part (62), the opening degree difference detection part (70). Based on the opening degree difference detected by the above, the output reduction control or the stop control of the engine (22) is performed.

  According to a third aspect of the present invention, in the engine control device (10) according to the second aspect, the engine control means (10) includes an opening value detected by the grip opening degree detection unit (62) and the throttle. The opening degree difference between the opening degree value detected by the valve opening degree detection part (40) is not less than a predetermined value, and the opening degree value detected by the throttle valve opening degree detection part (40) is the grip opening degree. When it is smaller than the opening value detected by the detection unit (62), the opening / closing of the throttle valve (20) is fixed without performing the output reduction control of the engine (22) and the stop control of the engine (22). It is characterized by doing.

  According to a fourth aspect of the present invention, in the engine control device (10) according to the second aspect, the engine control means (12) includes the grip opening degree detection unit (62) or the throttle valve opening degree detection unit (40). If there is no change in the opening value detected by the predetermined number of times, the output reduction control of the engine (22) or the engine (based on the opening difference detected by the opening difference detection unit (70)) 22) stop control is performed.

  According to a fifth aspect of the present invention, in the engine control device (10) according to any one of the first to fourth aspects, the engine control means (12) is detected by the opening degree difference detection unit (70). The engine (22) is controlled to stop when the difference in opening is equal to or greater than a second threshold greater than the first threshold, and when the difference in opening is greater than the first threshold and smaller than the second threshold, the engine is opened. The output reduction control of the engine (22) is performed according to the degree difference.

  The invention according to claim 6 is the engine control device (10) according to any one of claims 1 to 5, wherein the first biasing member biases the first throttle member (52) in the closing direction. (60) and a second force greater than the biasing force of the first biasing member (60) biasing the second throttle member (54) in the opening direction with respect to the first throttle member (52). And an urging member (68).

  The invention according to claim 7 is the engine control device (10) according to any one of claims 1 to 6, wherein the first throttle member (52) and the second throttle member (54) are provided with the first throttle. A restriction means (76) for restricting movement of the second throttle member (54) in the opening direction relative to the member (52) is provided.

  According to an eighth aspect of the present invention, in the engine control device (10) according to the seventh aspect of the present invention, a projecting portion provided on one of the first throttle member (52) and the second throttle member (54) ( 84) and a restricting passage (86) for restricting the movement of the protruding portion (84) provided on the other of the first throttle member (52) and the second throttle member (54). The restriction passage (86) allows the protrusion (84) to move when the second throttle member (54) is operated in the closing direction with respect to the first throttle member (52). To do.

  The invention according to claim 9 is the engine control device (10) according to any one of claims 1 to 8, wherein the engine control device (10) is provided in a motorcycle, and the first throttle member ( 52), a hollow handlebar (50) is provided, and the opening degree difference detection section (70) is located on the inner side of the handlebar (50) and on the end side in the vehicle width direction of the motorcycle. It is characterized by being arranged in.

  The invention according to claim 10 is the engine control device (10) according to any one of claims 6 to 8, wherein the opening degree difference detection unit (70) and the second biasing member (68) are provided. It is characterized by being arranged on the same axis.

  According to an eleventh aspect of the present invention, in the engine control device (10) according to the tenth aspect, the opening degree difference detection unit (70) is disposed through the inside of the second urging member (68). It is characterized by that.

  According to the first aspect of the present invention, even when the driver makes an abnormal running in which the speed does not decrease even if the throttle grip is rotated in the closing direction, the driver can By operating the throttle grip so that the second throttle member rotates in the closing direction with respect to the member, the engine output can be reduced or stopped, so that abnormal running can be quickly performed with a series of throttle grip operations. It is possible to prevent the situation.

  According to the second aspect of the present invention, the difference between the opening value of the first throttle member and the opening value of the throttle valve is equal to or greater than a predetermined value, and the throttle valve is more than the opening value of the first throttle member. When the opening value is larger, engine output reduction control or engine stop control is performed, so when the driver is operating the throttle grip to decelerate the throttle valve opening value. Can perform engine output reduction control or engine stop control, and can prevent abnormal running conditions.

  According to the invention of claim 3, the difference between the opening value of the first throttle member and the opening value of the throttle valve is not less than a predetermined value, and the opening value of the throttle valve is the opening of the first throttle member. If the value is smaller than the value, the engine output reduction control or the engine stop control is prohibited. Therefore, when the driver operates the throttle grip to accelerate, the engine output reduction control or the engine stop control is not performed. The engine output reduction control or the engine stop control can be performed at a timing when the driver feels abnormal and tries to decelerate.

  According to the fourth aspect of the present invention, when there is no change in the opening value of the first throttle member or the opening value of the throttle valve detected a predetermined number of times, the opening degree difference detected by the opening degree difference detection. The engine output reduction control or the engine stop control is performed based on the above, so that when the grip opening degree detection unit fails, the first throttle member or (and) the throttle valve is stuck and does not move. Even if it exists, an engine output can be reduced or stopped appropriately.

  According to the fifth aspect of the present invention, when the difference in opening is equal to or greater than the second threshold greater than the first threshold, engine stop control is performed, and when the difference in opening is greater than the first threshold and smaller than the second threshold. Since the engine output reduction control is performed according to the opening difference, the engine output reduction control and the engine stop control can be performed according to the operation amount of the driver's throttle grip. The shock accompanying the stoppage can be reduced.

  According to the invention described in claim 6, the first urging member that urges the first throttle member in the closing direction and the second throttle member in the opening direction with respect to the first throttle member, Since the second urging member larger than the urging force of the first urging member is further provided, the second throttle member can be operated even when the throttle grip is closed during normal traveling. Can be made to follow the first throttle member, the difference in opening between the first throttle member and the second throttle member can be prevented, and the engine output can be reduced and the engine stop can be erroneously controlled. Can be prevented.

  According to the seventh aspect of the present invention, the first throttle member and the second throttle member are provided with the restricting means for restricting the movement of the second throttle member in the opening direction with respect to the first throttle member. When the throttle grip is operated to rotate the one throttle member in the opening direction, the second throttle member is interlocked with the first throttle member while the rotation of the second throttle member is restricted. It is possible to prevent a difference in opening between the two, and it is possible to prevent engine output reduction and erroneous control of engine stop.

  According to the invention described in claim 8, with a simple configuration, it is possible to prevent engine output reduction and erroneous control of engine stop, and to improve the accuracy of engine output reduction control and engine stop control. Can do.

  According to the ninth aspect of the present invention, a hollow handlebar is provided in the first throttle member, and the opening degree difference detection unit is located on the inner side of the handlebar and the end of the motorcycle in the vehicle width direction. Therefore, the sensor can be provided at a position close to the first throttle member and the second throttle member, and as a result, the detection accuracy of the opening degree difference can be improved. In addition, since the opening degree difference detection unit is provided in the space inside the hollow handlebar, the throttle grip can be downsized.

  According to the invention described in claim 10, since the opening degree difference detecting portion and the second urging member are arranged on the same axis, the detection error of the opening degree difference is reduced and the detection accuracy of the opening degree difference is improved. Can be made.

  According to the eleventh aspect of the present invention, since the opening degree difference detection unit is disposed through the inside of the second urging member, the space can be used effectively. Moreover, the opening degree difference detection part is protected by the second biasing member covering the opening degree difference detection part, and the protection function of the opening degree difference detection part can be enhanced.

1 is a schematic configuration diagram of an engine control device mounted on a motorcycle (including a motorbike). FIG. It is sectional drawing explaining the structure of a throttle grip. 3A is a cross-sectional view taken along the line III-III of the throttle grip shown in FIG. 2, and is a state cross-sectional view of the restricting means when no force in the rotational direction is applied to the throttle grip. FIG. 3B is a cross-sectional view of the throttle grip shown in FIG. 2 taken along line III-III, showing a state cross section of the restricting means when the second throttle member is rotated in the closing direction from the first throttle member set at the initial position. FIG. It is IV-IV sectional drawing of the control means shown to FIG. 3A. It is a flowchart which shows operation | movement of the controller of an engine control apparatus. It is a flowchart which shows operation | movement of the controller of an engine control apparatus.

  The engine control apparatus according to the present invention will be described in detail below with reference to the accompanying drawings by listing preferred embodiments.

  FIG. 1 is a schematic configuration diagram of an engine control device 10 mounted on a drive-by-wire type motorcycle (including a motorbike).

  The engine control device 10 is sucked into a controller 12, a handle 18 having a throttle grip 14 and a brake lever 16, a throttle valve 20 provided in an intake pipe, an engine 22, and a combustion chamber 24 of the engine 22. An injection (fuel injection device) 26 that injects fuel into the air and an ignition plug 28 that ignites the air-fuel mixture in the combustion chamber 24 of the engine 22 are provided.

  The injection 26 injects fuel into the air sucked through the throttle valve 20 provided in the intake pipe to generate an air-fuel mixture. When the generated air-fuel mixture flows into the combustion chamber 24 of the engine 22 and the air-fuel mixture ignited by the spark plug explodes, the engine 22 converts the exploded energy into power.

  The operation of the engine 22 will be briefly described. The air-fuel mixture generated when the intake valve 30 of the engine 22 is opened flows into the combustion chamber 24 (intake process). The piston 32 moves up and down in the cylinder 34. When the air-fuel mixture flows into the combustion chamber 24, the air-fuel mixture in the combustion chamber 24 is compressed by the piston 32 ascending (compression process). Thereafter, the spark plug 28 ignites the compressed air-fuel mixture, so that the air-fuel mixture explodes and the piston 32 descends while accelerating (combustion process). When the piston 32 rises again, the exhaust valve 36 is opened, and the combustion gas (exhaust gas) in the combustion chamber 24 is discharged (exhaust process).

  The throttle grip 14 has a structure that can be rotated by the driver, and the controller (engine control means) 12 controls the opening / closing of the throttle valve 20 via the actuator 38 according to the rotation of the throttle grip 14. The injection timing and injection time of the injection 26 are controlled, and the ignition timing of the spark plug 28 is controlled.

  The throttle valve 20 is opened and closed to adjust the amount of intake air to the engine 22. The throttle valve opening detection unit 40 detects the opening of the throttle valve 20. In the present embodiment, in order to facilitate understanding, the controller 12 assumes that the throttle valve 20 opens in proportion to the amount of rotation of the throttle grip 14, and the engine 22 changes in response to the opening of the throttle valve 20. The output will also increase.

  FIG. 2 is a cross-sectional view illustrating the configuration of the throttle grip 14. The throttle grip 14 is inserted into the hollow handle bar 50, the first throttle member 52 that is inserted into the outer periphery of the handle bar 50, and is rotatable independently of the handle bar 50, and the first throttle member 52. A second throttle member 54 that is rotatable independently of the first throttle member 52, a throttle grip portion 56 fixed to the outer periphery of the second throttle member 54, and a switch case 58 provided with a switch (not shown). Have

  The first throttle member 52 is urged in a closing direction to reduce the output of the engine 22 with respect to the switch case 58 by a spring (first urging member) 60 provided in the switch case 58. Set to position. The first throttle member 52 does not rotate in the closing direction from the initial position. A grip opening degree detection unit 62 that detects the opening degree of the first throttle member 52 is provided inside the switch case 58.

  The grip opening degree detection unit 62 includes a sensor 64 such as a hall element and a detected body 66. The detected body 66 is connected to a first throttle member 52, and the first throttle member 52 is rotated. Then, the detected body 66 rotates accordingly. The sensor 64 is fixed inside the switch case 58 and can detect the opening degree of the first throttle member 52 by detecting the rotational position of the detected object 66. The opening degree of the first throttle member 52 detected by the sensor 64 is sent to the controller 12.

  The second throttle member 54 is urged by a spring (second urging member) 68 in the opening direction to increase the engine output with respect to the first throttle member 52, and the second throttle member 54 is urged by the spring 68. The first throttle member 52 set at the initial position can move in the closing direction against the urging direction. The biasing force of the spring 68 is larger than the biasing force of the spring 60. An opening degree difference detection unit 70 that detects an opening degree difference between the first throttle member 52 and the second throttle member 54 is disposed on the inner side of the handlebar 50 and on the end side in the vehicle width direction. Further, the opening degree difference detection unit 70 is coaxial with the spring 68 and is disposed so as to penetrate the inside of the spring 68.

  The opening degree difference detection unit 70 includes a sensor 72 such as a potentiometer and a detected body 74. The sensor 72 is connected to the inside of the end of the first throttle member 52 in the vehicle width direction, and the detected body 74 is connected to the end of the second throttle member 54 in the vehicle width direction. Thereby, when the first throttle member 52 and the second throttle member 54 are rotated together, the sensor 72 and the detected body 74 are also rotated together. Is zero, but when only the second throttle member 54 is rotating, only the detected body 74 is rotated, so that the opening degree difference is detected by the sensor 72.

  Moreover, since the opening degree difference detection part 70 can be provided in the position close | similar to the 1st throttle member 52 and the 2nd throttle member, the detection precision of an opening degree difference can be improved. Further, since the opening difference detector 70 is provided through the inside of the spring 68, the efficiency of the space can be improved, and the spring 68 functions as a protective cover for the opening difference detector 70. The protection function of the opening difference detector 70 can be enhanced.

  The first throttle member 52 and the second throttle member 54 are provided with restricting means 76 for restricting movement of the second throttle member 54 in the opening direction with respect to the first throttle member 52. The restricting means 76 is a switch. It is provided inside the case 58.

  3 is a III-III cross-sectional view of the throttle grip 14 shown in FIG. FIG. 3A is a state sectional view of the restricting means 76 when no force in the rotational direction is applied to the throttle grip 14, and FIG. It is sectional drawing of the state of the control means 76 when the 2nd throttle member 54 is rotated. 4 is a IV-IV cross-sectional view of the regulating means 76 shown in FIG. 3A.

  The restricting means 76 is a superposition of a first member 80 and a second member 82 having a circular shape punched at the center. The first member 80 is the first throttle member 52, and the second member 82 is the second member 82. The second throttle member 54 is connected. The first member 80 is provided with a protruding portion 84 toward the second member 82, and the second member 82 has a restriction passage 86 that restricts the movement of the protruding portion 84. Here, in order to make the explanation easy to understand, the fact that the first throttle member 52 is set to the initial position means that the position of the protruding portion 84 comes to the position A.

  Although not shown, the first throttle member 52 is regulated by the handle bar 50 so that the protruding portion 84 does not move in the closing direction from the position A, and the first throttle member 52 is biased in the closing direction by the spring 60. Therefore, when the force in the rotational direction is not applied to the throttle grip 14, the protruding portion 84 is disposed at the position A. Further, since the second throttle member 54 is biased in the opening direction by the spring 68, the end 88 on the opposite side of the opening direction of the restriction passage 86 abuts on the protruding portion 84. As a result, the second throttle member 54 is restricted so as not to rotate further in the opening direction with respect to the first throttle member 52.

  When a closing force is applied to the throttle grip 14 in the state shown in FIG. 3A, the second throttle member 54 and the second member 82 rotate in the closing direction as shown in FIG. 86 also rotates in the closing direction. In other words, the second throttle member 54 rotates closer to the closing direction than the first throttle member 52 set at the initial position. As the second throttle member 54 rotates in the closing direction with respect to the first throttle member 52, the projecting portion 84 moves relative to the restriction passage. In the state shown in FIG. 3B, when the closing force applied to the throttle grip 14 is released, the second throttle member 54 returns to the state shown in FIG.

  On the other hand, when an opening force is applied to the throttle grip 14 in the state shown in FIG. 3A, the end portion 88 presses the protruding portion 84 in the opening direction, and the protruding portion 84 is pressed by the biasing force of the spring 60 in the closing direction. Since the end portion 88 is pressed, the first throttle member 52 and the second throttle member 54 are integrally rotated in the opening direction by the force in the opening direction applied to the throttle grip 14.

  When the opening force applied to the throttle grip 14 is released after the first throttle member 52 and the second throttle member 54 are moved in the opening direction, the first throttle member 52 is closed by the spring 60. It rotates in the closing direction by the urging force of the direction. When the first throttle member 52 rotates in the closing direction, the projecting portion 84 presses the end portion 88 in the closing direction, and the end portion 88 presses the projecting portion 84 in the opening direction by the spring 68, so the second throttle member 54. And the first throttle member 52 move together in the closing direction and return to the state shown in FIG. 3A.

  By making the urging force of the spring 68 larger than the urging force of the spring 60, the second throttle member 54 can follow the first throttle member 52 even when the throttle grip 14 is suddenly operated. it can. Further, by providing the restricting means 76, the first throttle member 52 and the second throttle member 54 are interlocked when the throttle grip is operated such that the first throttle member 52 moves in the opening direction side from the initial position. Therefore, the difference in opening can be prevented.

  Next, the operation of the controller 12 of the engine control apparatus 10 will be described with reference to the flowcharts of FIGS. In the present embodiment, in order to facilitate understanding, the controller 12 controls the opening / closing of the throttle valve 20 so that the opening value is the same as the opening value of the first throttle member 52.

  The controller 12 includes an opening value of the first throttle member 52, an opening value of the throttle valve 20 detected by the grip opening degree detection unit 62, the throttle valve opening degree detection unit 40, and the opening degree difference detection unit 70, and An opening degree difference between the first throttle member 52 and the second throttle member 54 is acquired (steps S1 to S3 in FIG. 5). The grip opening degree detection unit 62, the throttle valve opening degree detection unit 40, and the opening degree difference detection unit 70 are detected at predetermined intervals.

  Next, it is determined whether or not the difference between the opening value of the first throttle member 52 acquired in step S1 and the opening value of the throttle valve 20 acquired in step S2 is outside a predetermined range (step S4). ). Here, since the throttle valve 20 is controlled to be opened and closed by the controller 12 so as to have the same opening value as the opening value of the first throttle member 52, the throttle valve opening detecting unit 40 should not be out of order. If the throttle valve 20 is not stuck and does not move, the opening value of the first throttle member 52 detected by the grip opening degree detection unit 62 and the throttle valve detected by the throttle valve opening degree detection unit 40 The controller 12 controls the opening and closing of the throttle valve 20 so that the opening value of 20 becomes substantially the same.

  Therefore, when it is determined that the difference between the opening value of the first throttle member 52 and the opening value of the throttle valve 20 is not outside the predetermined range (is within the predetermined range), the grip opening degree detection unit 62 and When the throttle valve opening degree detection unit 40 is not broken down, the first throttle member 52 and the throttle valve 20 are not fixed, and when the grip opening degree detection unit 62 is broken down, the first throttle When the member 52 is fixed, the first throttle member 52 and the throttle valve 20 may be fixed together.

  When it is determined that the difference between the opening value of the first throttle member 52 and the opening value of the throttle valve 20 is within a predetermined range, the opening value of the first throttle member 52 acquired in the previous step S1 and the current step S1. Alternatively, it is determined whether or not there is a change in the opening value of the throttle valve acquired in the previous step S2 and the current step S2 (step S5).

  If it is determined in step S5 that there is no change in the opening value of the first throttle member 52 or the opening value of the throttle valve 20 between the previous time and the current time, the count value c is set to c + 1. That is, the count value c is incremented (step S6).

  Next, it is determined whether or not the current count value c is greater than or equal to a predetermined count value (step S7). If it is determined in step S7 that the current counter value c is smaller than the predetermined count value, the process returns to step S1, and if it is determined that the current counter value c is greater than or equal to the predetermined count value, the output of the engine 22 (engine output) ) Or to stop the engine 22, the process proceeds to step S8. When it is determined a predetermined number of times (the same number as the predetermined count value) that there is no change in the opening value of the first throttle member 52 or the opening value of the throttle valve 20 between the previous time and the current time, the grip opening degree detection unit 62 This is because it is considered that the first throttle member 52 is stuck, or (and) the throttle valve 20 is stuck.

  In step S8, it is determined whether or not the opening degree difference between the first throttle member 52 and the second throttle member 54 acquired in step S3 is larger than the first threshold value. Here, when the driver who is driving the motorcycle feels an abnormality in the motorcycle, the driver can move the throttle grip 14 in the closing direction so that the first throttle member 52 and the second throttle member 54 are moved. Make a difference in opening.

  After the throttle grip 14 is rotated in the closing direction and the first throttle member 52 is returned to the initial position, the throttle grip 14 is further rotated in the closing direction, so that only the second throttle member 54 is moved in the closing direction. Thus, an opening difference is created. When the first throttle member 52 is fixed, the opening degree difference can be made by moving the throttle grip 14 in the closing direction without returning the first throttle member 52 to the initial position.

  Further, the driver changes the amount of opening difference by changing the amount by which the throttle grip 14 is moved in the closing direction according to the abnormal situation. If the degree of abnormality is large and it is desired to stop immediately, the amount of rotation of the throttle grip 14 in the closing direction is increased. If the degree of abnormality is small and it is desired to continue running, the amount of rotation of the throttle grip 14 in the closing direction is reduced. Thereby, the magnitude | size of the opening degree difference detected by the opening degree difference detection part 70 changes.

  If it is determined in step S8 that the opening degree difference is not larger than the first threshold value, the process returns to step S1 and the above-described operation is repeated. The determination in step S8 is to determine whether or not an opening difference is created by the driver's intentional operation, and to prevent erroneous determination. On the other hand, if it is determined in step S8 that the opening degree difference is greater than the first threshold value, it is determined whether or not the opening degree difference is greater than or equal to the second threshold value (step S9). The second threshold is a value greater than the first threshold.

  When it is determined in step S9 that the opening degree difference is not equal to or greater than the second threshold, the engine output is reduced by performing fuel injection control of the injection 26 or ignition timing control of the spark plug 28 (step S10), Return to step S1. The fuel injection control includes control of fuel injection timing and fuel injection time.

  On the other hand, if it is determined in step S9 that the opening degree difference is equal to or greater than the second threshold value, the fuel injection is cut or the ignition is cut by controlling the injection 26 or the spark plug 28, and the engine 22 is stopped. Let That is, the engine 22 is stopped by not performing fuel injection or ignition (step S11), and the current counter value c is set to 0 (step S12). That is, the counter value is reset.

  On the other hand, if it is determined in step S5 that there is a change in the opening value of the first throttle member 52 or the opening value of the throttle valve 20 between the previous time and the current time, the current counter value c is set to 0 (step S13). Return to step S1. When there is a change in the opening value of the first throttle member 52 and the opening value of the throttle valve 20, it can be determined that the state is a temporary state due to constant speed travel, and the grip opening degree detection unit 62, the first throttle member This is because it is determined that there is no abnormality in 52 and the throttle valve 20.

  If it is determined in step S4 that the difference between the opening value of the first throttle member 52 and the opening value of the throttle valve 20 is outside the predetermined range, the process proceeds to step S14 in FIG. As described above, when it is determined that the difference between the opening value of the first throttle member 52 and the opening value of the throttle valve 20 is out of the predetermined range, The valve 20 can be fixed.

  In step S14, it is determined whether the opening value of the first throttle member 52 acquired in step S1 is smaller than the opening value of the throttle valve 20 acquired in step S2, and the opening of the first throttle member 52 is determined. If it is determined that the degree value is smaller than the opening value of the throttle valve 20, the process proceeds to step S8 in FIG. 5 in order to reduce the engine output or stop the engine 22. The reason is that when the opening value of the first throttle member 52 is smaller than the opening value of the throttle valve 20, the actual engine output depends on the turning operation of the throttle grip 14 in the opening direction of the driver. This is because the vehicle speed is higher than the speed intended by the driver because it is larger than the engine output.

  On the other hand, if it is determined in step S14 that the opening value of the first throttle member 52 is greater than or equal to the opening value of the throttle valve 20, the difference between the opening value of the first throttle member 52 and the opening value of the throttle valve 20 is determined. Then, the throttle valve 20 is fixed to the opening value of the throttle valve 20 when the value becomes out of the predetermined range (step S15), and the process returns to step S1. That is, the throttle valve 20 is fixed so that the throttle valve 20 will not open and close thereafter. The controller 12 can fix the throttle valve 20 by stopping the opening / closing control of the throttle valve 20. When the opening value of the first throttle member 52 is equal to or larger than the opening value of the throttle valve 20, the actual engine output is more than the engine output corresponding to the turning operation of the throttle grip 14 in the opening direction of the driver. This is because the vehicle speed is slower than the speed intended by the driver, and it is not necessary to reduce the engine output or stop the engine.

  The reason why the throttle valve 20 is fixed in step S15 will be described. When the throttle valve opening degree detection unit 40 is malfunctioning and the opening value of the first throttle member 52 acquired in step S1 is higher than the opening value of the throttle valve 20 acquired in step S2, Although the controller 12 controls the throttle valve 20 to open so that the opening value of the throttle valve 20 becomes the opening value of the first throttle member 52, the throttle valve opening detector 40 detects Since the opening value of the throttle valve 20 to be maintained remains constant, the controller 12 may continue to control to open the throttle valve 20. As a result, the vehicle body speed continues to accelerate against the speed intended by the driver. Therefore, by fixing the throttle valve 20, it is possible to prevent the vehicle body speed from becoming higher than the speed intended by the driver. Can do.

  As described above, when the driver determines that the vehicle travels abnormally, the throttle grip 14 is rotated in the closing direction, and the second throttle member 54 is moved in the closing direction with respect to the first throttle member 52 to open the opening. By making the difference, the output of the engine 22 is reduced or the engine 22 is stopped, so that an abnormal running state can be prevented by a series of operations of the throttle grip 14.

  In the above-described embodiment, output reduction control of the engine 22 or stop control of the engine 22 is performed based on the opening degree difference detected by the opening degree difference detection unit 70 only when a predetermined condition is satisfied. However, if the opening difference detector 70 detects the opening difference, the output reduction control of the engine 22 or the stop control of the engine 22 may be performed based on the opening difference. In this case, when the opening degree difference is acquired in step S3, the process immediately proceeds to step S8.

  In the above-described embodiment, the description has been made on the assumption that the engine control device can be installed in a drive-by-wire (DBW) type vehicle. However, the present invention is also applicable to a vehicle in which the throttle grip 14 and the throttle valve 20 are connected by a wire. be able to. For example, even if the first throttle member 52 is also fixed through the wire due to the throttle valve 20 being fixed, the second throttle member 54 is in the closing direction with respect to the first throttle member 52. Since it is movable, when the opening degree difference detection unit 70 detects the opening degree difference, the output reduction control of the engine 22 or the stop control of the engine 22 may be performed.

  In addition, the controller 12 controls the opening and closing of the throttle valve 20 so that the opening value of the first throttle member 52 becomes the opening value, but the opening value corresponding to the opening value of the first throttle member 52 is Control of opening / closing of the throttle valve 20 may be performed so as to be. In this case, in step S4 of FIG. 5, the opening value of the throttle valve 20 corresponding to the opening value of the first throttle member 52 acquired in step S1 and the opening value of the throttle valve 20 acquired in step S2 are predetermined. Determine if it is out of range. In step S14 of FIG. 6, is the opening value of the throttle valve 20 corresponding to the opening value of the first throttle member 52 acquired in step S1 smaller than the opening value of the throttle valve 20 acquired in step S2? Judge whether or not.

  As described above, the present invention has been described using the preferred embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the description of the scope of claims that embodiments with such changes or improvements can be included in the technical scope of the present invention. In addition, the reference numerals in parentheses described in the claims are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention. It is not construed as limiting.

DESCRIPTION OF SYMBOLS 10 ... Engine control apparatus 12 ... Controller 14 ... Throttle grip 16 ... Brake lever 18 ... Handle 20 ... Throttle valve 22 ... Engine 24 ... Combustion chamber 26 ... Injection 28 ... Spark plug 30 ... Intake valve 32 ... Piston 34 ... Cylinder 36 ... Exhaust Valve 38 ... Actuator 40 ... Throttle valve opening detector 50 ... Handle bar 52 ... First throttle member 54 ... Second throttle member 56 ... Throttle grip 58 ... Switch case 60, 68 ... Spring 62 ... Grip opening detector 64 72 ... Sensors 66, 74 ... Detected object 70 ... Opening difference detector 76 ... Restriction means 80 ... First member 82 ... Second member 84 ... Protrusion 86 ... Restriction passage 88 ... End

Claims (11)

A throttle valve (20) that opens and closes the intake passage to adjust the amount of intake air to the engine (22) according to the turning operation of the throttle grip (14), and engine control means that controls the output of the engine (22) (12) In an engine control device (10) comprising:
The throttle grip (14)
A first throttle member (52) that is biased in the closing direction to reduce the output of the engine (22) and is set at an initial position that cannot be rotated further in the closing direction;
A grip opening degree detector (62) for detecting the opening degree of the first throttle member (52) rotated in the opening direction to increase the output of the engine (22);
It is inserted into the outer periphery of the first throttle member (52), is urged in the opening direction with respect to the first throttle member (52), and is more than the initial position of the first throttle member (52). A second throttle member (54) rotatable in a closing direction;
A throttle grip portion (56) fixed to the outer periphery of the second throttle member (54);
An opening degree for detecting an opening degree difference of the second throttle member (54) rotated in the closing direction from the first throttle member (52) set at the initial position with respect to the first throttle member (52). A difference detector (70);
With
The engine control means (12) performs output reduction control of the engine (22) or stop control of the engine (22) based on the opening difference detected by the opening difference detector (70). An engine control device (10) characterized by the above. The engine control device (10) according to claim 1,
A throttle valve opening detector (40) for detecting the opening of the throttle valve (20);
The engine control means (12) is configured such that a difference between an opening value detected by the grip opening degree detection unit (62) and an opening value detected by the throttle valve opening degree detection unit (40) is not less than a predetermined value. When the opening degree value detected by the throttle valve opening degree detection part (40) is larger than the opening degree value detected by the grip opening degree detection part (62), the opening degree difference detection part The engine control device (10), wherein output reduction control or stop control of the engine (22) is performed based on the opening degree difference detected by (70). Engine control device (10) according to claim 2,
The engine control means (10) is configured such that a difference between an opening value detected by the grip opening degree detection unit (62) and an opening value detected by the throttle valve opening degree detection unit (40) is not less than a predetermined value. When the opening value detected by the throttle valve opening detection unit (40) is smaller than the opening value detected by the grip opening detection unit (62), the output of the engine (22) An engine control device (10) characterized by fixing the opening and closing of the throttle valve (20) without performing reduction control and stop control of the engine (22). Engine control device (10) according to claim 2,
The engine control means (12) detects the opening difference when there is no change in the opening value detected a predetermined number of times by the grip opening degree detector (62) or the throttle valve opening degree detector (40). An engine control device (10) that performs output reduction control of the engine (22) or stop control of the engine (22) based on the opening degree difference detected by the unit (70). In the engine control device (10) according to any one of claims 1 to 4,
The engine control means (12) performs stop control of the engine (22) when the opening degree difference detected by the opening degree difference detecting unit (70) is not less than a second threshold value that is greater than a first threshold value, The engine control device (10), wherein when the opening degree difference is larger than the first threshold value and smaller than the second threshold value, output reduction control of the engine (22) is performed according to the opening degree difference. In the engine control device (10) according to any one of claims 1 to 5,
A first biasing member (60) for biasing the first throttle member (52) in the closing direction;
A second biasing member (68) that biases the second throttle member (54) in the opening direction with respect to the first throttle member (52) and that is greater than the biasing force of the first biasing member (60). )When,
An engine control device (10), further comprising: In the engine control device (10) according to any one of claims 1 to 6,
Restricting means (76) for restricting movement of the second throttle member (54) in the opening direction relative to the first throttle member (52) to the first throttle member (52) and the second throttle member (54). ) Is provided. The engine control device (10), Engine control device (10) according to claim 7,
A protrusion (84) provided on one of the first throttle member (52) and the second throttle member (54);
A restriction passage (86) for restricting the movement of the protrusion (84), provided on either one of the first throttle member (52) and the second throttle member (54);
Have
The restriction passage (86) allows the protrusion (84) to move when the second throttle member (54) is operated in the closing direction with respect to the first throttle member (52). Control device (10). In the engine control device (10) according to any one of claims 1 to 8,
The engine control device (10) is provided in a motorcycle,
A hollow handlebar (50) is provided in the first throttle member (52),
The engine control device (10), wherein the opening difference detector (70) is disposed inside the handlebar (50) and on an end side in the vehicle width direction of the motorcycle. In the engine control device (10) according to any one of claims 6 to 8,
The engine control device (10), wherein the opening difference detector (70) and the second urging member (68) are arranged coaxially. Engine control device (10) according to claim 10,
The engine control device (10), wherein the opening degree difference detection unit (70) is disposed through the inside of the second urging member (68).

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