JP2011185107A - Engine control device for motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine control device for a motorcycle which enables safe straight-ahead running and drifting of a motorcycle. <P>SOLUTION: The device consists of an accelerator operation amount detector 3 which employs an electric throttle as a throttle for adjusting an intake air amount of an engine to detect an operation amount of an accelerator operated by a rider in order to indicate a valve opening degree of the electric throttle, a throttle control part which controls a drive amount of the electric throttle so as to change the valve opening degree in response to the operation amount detected by the accelerator operation amount detector, and a vehicle body inclination angle detector 2 which detects an inclination angle of a vehicle body. The throttle control part varies the characteristics of changes in the valve opening degree with respect to the operation amount of an accelerator in response to the inclination angle of a vehicle body detected by the vehicle body inclination angle detector. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for controlling an engine for a motorcycle.

  As is well known, a motorcycle includes a vehicle body having a front wheel as a steering wheel and a rear wheel as a drive wheel, and an engine mounted on the vehicle body for driving the rear wheel. In order to run a motorcycle safely, it is necessary to accurately control the engine according to the running state. For example, when the driver performs an accelerator opening operation (accelerator operation in the direction to open the throttle valve) in order to drive the motorcycle straight, if the engine (internal combustion engine) output suddenly increases, the front wheels will lift. (They float up) and the posture of the car body collapses, and in the worst case, there is a risk of falling. Therefore, when the motorcycle is driven straight, it is necessary to prevent the engine from generating more torque than the driver expected when the driver opens the accelerator. It is preferable to suppress the rise of the output torque of the engine when the is operated.

  In order to make a quick turn when traveling on a curve, a motorcycle driver sometimes performs drift traveling by tilting the vehicle body and intentionally sliding the rear wheels outward. The grip force of the rear wheel of the motorcycle changes depending on the inclination angle of the vehicle body, and becomes weaker as the inclination angle of the vehicle body increases. When a motorcycle runs on a curve, the accelerator is throttled in front of the curve to decelerate, and after entering the curve with the vehicle body tilted, the accelerator is opened and torque acting on the rear wheels (drive wheels) is applied. By increasing the speed, drifting can be performed by intentionally slipping the rear wheels.

  In order for a motorcycle to perform drift traveling, it is necessary to perform a delicate accelerator operation according to the traveling speed, the inclination angle of the vehicle body, the road surface conditions, and the like. When the accelerator opening operation is performed in order to cause the motorcycle to drift, if the engine output torque increases excessively, there is a risk that the rear wheel loses traction and slips greatly, and the vehicle body falls. In addition, when the motorcycle runs on a curve with the vehicle body tilted, the driver increases the output torque of the engine due to the opening operation of the accelerator in order to prevent the rear wheel from losing traction. The rear wheel cannot be slid as intended, and drifting cannot be performed.

  As a device for suppressing the slip of a motorcycle, a traction control device as shown in Patent Document 1 has been proposed. In this device, the rate of increase in the rotational speed of the engine is accumulated while the vehicle is running, and the wheel slip is detected by comparing the accumulated value with a predetermined threshold, and the engine is detected when wheel slip is detected. By retarding the ignition timing of the engine, the output torque of the engine is reduced to recover the traction.

  In Patent Document 2, when a motorcycle travels on a curve, a centrifugal force acting on the vehicle body is obtained from the inclination angle of the vehicle body, and an acceleration acting in the traveling direction of the vehicle body as a function of the centrifugal force is obtained. On the other hand, there is shown a control method for preventing the vehicle body from overturning by controlling so that the output of the engine does not exceed an allowable maximum value. In the control method disclosed in Patent Document 2, the position of the throttle valve of the engine is controlled when the engine output is limited.

JP 2008-64037 A JP 2004-99026 A

If the ignition timing of the engine is retarded, the combustion of the fuel taken into the combustion chamber can be restricted and the engine output can be reduced, but the fuel sucked into the engine combustion chamber cannot be burned completely. Therefore, it is inevitable that the amount of CO ₂ gas or NO ₂ gas in the exhaust gas of the engine increases. Therefore, the traction control device disclosed in Patent Document 1 is not preferable because it causes deterioration of engine exhaust gas.

  Further, in the traction control device disclosed in Patent Document 1, when the motorcycle is traveling straight ahead and the rear wheels are not slipping, the control for lowering the engine output does not work. When an operation for increasing the engine speed was performed, it was not possible to prevent a phenomenon in which the output of the engine suddenly increased against the driver's will.

  Further, since the traction control device disclosed in Patent Document 1 does not consider the tilt angle of the vehicle body, the traction when the grip force of the rear wheel changes depending on the tilt angle of the vehicle body, such as when drifting, is performed. Control cannot be performed accurately. In the case of the traction control device disclosed in Patent Document 1, when the driver tries to slide the rear wheel to perform drift traveling during cornering, the ignition timing of the engine is retarded and the engine output is reduced. Therefore, the rear wheel cannot be slid as intended, and the drift traveling cannot be performed smoothly.

  In the method disclosed in Patent Document 2, by performing control to limit the maximum value of the engine output according to the inclination angle of the vehicle body when traveling on a curve, the centrifugal force acting on the vehicle body exceeds the limit and the vehicle body falls down. However, if the engine output is limited during cornering, the rear wheels may not be able to slide as intended, and drift control may not be performed smoothly.

  Further, in the method disclosed in Patent Document 2, since the motorcycle is traveling straight ahead and the control for limiting the engine output is not performed when the vehicle body is not tilted, the driver sets the opening of the throttle valve. When the accelerator operation is performed in the increasing direction, the output of the engine suddenly increases against the driver's will and the front wheels may be lifted up.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine control device for a motorcycle that can accurately control the output of the engine according to the running state so that the motorcycle can run safely without deteriorating the exhaust gas of the engine. There is.

  A more specific object of the present invention is to prevent the posture of the vehicle body from collapsing by suppressing a sudden increase in engine output accompanying a throttle operation when traveling straight ahead without deteriorating the exhaust gas of the engine, An object of the present invention is to provide a control device for a motorcycle engine capable of performing traction control that enables smooth drift traveling and prevents the vehicle body from falling over during cornering.

  The present invention is directed to an engine control device for a motorcycle including a vehicle body having front and rear wheels, and an engine mounted on the vehicle body for driving the rear wheels and having an intake air amount adjusted by an electric throttle. And

  The electric throttle is composed of a throttle valve that is attached to an intake pipe of an engine and adjusts the amount of intake air, and an electric actuator that operates the throttle valve.

  In the present invention, an accelerator operation for detecting an operation amount (rotation angle) of an accelerator (for example, an accelerator grip) that is a member operated by a driver to indicate the valve opening of the electric throttle (the opening of the throttle valve). A throttle detector for controlling the electric throttle so that the valve opening degree of the electric throttle is a valve opening degree corresponding to the accelerator operation amount detected by the accelerator operation amount detector; A vehicle body inclination angle detector for detecting the inclination angle; The electric throttle and the throttle control unit constitute an electronically controlled throttle that adjusts the opening of the throttle valve in accordance with the amount of accelerator operation. In the present invention, the throttle control unit is configured to vary the correspondence between the accelerator operation amount and the electric throttle drive amount in accordance with the vehicle body inclination angle detected by the vehicle body inclination angle detector. .

  The driving amount of the electric throttle may be expressed by the opening degree of the throttle valve, and a parameter value having a relationship that is uniquely determined between the opening degree of the throttle valve (for example, the driving amount of an actuator that drives the throttle valve). It may be expressed as

  The vehicle body tilt angle can be defined in various ways. In this specification, the vehicle body tilt angle is defined as an angle formed by a plane perpendicular to the axis of the axle of the rear wheel of the motorcycle with respect to the vertical plane. And When the motorcycle is traveling straight ahead, the inclination angle of the vehicle body is almost zero, and when cornering, the vehicle body has a predetermined inclination angle. Accordingly, by looking at the inclination angle of the motorcycle body, it is possible to grasp the traveling state such as whether the motorcycle is traveling straight or cornering. In the present invention, by varying the correspondence between the accelerator operation amount and the electric throttle drive amount in accordance with the inclination angle of the vehicle body, the engine output relative to the accelerator operation amount in accordance with the running state of the motorcycle. Change the characteristics. With this configuration, the motorcycle can be safely driven by accurately controlling the engine output in accordance with the running state of the vehicle without deteriorating the exhaust gas of the engine as in the case of the method of controlling the ignition timing. Can be made.

  For example, when a motorcycle is traveling straight ahead and the lean angle of the vehicle body is small, the accelerator operation amount and the electric motor are set so that the intake air amount does not increase rapidly with respect to the increase in the accelerator operation amount. By setting a correspondence relationship with the drive amount of the throttle, it is possible to prevent the engine output from increasing more than the driver expects and the front wheels from being lifted.

  In addition, when a motorcycle leans its body and enters a corner, it can be judged whether or not it is in a situation where it is possible to safely drift from the tilt angle of the body, and drift traveling is possible. In such a case, the rate of change of the valve opening to the change in the amount of operation of the accelerator is increased so that the engine output is increased in response to the operation of the accelerator. By setting the corresponding relationship with the driving amount of the vehicle, it is possible to cause the vehicle to drift by slipping the rear wheel at the driver's will.

  In addition, when the motorcycle enters the corner and the tilt angle of the vehicle body is too large and the vehicle body may fall over, the valve opening corresponding to each operation amount of the accelerator is limited to a small value, and the valve opening By limiting the rate of increase of the intake air amount when operating the accelerator to the side where the engine is increased, the amount of operation of the accelerator is set so that the engine output does not increase greatly even if the accelerator is opened. By setting the correspondence relationship with the driving amount of the electric throttle, the output of the engine can be reduced and the gripping force of the rear wheels can be recovered, so that the vehicle body can be prevented from falling.

  According to the present invention, by changing the correspondence between the accelerator operation amount and the electric throttle drive amount in accordance with the lean angle of the vehicle body, the traction control can be performed by adapting the engine output to the traveling state. Therefore, the traction control can be performed without deteriorating the exhaust gas of the engine as in the case of controlling the ignition timing of the engine.

  The throttle control unit is configured to cause the vehicle to travel straight without lifting the front wheels, with the correspondence between the accelerator operation amount and the electric throttle drive amount when the vehicle body tilt angle is less than the first determination angle. When the vehicle body tilt angle is between the first determination angle and the second determination angle set to be larger than the first determination angle, the accelerator operation amount and the electric throttle drive amount are set in a suitable relationship. And the correspondence relationship between the accelerator operation amount and the electric throttle drive amount when the vehicle body inclination angle exceeds the second determination angle, In order to make the relationship suitable for maintaining the grip force of the rear wheels, the correspondence between the accelerator operation amount and the electric throttle drive amount differs depending on the vehicle body inclination angle detected by the vehicle body inclination angle detector. I will It can be configured to.

  The first determination angle is set to be equal to or less than a lower limit value of a vehicle body inclination angle when the motorcycle performs drift running. The second determination angle is set to the upper limit value of the range of the tilt angle of the vehicle body capable of drifting.

  The throttle control unit is a table that provides a correspondence relationship between the accelerator operation amount and the electric throttle drive amount, and a first table used when the vehicle body inclination angle is less than the first determination angle, and the vehicle body inclination. A second table used when the angle is between the first determination angle and the second determination angle, and a third table used when the inclination angle of the vehicle body exceeds the second determination angle A table for storing the throttle drive amount, and a table stored in the table for storing the throttle drive amount in accordance with the inclination angle of the vehicle body detected by the vehicle body inclination angle detector. Throttle drive amount calculation table determining means for determining a table used for calculating the drive amount, accelerator operation amount detected by the accelerator operation amount detector, and throttle drive Throttle drive amount calculation means for calculating the drive amount of the electric throttle corresponding to the detected accelerator operation amount using the table determined by the calculation table determination means, and drive for which the drive amount of the electric throttle is calculated It can be set as the structure provided with the throttle drive part which drives an electric throttle so that it may become quantity.

  The throttle control unit also includes a map storage means for storing a throttle drive amount calculation map that gives a relationship among a vehicle body inclination angle, an accelerator operation amount, and an electric throttle drive amount, and a throttle drive amount calculation map. A throttle drive amount calculating means for calculating the drive amount of the electric throttle with respect to the vehicle body tilt angle detected by the vehicle body tilt angle detector and the accelerator operation amount detected by the accelerator operation amount detector; Also, a configuration including a throttle driving unit that drives the electric throttle so that the driving amount of the electric throttle is set to the calculated driving amount may be employed.

  As described above, when the lean angle of the vehicle body is less than the first determination angle, the correspondence relationship between the accelerator operation amount and the electric throttle drive amount is suitable for performing straight traveling without lifting the front wheels. The relationship between the accelerator operation amount and the electric throttle drive amount when the vehicle body inclination angle is between the first determination angle and the second determination angle set larger than the first determination angle. The correspondence is suitable for drifting. When the vehicle body inclination angle exceeds the second determination angle, the correspondence between the accelerator operation amount and the electric throttle drive amount is To make the relationship suitable for maintaining the grip force, the correspondence between the accelerator operation amount and the electric throttle drive amount is made different according to the vehicle body inclination angle detected by the vehicle body inclination angle detector. Then, go straight Traction control that prevents the body posture from collapsing by preventing the engine output from suddenly increasing due to throttle operation at the time, and enabling smooth drift driving and cornering of the vehicle body during cornering Can be performed without deteriorating the exhaust gas.

  As described above, in the present invention, the inclination angle of the vehicle body that reflects the running state of the motorcycle is detected, and the correspondence relationship between the accelerator operation amount and the electric throttle drive amount is detected according to the detected inclination angle. The engine output characteristics with respect to the amount of accelerator operation can be changed according to the running state of the motorcycle without deteriorating the exhaust gas of the engine. Accordingly, the output of the engine can be accurately controlled to allow the motorcycle to travel safely.

  According to the invention described in any one of claims 2 to 4 of the present application, when the vehicle is traveling straight ahead, the output of the engine is prevented from abruptly increasing with the throttle operation to prevent the body posture from being collapsed. Thus, traction control that enables smooth drift traveling and prevents the vehicle body from overturning can be performed without deteriorating exhaust gas.

It is the block diagram which showed schematically the structure of embodiment of this invention. FIG. 2 is a chart showing a table used when calculating the drive amount of the electric throttle in the embodiment of FIG. 1. FIG. It is the flowchart which showed the algorithm of the program which makes a microprocessor perform in order to comprise the principal part of embodiment of FIG. It is a graph which shows an example of the relationship between the accelerator operation amount of an electric throttle, intake air amount, and throttle valve opening. It is the graph which showed an example of the relationship between the accelerator operation amount employ | adopted in embodiment of this invention, and the actual drive amount of a throttle valve. It is the block diagram which showed schematically the structure of other embodiment of this invention. 7 is a chart showing an example of the configuration of a throttle drive amount calculation map used in the embodiment of FIG. 6. It is the flowchart which showed the algorithm of the program which makes a microprocessor perform in order to comprise the principal part of embodiment of FIG.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows the configuration of a first embodiment of the present invention. In FIG. 1, 1 is an electric throttle that adjusts the intake air amount of the engine, and 2 is a vehicle body tilt that detects the tilt angle of the vehicle body of a motorcycle. An angle detector 3 is an accelerator operation amount detector that detects an operation amount of an accelerator such as an accelerator grip that is operated by a driver to indicate the opening degree of a throttle valve, and 4 is detected by a vehicle body inclination angle detector 2. This is an electronic control unit (ECU) that controls the electric throttle 1 according to the tilt angle of the vehicle body and the accelerator operation amount detected by the accelerator operation amount detector 3.

  The electric throttle 1 is composed of a throttle valve mounted in an intake pipe of an engine and an electric actuator that operates the throttle valve using a motor or the like as a drive source. A butterfly valve is often used as a throttle valve. When the relationship between the accelerator operation amount and the throttle valve opening is set to a linear relationship such as the straight line a in FIG. 4, the relationship between the accelerator operation amount and the intake air amount is expressed by the curve b in FIG. Does not have a linear relationship. When an electric throttle having such characteristics is used, the intake air amount of the engine suddenly increases when the accelerator operation is started, so that the engine output suddenly increases and the front wheels are lifted up. There is a risk that the attitude of the.

  In the present invention, the inclination angle of the vehicle body is detected, the traveling state of the motorcycle is determined from the detected inclination angle, and the characteristic that gives the relationship between the accelerator operation amount and the engine output is adapted to the determined traveling state. The correspondence relationship between the accelerator operation amount and the driving amount of the electric throttle is changed in accordance with the inclination angle of the vehicle body so as to achieve the above characteristics. The vehicle body inclination angle detector 2 detects an angle formed by a plane perpendicular to the axis of the axle of the rear wheel of the motorcycle with respect to the vertical plane as the vehicle body inclination angle. As the vehicle body tilt angle detector, for example, a well-known device composed of an acceleration sensor attached to the vehicle body and a calculation means for calculating the vehicle body tilt angle from the output of the acceleration sensor can be used.

  The accelerator operation amount detector 3 generates an electric signal proportional to the operation amount of an accelerator that is a member operated by the driver to indicate the opening degree of the throttle valve. When an accelerator grip is used as the accelerator, the accelerator operation amount detector 3 can be configured by a displacement sensor (for example, a potentiometer) that detects the rotation angle of the accelerator grip.

  The electronic control unit (ECU) 4 includes a microprocessor and constitutes various functional blocks necessary for controlling the engine by causing the microprocessor to execute a predetermined program. The ignition timing control block for controlling the ignition timing, the fuel injection control block for controlling the fuel injection timing and the fuel injection amount of the fuel injection device for supplying fuel to the engine, etc. are configured in software, and the ignition device for igniting the engine A hardware circuit such as an ignition circuit that constitutes a main part of the fuel injector and an injector driving circuit that drives an injector of the fuel injection device is incorporated. In FIG. 1, these illustrations are omitted.

  In the present embodiment, in addition to the above-described components, the ECU 4 includes a throttle drive amount calculation table storage unit 401, a throttle drive amount calculation table determination unit 402, a throttle drive amount calculation unit 403, and a throttle drive unit. 404.

  The throttle drive amount calculation table storage means 401 includes a plurality of throttle drive amount calculation tables (a set of accelerator operation amounts and electric throttle drive amounts used for calculating the drive amount of the electric throttle with respect to the accelerator operation amount. This is a means for storing a correspondence table) in a nonvolatile memory such as a ROM or an EEPROM.

  In the present embodiment, as the throttle drive amount calculation table, the first table used when the vehicle body inclination angle is less than the first determination angle, and the vehicle body inclination angle are the first determination angle and the second determination angle. And a third table used when the vehicle body inclination angle exceeds the second determination angle. These tables are used for calculating the throttle drive amount. Stored by the table storage unit 401.

  The throttle drive amount calculation table determination means 402 calculates the drive amount of the electric throttle from the tables stored in the throttle drive amount calculation table storage means in accordance with the vehicle body inclination angle detected by the vehicle body inclination angle detector. This is a means for determining a table to be used.

  The throttle drive amount calculation means 403 uses the accelerator operation amount detected by the accelerator operation amount detector 3 and the table determined by the throttle drive amount calculation table determination means 402 to determine the detected accelerator operation amount. It is a means for calculating the driving amount of the corresponding electric throttle.

  The throttle drive unit 404 is means for driving the electric throttle so that the drive amount of the electric throttle is the calculated drive amount.

  The driving amount of the electric throttle is calculated as a value of a valve opening degree of the electric throttle (throttle valve opening degree) or a parameter having a unique relationship with the valve opening degree (for example, driving amount of an actuator for driving the throttle valve). can do. When a throttle sensor for detecting the opening of the throttle valve is provided, the drive amount is calculated as the valve opening. When a sensor for detecting the displacement amount of the actuator output shaft is provided, the drive amount is calculated as the displacement amount of the actuator output shaft. In the present embodiment, the driving amount of the electric throttle is calculated as the valve opening of the electric throttle.

  For example, the throttle driving unit 404 controls the drive current supplied to the actuator so that the deviation between the valve opening detected by the throttle sensor and the valve opening calculated as the driving amount of the electric throttle is zero. Can be configured.

  The first to third tables are configured as shown in FIG. 2, for example. In each table shown in FIG. 2, A is the accelerator operation amount when the valve opening is maximized (the operation amount from the accelerator position when the minimum value of the valve opening is indicated). Is shown as 100. B shows the drive amount (valve opening) of the electric throttle with the maximum valve opening being 100.

  FIG. 5 shows the relationship between the accelerator operation amount and the actual drive amount of the electric throttle when the drive amount of the electric throttle is calculated with respect to the accelerator operation amount using the first table to the third table. . In FIG. 5, curve a shows the relationship between the accelerator operation amount and the actual drive amount of the electric throttle obtained when the drive amount of the electric throttle is calculated with respect to the accelerator operation amount using the first table. The curve b shows the relationship between the accelerator operation amount and the actual drive amount of the electric throttle obtained when the drive amount of the electric throttle is calculated with respect to the accelerator operation amount using the second table. Curve c shows the relationship between the accelerator operation amount and the actual drive amount of the electric throttle obtained when the driving amount of the electric throttle is calculated with respect to the accelerator operation amount using the third table. .

  The first table is a throttle drive amount calculation table used when the inclination angle of the vehicle body is less than the first determination angle (when the motorcycle is traveling straight ahead). As is apparent from FIG. Table 1 shows that when the driving amount of the electric throttle is calculated with respect to the accelerator operation amount using this table, the intake air amount corresponds to the change in the operation amount of the accelerator opening operation on the low opening side of the valve. It is created so as to obtain characteristics that do not increase rapidly.

  The second table is used when the inclination angle of the vehicle body is between the first determination angle and the second determination angle set to be larger than the first determination angle (a motorcycle enters the curve by tilting the vehicle body). In this state, the second table is a throttle drive amount calculation table that is used when the vehicle body tilt angle is within a range where drift travel is possible. When the drive amount is calculated, the ratio of change in the intake air amount with respect to the change in the accelerator operation amount increases on the low opening side of the valve, and the characteristic that the engine output increases in response to the accelerator operation is obtained. Has been created.

  Further, the third table has a possibility that the tilt angle of the vehicle body exceeds the second determination angle (the tilt angle of the motorcycle body is too large, the grip force of the rear wheel is lost, and the vehicle body may fall down). This third table is a throttle drive amount calculation table for use in the case of calculating the drive amount of the electric throttle with respect to the accelerator operation amount using this table. Limiting the opening to a smaller value and limiting the rate of increase of the intake air when the accelerator is operated to increase the valve opening, so that the engine output does not increase greatly even when the accelerator is opened. It is created so that characteristics can be obtained.

  The first determination angle gives a lower limit of the range of the vehicle body tilt angle necessary for enabling drift traveling, and the second determination angle is an upper limit of the range of the vehicle body tilt angle capable of drift traveling. Is to give. If the output of the engine is increased and the rear wheel slips in a state where the inclination angle of the vehicle body exceeds the second determination angle, the grip force of the rear wheel is lost and the vehicle body falls. The first determination angle and the second determination angle are experimentally determined.

  Among the above components, the throttle drive amount calculation table determining means 402, the throttle drive amount calculation means 403, and a part of the throttle drive unit 404 are configured by causing a microprocessor to execute a predetermined program. . FIG. 3 shows an example of an algorithm of an electric throttle drive control process that is executed by the microprocessor of the ECU in order to configure these components. This process is incorporated into a task process that repeats a series of tasks in a predetermined order, and is executed each time a predetermined timing arrives.

  When the processing of FIG. 3 starts, first, in step 101, the vehicle body inclination angle detected by the vehicle body inclination angle detector 3 is read (by detecting the vehicle body inclination angle), and the detected vehicle body inclination angle is calculated. It is determined whether or not the angle is less than the first determination angle. As a result, if the detected tilt angle of the vehicle body is less than the first determination angle, the first table is selected as the throttle drive amount calculation table in step 102 and the process proceeds to step 103. In step 103, the accelerator operation amount detected by the accelerator operation amount detector 3 is read, and the process proceeds to step 104. In step 104, the driving amount (valve opening) of the electric throttle corresponding to the detected accelerator operation amount is calculated using the accelerator operation amount read in step 103 and the first table selected in step 102. In step 105, a drive current is supplied to the actuator of the electric throttle so that the drive amount of the electric throttle is the calculated drive amount (so that the valve opening of the throttle valve is the calculated opening).

  If it is determined in step 101 that the vehicle body inclination angle is not less than the first determination angle, the process proceeds to step 106, and whether or not the vehicle body inclination angle is between the first determination angle and the second determination angle. Determine. As a result, when it is determined that the tilt angle of the vehicle body is between the first determination angle and the second determination angle, the second table is selected as the throttle drive amount calculation table in step 107 and then step 103 is performed. Proceed to In step 103, the accelerator operation amount detected by the accelerator operation amount detector 3 is read, and the process proceeds to step 104. In step 104, the driving amount (valve opening) of the electric throttle corresponding to the detected accelerator operation amount is calculated using the accelerator operation amount detected in step 103 and the second table selected in step 106. In step 105, a driving current is supplied to the actuator of the electric throttle so that the driving amount of the electric throttle is the calculated driving amount.

  In step 101, it is determined that the inclination angle of the vehicle body is not less than the first determination angle. In step 106, the inclination angle of the vehicle body is not between the first determination angle and the second determination angle (from the second determination angle). Is also larger), the third table is selected at step 108 and the process proceeds to step 103. At this time, after the accelerator operation amount detected by the accelerator operation amount detector 3 is read in step 103, detection is performed using the accelerator operation amount detected in step 104 and the third table selected in step 107. The driving amount (valve opening degree) of the electric throttle corresponding to the accelerator operation amount thus calculated is calculated, and a driving current is supplied to the actuator of the electric throttle so that the driving amount of the electric throttle is set to the calculated driving amount in step 105. .

  In the case of the algorithm shown in FIG. 3, the throttle drive amount calculation table determining unit 402 is configured by steps 101, 102, 106, 107, and 108, and the throttle drive amount calculation unit 403 is configured by step 104. Further, the throttle driving unit 404 is configured by the step 105 and a circuit (not shown) for supplying a driving current to the electric throttle. Then, a throttle drive amount calculation table storage unit 401, a throttle drive amount calculation table determination unit 402, a throttle drive amount calculation unit 403, and a throttle drive unit 404 are used to determine the drive amount of the electric throttle as an accelerator operation amount detector. The throttle control unit is configured to control the electric throttle so that the driving amount corresponds to the accelerator operation amount detected by the above.

  In the above embodiment, the first to third tables are provided as the electric throttle drive amount calculation tables, but more tables can be provided as the electric throttle drive amount calculation tables. For example, the range of tilt angles in which drift travel is possible may be divided into a plurality of ranges, and different electric throttle drive amount calculation tables (second tables) may be prepared for the respective tilt angle ranges. .

  With the above configuration, when the vehicle body tilt angle is less than the first determination angle, the correspondence between the accelerator operation amount and the electric throttle drive amount can be made to travel straight without lifting the front wheels. As a relationship suitable for the vehicle, it is possible to safely run straight ahead.

  Further, when the vehicle body inclination angle is between the first determination angle and the second determination angle set to be larger than the first determination angle, the correspondence relationship between the accelerator operation amount and the electric throttle drive amount As a relationship suitable for performing drift traveling, it is possible to cause drift traveling by slipping the rear wheel at the driver's will.

  When the tilt angle of the vehicle body exceeds the second judgment angle, the vehicle body falls over with the correspondence relationship between the accelerator operation amount and the drive amount of the electric throttle as a relationship suitable for maintaining the grip force of the rear wheel. Can be prevented.

  FIG. 6 shows a configuration example of the second embodiment of the present invention. In the first embodiment, a plurality of throttle drive amount calculation tables (first to third tables in the above example) corresponding to different inclination angles of the vehicle body are provided, and throttles used for calculating the drive amount of the electric throttle The driving amount calculation table is selected according to the tilt angle of the vehicle body, but in the second embodiment shown in FIG. 6, the tilt angle of the vehicle body, the operation amount of the accelerator, and the driving amount of the electric throttle Using the throttle drive amount calculation map (three-dimensional map) that gives the relationship between the vehicle body tilt angle detected by the vehicle body tilt angle detector and the accelerator operation amount detected by the accelerator operation amount detector Then, the drive amount of the electric throttle is calculated.

  In the present embodiment, the ECU 4 is provided with a throttle drive amount calculation map storage means 401 ′, a throttle drive amount calculation unit 403 ′, and a throttle drive unit 404 ′.

  Here, the throttle drive amount calculation map storage means 401 ′ is a non-volatile throttle drive amount calculation map that gives the relationship among the vehicle body inclination angle, the accelerator operation amount, and the electric throttle drive amount. The throttle drive amount calculation unit 404 ′ is a means for storing in a memory, and uses the throttle drive amount calculation map to detect the vehicle body inclination angle detected by the vehicle body inclination angle detector and the accelerator operation amount detector. It is means for calculating the drive amount of the electric throttle with respect to the detected accelerator operation amount. Also in this case, the throttle drive unit 404 ′ supplies a drive current to the actuator of the electric throttle so that the drive amount of the electric throttle is the calculated drive amount.

  A throttle drive amount calculation map that gives the relationship among the vehicle body inclination angle, the accelerator operation amount, and the electric throttle drive amount is configured as shown in FIG. 7, for example. The numerical value of the electric throttle drive amount in the chart shown in FIG. 7 indicates that the drive amount when the valve opening of the electric throttle is maximized is 100.

  FIG. 8 shows a flowchart showing an example of an algorithm of processing executed by the microprocessor of the ECU 4 in order to constitute part of the throttle drive amount calculation unit 403 ′ and the throttle drive unit 404 ′ in the present embodiment.

  When the processing shown in FIG. 8 starts, first, at step 201, the vehicle body inclination angle detected by the vehicle body inclination angle detector 3 is read (the vehicle body inclination angle is detected), and at step 202, the accelerator operation amount detector 3 is read. The accelerator operation amount detected by is read. Next, at step 203, a map is searched for the vehicle body tilt angle detected by the vehicle body tilt angle detector and the accelerator operation amount detected by the accelerator operation amount detector to calculate the drive amount of the electric throttle. In step 204, a drive current is supplied to the actuator of the electric throttle so that the drive amount of the electric throttle is the calculated drive amount (so that the valve opening of the throttle valve is the calculated opening).

  In the case of the algorithm shown in FIG. 8, a throttle drive amount calculation unit 403 ′ is configured by steps 201 to 203, and throttle drive is performed by step 204 and a circuit (not shown) for supplying a drive current to the electric throttle. Part 404 'is configured. Further, the throttle drive amount calculation map storage means 401 ′, the throttle drive amount calculation unit 403 ′, and the throttle drive unit 404 ′ convert the drive amount of the electric throttle into the accelerator operation amount detected by the accelerator operation amount detector. A throttle control unit is configured to control the electric throttle so as to achieve a corresponding drive amount.

According to the present invention, by changing the correspondence relationship between the accelerator operation amount and the electric throttle drive amount in accordance with the inclination angle of the vehicle body, the engine operation amount with respect to the accelerator operation amount is determined in accordance with the traveling state of the motorcycle. By changing the output characteristics, it is possible to increase the safety of traveling of the motorcycle, so that the added value of the motorcycle can be increased. Further, since means for retarding the ignition timing is not used as means for changing the output of the engine, it is possible to prevent the exhaust gas from the engine from deteriorating, and to meet the demand for reducing CO ₂ emissions. .

DESCRIPTION OF SYMBOLS 1 Electric throttle 2 Car body inclination angle detector 3 Accelerator operation amount detector 4 ECU
401 Throttle drive amount calculation table storage means 401 'Throttle drive amount calculation map storage means 402 Throttle drive amount calculation table determination means 403, 403' Throttle drive amount calculation section 404, 404 'Throttle drive section

Claims (4)

An engine control device for a motorcycle, comprising: a vehicle body including front wheels and a rear wheel; and an engine mounted on the vehicle body for driving the rear wheel and having an intake air amount adjusted by an electric throttle,
An accelerator operation amount detector that detects an operation amount of an accelerator operated by a driver to indicate a valve opening degree of the electric throttle, and an accelerator that detects the drive amount of the electric throttle by the accelerator operation amount detector A throttle control unit that controls the electric throttle so as to have a driving amount corresponding to the operation amount; and a vehicle body inclination angle detector that detects an inclination angle of the vehicle body,
The throttle control unit is configured to vary the correspondence between the operation amount of the accelerator and the driving amount of the electric throttle according to the inclination angle of the vehicle body detected by the vehicle body inclination angle detector. ,
An engine control device for motorcycles. The throttle control unit determines whether the accelerator operation amount and the electric throttle drive amount correspond to each other when the inclination angle of the vehicle body is less than a first determination angle, and travels straight without lifting the front wheels. The accelerator operation when the vehicle body tilt angle is between the first determination angle and a second determination angle set larger than the first determination angle. The correspondence between the amount and the driving amount of the electric throttle is a relationship suitable for causing drift travel, and when the tilt angle of the vehicle body exceeds the second determination angle, the operation amount of the accelerator and the In order to make the correspondence relationship with the driving amount of the electric throttle suitable for maintaining the grip force of the rear wheel, the acceleration of the accelerator is determined according to the inclination angle of the vehicle body detected by the vehicle body inclination angle detector. That is configured to vary the relationship between the work amount and the drive amount of the electric throttle,
The engine control device for a motorcycle according to claim 1. The throttle control unit
As a table for giving a correspondence relationship between the accelerator operation amount and the electric throttle drive amount, the first table used when the vehicle body inclination angle is less than the first determination angle, and the vehicle body inclination angle are A second table used when the angle is between the first determination angle and the second determination angle; and a third table used when an inclination angle of the vehicle body exceeds the second determination angle; Throttle drive amount calculation table storage means for storing
Throttle drive for determining a table to be used for calculating the drive amount of the electric throttle from among the tables stored in the throttle drive amount calculation table storage means according to the tilt angle of the vehicle body detected by the vehicle body tilt angle detector. A quantity calculation table determination means;
Using the accelerator operation amount detected by the accelerator operation amount detector and the table determined by the throttle drive amount calculation table determining means, the drive amount of the electric throttle corresponding to the detected accelerator operation amount Throttle drive amount calculation means for calculating
A throttle driving unit that drives the electric throttle so that the driving amount of the electric throttle is the calculated driving amount;
The engine control device for a motorcycle according to claim 2, comprising: The throttle control unit
Map storage means for storing a throttle drive amount calculation map that gives a relationship among the tilt angle of the vehicle body, the operation amount of the accelerator, and the drive amount of the electric throttle;
Using the throttle drive amount calculation map, the electric throttle is driven with respect to the vehicle body tilt angle detected by the vehicle body tilt angle detector and the accelerator operation amount detected by the accelerator operation amount detector. Throttle drive amount calculating means for calculating the amount;
A throttle driving unit that drives the electric throttle so that the driving amount of the electric throttle is the calculated driving amount;
The engine control device for a motorcycle according to claim 2, comprising:

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