JP2013032754A5 - - Google Patents

Description

With the present invention, in addition to the third feature, a switch operating condition detecting means for detecting the on-off A peculiarity Sari switch, said selecting means, the power supply voltage is equal to or more than the first predetermined value Even if the sensor voltage is within the predetermined voltage range, the accessory switch is turned on from off by the switch operating state detecting means when the power supply voltage is less than a third predetermined value that is larger than the second predetermined value. The second traction control amount calculation means is selected in response to the detection of the occurrence of the second traction control amount and the second traction control amount calculation means until a predetermined time elapses after the accessory switch is turned on. The fourth feature is that the state in which is selected is maintained.

According to the first aspect of the present invention, a sensor driving voltage for supplying at least the front wheel speed sensor and the rear wheel speed sensor is generated from the output voltage of the battery, and the power supply voltage based on the output voltage of the battery or the sensor driving is generated. When the sensor voltage based on the voltage deviates from a predetermined voltage range set as a voltage range in which at least the front wheel speed sensor and the rear wheel speed sensor normally operate, the rotational acceleration of the engine calculated by the rotational acceleration calculating means The wheel slip state is judged based on the engine output control amount calculated based on the judgment result, and the detection value obtained by sensors such as the front wheel speed sensor and the rear wheel speed sensor due to insufficient power supply. Even if an abnormality occurs, the traction control based on the rotational acceleration of the engine is executed. Avoids your malfunction or interruption occurs, it is possible to satisfactorily retain the balance of the vehicle body.

According to the second feature of the present invention, when the power supply voltage drops below a first predetermined value corresponding to a voltage at which communication between the first and second control units is disabled, the rotation acceleration calculation means calculates the power supply voltage. The wheel slip state is determined based on the rotational acceleration of the engine, and the engine output is controlled by the engine output control amount calculated based on the determination result. Therefore, the wheel speed is transferred from the second control unit to the first control unit. Even if no is input, the traction control based on the rotational acceleration of the engine is executed, so that the malfunction or interruption of the traction control can be avoided and the balance of the vehicle body can be maintained well.

According to the third feature of the present invention, even if the power supply voltage is equal to or higher than the first predetermined value and the sensor voltage is in the predetermined voltage range, the second predetermined power supply voltage is greater than the first predetermined value. When the fluctuation amount per unit time of the power supply voltage exceeds the predetermined fluctuation amount on the voltage drop side, the wheel slip state based on the rotational acceleration of the engine is determined and the engine output calculated based on the determination result. Since the engine output is controlled by the control amount, before the traction control based on the wheel speed can be executed correctly, the traction control can be switched to the safe side to avoid the malfunction or interruption of the traction control. .

The traction control process in the first control unit 20 is executed according to the processing procedure shown in FIGS. 2 and 3. First, in step S1 of FIG. 2, the operating state of the engine is read and the next step S2 is performed. In step S3, the wheel speeds of the front wheels and the rear wheels input from the second control unit 37 are read, and in step S3, the functions of the rotational acceleration calculation means are performed to thereby rotate the engine based on the output of the crank angle sensor 27. The acceleration is calculated, and in step S4, the portion related to the traction control, that is, the engine control device 9, the antilock brake control device 10, the crank angle sensor 27, the front wheel speed sensor 44, and the rear wheel speed sensor 4 are calculated. Diagnose whether 5 etc. are normal.

In step S9, the power supply voltage is determined whether a large third predetermined value or more than the second predetermined value, the process proceeds to step S10 when the power supply voltage is less than the third predetermined value, the power supply voltage Is greater than or equal to the third predetermined value, the process bypasses step S10 and proceeds to step S11.

In step S12, it is determined whether or not the front wheel speed sensor 44 and the rear wheel speed sensor 45 are normal. If normal, the process proceeds to step S13. By the way, the abnormality diagnosis of the actual front wheel speed sensor 44 and the rear wheel speed sensor 45 is performed by the second control unit 37 of the antilock brake control device 10, and the front wheel speed sensor of the second control unit 37 is used. 44 and the rear wheel speed sensor 45 are passed through communication between the second control unit 37 and the first control unit 20, and the first control unit 20 transmits the front wheel speed sensor through the communication. 44 and whether the rear wheel speed sensor 45 is normal or not is determined. Also, when the first control unit 20 receives from the second control unit 37 an impossible wheel speed such as 400 km / h, or an impossible wheel speed fluctuation such as 40 km / h / 10 msec, It is determined that the wheel speed sensor 44 and the rear wheel speed sensor 45 are not normal.

In step S17, the performing PID feedback operation order to close the slip rate to the target slip rate computed updates the slip level value TCSRATE indicating the degree of adjustment of the engine output in step S15. By the way, the first control unit 20 has a map that determines the ignition timing for each gear position or cylinder, a map that determines the fuel supply amount for each cylinder, and a map that defines the target opening for driving the throttle motor 7. The slip level value TCSRATE is prepared in advance between the map in the normal engine operation state and the map in the traction control state. Each engine output control amount is determined by interpolating the map search value in the normal engine operation state and the map search value in the traction control state with the slip level value TCSRATE. .

That is, steps S5 to S13 determine the wheel slip state based on the wheel speed and the first traction control for controlling the engine output according to the determination result and the wheel slip state based on the engine rotational acceleration. At the same time, it serves as a selection means for selecting one of the second traction controls for controlling the engine output according to the determination result. Further, the above step S19 indicates that the control voltage becomes unstable because the selection of the first and second traction control is switched more than necessary because the power supply voltage shows a vibration waveform according to the operating state of the engine. In order to prevent this, it is a step for maintaining the state for a predetermined time when the second traction control is selected. Even if the selection means selects the first traction control, the predetermined time is determined in step S14. when it is confirmed that no elapsed will proceed from step S14 to step S20 of FIG.

In FIG. 3, steps S20 to S24 function as a second traction control amount calculation means to determine the wheel slip state based on the rotational acceleration calculated in step S3, and the engine corresponding to the determination result. As shown in FIG. 4 (b), the output control amount is calculated. In step S20, as shown in FIG. 4B, the engine rotational acceleration calculated in step S3 and the wheel slip threshold value corrected in learning in step S16 are used. acceleration was state which exceeds the wheel slip threshold determines that wheel slip state, in step S21, updates the level base value TCSBS corresponding to the rotational acceleration from previously prepared map in accordance with the gear position and the engine speed .

Next, the operation of this embodiment will be described. A sensor drive voltage for supplying at least the front wheel speed sensor 44 and the rear wheel speed sensor 45 is created from the output voltage of the battery 12, and the sensor voltage based on the sensor drive voltage is created. However, in a state where at least the front wheel speed sensor 44 and the rear wheel speed sensor 45 are out of a predetermined voltage range that is set as a normal operating voltage range, the wheel slip state is determined based on the rotational acceleration of the engine, and the determination is made. Since the engine output is controlled by the engine output control amount calculated based on the result, even if an abnormality occurs in detection values obtained by sensors such as the front wheel speed sensor 44 and the rear wheel speed sensor 45 due to power shortage, the engine rotation Traction control malfunctions and interruptions are caused by executing acceleration-based traction control. Avoiding the door, it is possible to hold the balance of the vehicle body favorably.

Communication between the first control unit 20 that executes traction control and the second control unit 37 that transmits the wheel speed to the first control unit 20 via the first and second communication circuits 25 and 42. When the power supply voltage based on the output voltage of the battery 12 falls below the first predetermined value corresponding to the voltage at which the engine becomes impossible, the wheel slip state is determined based on the rotational acceleration of the engine and is calculated based on the determination result Since the engine output is controlled by the engine output control amount, the traction control based on the rotational acceleration of the engine is executed even when the wheel speed is not input from the second control unit 37 to the first control unit 20. Thus, it is possible to avoid the malfunction and interruption of the traction control and to maintain a good balance of the vehicle body.

Further, even when the power supply voltage is equal to or higher than the first predetermined value and the sensor voltage is within the predetermined voltage range, the power supply voltage is less than a second predetermined value greater than the first predetermined value. When the fluctuation amount per unit time of the power supply voltage exceeds a predetermined fluctuation amount on the voltage lowering side, the wheel slip state based on the rotational acceleration of the engine is determined, and the engine output is controlled by the engine output control amount calculated based on the determination result. Therefore, before the traction control based on the wheel speed cannot be executed correctly, the traction control can be switched to the safe side to avoid the malfunction or interruption of the traction control.

Claims (1)

A peculiarity Sari includes a switch switch operating condition detecting means for detecting the on-off (14) (22), said selection means, the sensor voltage with the power supply voltage is equal to or more than the first predetermined value is the predetermined voltage range The accessory switch (14) is turned from OFF to ON by the switch operating state detection means (22) when the power supply voltage is less than the third predetermined value which is greater than the second predetermined value even if the power supply voltage is within the range. The second traction control amount calculation means is selected in response to the detection of the event, and the second traction control amount calculation is performed until a predetermined time elapses after the accessory switch (14) is turned on. 4. The traction control device for a motorcycle according to claim 3, wherein the selected state is maintained.

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