JP2016222209A - Driving control device and driving control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve applicability of a driving control device and a driving control method, with which driving of a vehicle body is controlled on the basis of a gradient value of a road surface, to a motorcycle.SOLUTION: The driving control device is incorporated in a motorcycle and comprises a control part for executing driving control of a vehicle body, on the basis of a gradient value θ of a road surface to be traveled by the vehicle body, that is obtained from a detection signal of an acceleration sensor provided in the vehicle body and acceleration speed of the vehicle body in a travel direction obtained from wheel speed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an operation control device and an operation control method.

  2. Description of the Related Art Some operation control devices for motorcycles (motorcycles or motorcycles) include various sensors for assisting driving. For example, the operation control device includes an acceleration sensor and a gradient sensor used to acquire a gradient value of a road surface (see, for example, Patent Document 1). For example, the acceleration sensor is a standard equipment for motorcycles, and is used for various purposes such as determination of whether or not the motorcycle is stopped.

JP 2011-230667 A

  In the operation control device described in Patent Document 1, a gradient sensor is provided separately from the acceleration sensor in order to acquire the gradient value of the road surface. However, when such an operation control device is incorporated in a motorcycle, generally, the operation control device is incorporated into the motorcycle due to the fact that the motorcycle body is smaller than a vehicle body such as an automobile. It may become impossible to secure the mounting space.

  The present invention has been made against the background of the above problems, and improves the applicability of a driving control device and a driving control method for controlling driving of a vehicle body based on a slope value of a road surface to a motorcycle. It is an object.

  An operation control apparatus according to the present invention is an operation control apparatus incorporated in a motorcycle, and includes an acceleration sensor provided on a vehicle body, a detection signal of the acceleration sensor, and an acceleration in a traveling direction of the vehicle body obtained from a wheel speed. And a control unit that executes operation control of the vehicle body based on a slope value of a road surface on which the vehicle body travels, obtained from the above.

  The driving control method according to the present invention is a motorcycle driving control method, using a detection signal of an acceleration sensor provided in a vehicle body and acceleration in the traveling direction of the vehicle body obtained from wheel speed, A gradient value acquisition step of acquiring a gradient value of a road surface on which the vehicle body travels, and an operation control step of executing operation control of the vehicle body based on the gradient value.

  In the operation control device and the operation control method according to the present invention, it is possible to acquire a road surface gradient value without using a gradient sensor. For this reason, it becomes possible to prevent the installation space for the operation control device from being secured in the motorcycle, and the applicability to the motorcycle is improved.

It is a figure which shows typically a mode that the motorcycle containing the operation control apparatus which concerns on embodiment of this invention is drive | working the flat ground. 1 is a schematic configuration diagram of a hydraulic control system including an operation control device according to an embodiment of the present invention. It is a figure which shows typically the motorcycle which drive | works an uphill road surface. FIG. 4 is a vector diagram schematically showing the gravitational acceleration g and the magnitude of each acceleration component for the motorcycle shown in FIG. 3. FIG. 4 is a vector diagram when the acceleration of the motorcycle shown in FIG. 3 is large. It is a figure which shows typically the state in which the front wheel of the motorcycle which drive | works an uphill road surface is floating. It is a figure which shows typically the state where the rear-wheel of the motorcycle which drive | works a road surface of a downward slope is floating. It is explanatory drawing of a mode that noise is superimposed on the detection signal of an acceleration sensor. FIG. 2 is a functional block diagram of various sensors, a control unit, and various actuators included in the hydraulic pressure control system illustrated in FIG. 1. It is a functional block diagram of a control part of an operation control device concerning an embodiment of the invention. It is a figure which shows an example of the time change of the acceleration component aVeh resulting from the acceleration component aX in the advancing direction of a vehicle body, and acceleration / deceleration. It is explanatory drawing of the gradient value after the control part of the operation control apparatus which concerns on embodiment of this invention performed a filter process. It is a figure which shows an example of the time change of the acceleration component aVeh resulting from the acceleration component aX in the advancing direction of a vehicle body, and acceleration / deceleration. It is explanatory drawing of the gradient value computed using the information acquired before the control part of the driving | running control apparatus which concerns on embodiment of this invention raises to a wheel. It is an example of the control flow of the driving | running control apparatus which concerns on embodiment of this invention. This is a control flow different from that in FIG. 15, and is a control flow in the case where the road gradient value θ is not calculated when the wheel is lifted.

Hereinafter, an operation control device and an operation control method according to the present invention will be described with reference to the drawings. The configuration, operation, and the like described below are examples, and the operation control device and the operation control method according to the present invention are not limited to such configuration, operation, and the like. For example, the operation control apparatus and the operation control method according to the present invention may perform operations other than brake control.
Moreover, in each figure, illustration of a detailed part is simplified or abbreviate | omitted suitably. In addition, overlapping descriptions are simplified or omitted as appropriate.

Embodiment.
<Overall configuration of hydraulic pressure control system 100>
FIG. 1 is a diagram schematically illustrating a state in which a motorcycle 200 including an operation control device 1 according to the present embodiment is traveling on a flat ground. FIG. 2 is a schematic configuration diagram of the hydraulic control system 100 including the operation control device 1 according to the present embodiment.
The hydraulic control system 100 includes an operation control device 1 that is mounted on a motorcycle 200 and that generates braking force on wheels W (front wheels 20 and rear wheels 30).
The motorcycle 200 is a combination of the wheel W, the vehicle body B, and the operation control device 1. The vehicle body B includes all of the motorcycle 200 excluding the operation control device 1 and the wheels W. In the present embodiment, the motorcycle 200 is described as being a motorcycle. However, the present invention is not limited to this, and a motorcycle may be used.

  The motorcycle 200 includes a front wheel 20 and a rear wheel 30, and a handle lever 24 and a foot pedal 34 that are operated by a user or the like who operates the motorcycle. When the handle lever 24 is operated, the braking force of the front wheel 20 changes, and when the foot pedal 34 is operated, the braking force of the rear wheel 30 changes.

  The hydraulic control system 100 includes a front wheel hydraulic circuit C1 through which brake fluid used for generating braking force of the front wheels 20 flows, and a rear wheel hydraulic circuit through which brake fluid used for generating braking force of the rear wheels 30 flows. And C2.

The hydraulic control system 100 includes a front brake cylinder 21 attached to a front wheel 20, a front wheel cylinder 22 in which a front brake piston (not shown) for moving the front brake pad 21 is slidably provided, and a front wheel cylinder. And a brake fluid pipe 23 connected to 22.
The hydraulic pressure control system 100 includes a first master cylinder 25 attached to the handle lever 24, a first reservoir 26 for storing brake fluid, and a brake fluid pipe 27 connected to the first master cylinder 25. . The first master cylinder 25 is slidably provided with a master cylinder piston (not shown). When the handle lever 24 is operated, the master cylinder piston in the first master cylinder 25 moves.

The hydraulic control system 100 includes a rear brake pad 31 attached to the rear wheel 30, a rear wheel cylinder 32 in which a rear brake piston (not shown) for moving the rear brake pad 31 is slidably provided, and a rear wheel. A brake fluid pipe 33 connected to the cylinder 32 is provided.
The hydraulic pressure control system 100 includes a second master cylinder 35 attached to the foot pedal 34, a second reservoir 36 for storing brake fluid, and a brake fluid pipe 37 connected to the second master cylinder 35. . The second master cylinder 35 is provided with a master cylinder piston (not shown) so as to be slidable. When the foot pedal 34 is operated, the master cylinder piston in the second master cylinder 35 moves.

<Description of Configuration of Operation Control Device 1>
The operation control device 1 includes an internal flow path 4 through which brake fluid flows, a pump device 2 used to convey the brake fluid in the internal flow path 4 to the first master cylinder 25 and the second master cylinder 35 side, And a control valve 3 that can be freely opened and closed provided in the hydraulic circuit C1 and the rear wheel hydraulic circuit C2. The regulating valve 3 includes a first pressure increasing valve 3A and a first pressure reducing valve 3B, and a second pressure increasing valve 3C and a second pressure reducing valve 3D. The adjustment valve 3 is an electromagnetic valve provided with a solenoid, for example.
The operation control device 1 also includes a control unit 7 that controls the opening and closing of the regulating valve 3 and the like. In addition, a part or all of the control unit 7 may be configured by, for example, a microcomputer, a microprocessor unit, or the like, may be configured by an updatable component such as firmware, and a command from the CPU or the like. It may be a program module executed by.
Further, the operation control device 1 includes a detection unit 8 that outputs a detection signal to the control unit 7. The detection unit 8 includes a first pressure sensor 8A and a second pressure sensor 8B provided in the internal flow path 4, a front wheel speed sensor 8C and a rear wheel speed sensor 8D used to calculate the acceleration of the vehicle body B, And an acceleration sensor 8E provided in B (see FIG. 9).

  The operation control device 1 includes various ports P connected to corresponding fluid pipes such as the brake fluid pipe 23. The operation control device 1 also includes a float restrictor 5 that regulates the flow rate of the brake fluid flowing through the internal flow path 4 and an accumulator 6 that can store the brake fluid.

  In the following description, the speed of both or one of the front wheels and the rear wheels may be referred to as a wheel speed, and both or one of the front wheel speed sensor 8C and the rear wheel speed sensor 8D may be referred to as a wheel speed sensor WS.

The internal flow path 4 includes a first internal flow path 4A that constitutes a part of the front wheel hydraulic circuit C1, and a second internal flow path 4B that constitutes a part of the rear wheel hydraulic circuit C2.
The first internal flow path 4A is provided with a first pressure increasing valve 3A, a first pressure reducing valve 3B, a first pressure sensor 8A, and the like. The first internal flow path 4A is connected to the brake fluid pipe 23 and the brake fluid pipe 27 via the port P. The second internal flow path 4B is provided with a second pressure increasing valve 3C, a second pressure reducing valve 3D, a second pressure sensor 8B, and the like. The second internal flow path 4B is connected to the brake fluid pipe 33 and the brake fluid pipe 37 via the port P.

  The pump device 2 includes, for example, a drive mechanism 2A that can be configured by a DC motor or the like, and two pump elements 2B that are given drive force by the drive mechanism 2A. The drive mechanism 2 </ b> A includes a stator, a rotor, and the like, and the number of rotations is controlled by the control unit 7. One pump element 2B is used for conveying brake fluid in the front wheel hydraulic circuit C1, and is provided in the first internal flow path 4A. The other pump element 2B is used for conveying brake fluid in the rear wheel hydraulic circuit C2, and is provided in the second internal flow path 4B.

  The controller 7 controls the operation of the vehicle body B based on the detection value of the acceleration sensor 8E and the acceleration in the traveling direction of the vehicle body B obtained from the wheel speed, and the gradient value of the road surface on which the vehicle body B travels. Run. Here, the operation control includes, for example, the rotational speed of the drive mechanism 2A of the pump device 2 and the opening / closing of the regulating valve 3.

<Basic Acquisition Method of Road Surface Gradient Value in Control Unit 7>
FIG. 3 is a diagram schematically showing a motorcycle that travels on an uphill road surface. FIG. 4 is a vector diagram schematically showing the gravitational acceleration g and the magnitude of each acceleration component for the motorcycle shown in FIG. In FIG. 3, the motorcycle 200 is traveling while accelerating an uphill road surface. With reference to FIG.3 and FIG.4, the basic acquisition method of the gradient value of the road surface in the control part 7 is demonstrated.

  The acceleration component aX in the traveling direction of the vehicle body B obtained from the detection signal of the acceleration sensor 8E is an acceleration component aVeh caused by acceleration / deceleration in the traveling direction of the vehicle body B and an acceleration component aSlope caused by the road surface gradient value θ. Can be regarded as Japanese. Therefore, the control unit 7 can estimate the acceleration component aSlope caused by the road surface gradient value θ by the calculation of the equation (1). The acceleration component aVeh resulting from acceleration / deceleration can be obtained as a differential value of the wheel speed. For example, the control unit 7 calculates the wheel speed from the detection signal of the wheel speed sensor WS, and calculates the differential of the calculated wheel speed. The value is an acceleration component aVeh resulting from acceleration / deceleration. It should be noted that the acceleration component aSlope caused by the road surface gradient value θ has a positive value during traveling uphill and a negative value during traveling downhill.

[Equation 1]
aSlope = aX−aVeh (1)

  Then, the control unit 7 can obtain the road surface gradient value θ by calculating Equation (2) using the acceleration component aSlope caused by the road surface gradient value θ. The road surface gradient value θ is a positive value when traveling on an uphill road and a negative value while traveling on a downhill road.

[Equation 2]
θ = arcsin (aSlope / g) (2)

  FIG. 5 is a vector diagram when the acceleration of motorcycle 200 shown in FIG. 3 is large. FIG. 6 is a diagram schematically showing a state in which the front wheels 20 of the motorcycle 200 traveling on an ascending road surface are floating. FIG. 7 is a diagram schematically illustrating a state in which the rear wheel 30 of the motorcycle 200 traveling on a downhill road surface is lifted. FIG. 8 is an explanatory diagram showing the noise N superimposed on the detection signal of the acceleration sensor 8E.

A waveform L1 in FIG. 8 shows a state of the detection signal of the acceleration sensor 8E when the noise N is superimposed on the detection signal of the acceleration sensor 8E and the filter has a small noise attenuation.
A waveform L2 shows a state of a detection signal of the acceleration sensor 8E when a filter having a larger amount of noise attenuation than the filter according to the waveform L1 is passed.
A waveform L3 shows a state of a detection signal of the acceleration sensor 8E when the filter having a larger amount of noise attenuation than the filter according to the waveform L2 is passed.
The smaller the noise attenuation, the higher the followability of the acceleration sensor 8E to the detection signal, but the detection signal is more difficult to stabilize.
The greater the noise attenuation, the lower the tracking performance of the acceleration sensor 8E with respect to the detection signal, but the easier it is to stabilize the detection signal.

  For example, when the motorcycle 200 suddenly accelerates or decelerates, the detection signal of the acceleration sensor 8E swings up and down and becomes unstable. This is because noise N is superimposed on the detection signal of the acceleration sensor 8E due to sudden acceleration or deceleration of the motorcycle 200.

  That is, when the noise N is superimposed on the detection signal of the acceleration sensor 8E, the difference (acceleration component aSlope) shown in FIG. 5 is larger than the difference (acceleration component aSlope) shown in FIG. Here, the difference means a difference between the acceleration component aX and the acceleration component aVeh. Therefore, the road slope value θ calculated from the difference (acceleration component aSlope) shown in FIG. 5 is larger than the road slope value θ calculated from the difference (acceleration component aSlope) shown in FIG. That is, when the gradient value θ is calculated from the difference (acceleration component aSlope) shown in FIG. 5, the actual road gradient is larger than when the road gradient value θ is calculated from the difference (acceleration component aSlope) shown in FIG. It will be estimated.

  Therefore, the control unit 7 has a function of changing the degree of the filter in order to suppress the influence of the noise N. The operation will be described in detail later.

Further, as shown in FIGS. 6 and 7, in the motorcycle 200, the front wheel 20 or the rear wheel 30 may be lifted. For example, if the motorcycle 200 suddenly increases the speed while traveling on an ascending road surface, the front wheels 20 are likely to rise. Further, when the motorcycle 200 decelerates rapidly while traveling on a downhill road surface, the rear wheel 30 is likely to lift.
When the front wheel 20 or the rear wheel 30 of the motorcycle 200 is lifted, a large noise N is superimposed on the signal from the acceleration sensor 8E. Further, when the front wheel 20 or the rear wheel 30 of the motorcycle 200 is lifted, the error component of the acceleration component aVeh obtained from the wheel speed increases. The control unit 7 performs an operation specific to such a case. These operations will be described in detail later.

  For convenience of explanation, the case where the detection signal of the acceleration sensor 8E swings up is taken as an example. However, when the detection signal of the acceleration sensor 8E swings down, the control unit 7 may change the degree of the filter.

<Configuration Example of Control Unit 7>
FIG. 9 is a functional block diagram of various sensors, the control unit 7, and various actuators provided in the hydraulic pressure control system 100 shown in FIG. FIG. 10 is a functional block diagram of the control unit 7 of the operation control apparatus 1 according to the present embodiment. With reference to FIG.9 and FIG.10, the structural example of the control part 7 is demonstrated.

  The control unit 7 calculates the slope value θ of the road surface on which the vehicle body B travels based on the input unit 7A that receives the signal from the detection unit 8 and the signal from the detection unit 8, and controls the opening and closing of the adjustment valve 3 and the like. It includes a processor unit 7B that executes and a storage unit 7C that stores various data.

(Input unit 7A)
The input unit 7A is configured by a circuit including an input circuit that receives a signal from the detection unit 8, for example. The signal received at the input unit 7A is output to the processor unit 7B.
The input unit 7A includes a filter that attenuates the noise N superimposed on the detection signal output from the acceleration sensor 8E. That is, the road surface gradient value θ calculated by the processor unit 7B is a value acquired in a state where a filter process for attenuating the noise N is performed.

  The filter can be constituted by a circuit that attenuates noise N superimposed on the signal, for example. As the circuit, for example, a low-pass filter circuit or the like can be employed according to the frequency band of the noise N to be superimposed. The filter includes a first filter, a second filter that attenuates noise N more than the first filter, and a third filter that attenuates noise N more than the second filter.

  For example, this filter has a characteristic represented by the following expression (3). Here, the signal after passing through the filter is set to xF (t), the signal after filtering obtained immediately before is set to xF (t−1), the signal before passing through the filter is set to x, and the filter coefficient is set to C. Yes.

[Equation 3]
xF (t) = xF (t−1) + C × (x−xF (t−1)) (3)

  When the acceleration of the motorcycle 200 is larger than the first reference value aMax and smaller than the second reference value aMin, a larger noise N is superimposed on the detection signal of the acceleration sensor 8E. Therefore, the control unit 7 attenuates the noise N more than the first filter in at least one of the case where the acceleration of the vehicle body B being accelerated is larger than the first reference value aMax and the case where the acceleration is smaller than the second reference value aMin. A large second filter is used. On the other hand, when the acceleration of the vehicle body B being accelerated is larger than the second reference value aMin and smaller than the first reference value aMax, the control unit 7 reduces the first noise N less than the second filter. Use a filter.

  Here, as described above, the determination regarding the acceleration of the vehicle body B during acceleration is performed with respect to the filtering process of the input unit 7A. As the acceleration of the vehicle body B during acceleration, the acceleration in the traveling direction of the vehicle body B obtained from the wheel speed may be used. Thereby, since the control part 7 can calculate the acceleration of the vehicle body B under acceleration with high accuracy, it can grasp the magnitude of the noise N with high accuracy and switch to a filter more suitable for attenuation of noise. Can do.

Further, in the filtering process of the input unit 7A, when the front wheel 20 or the rear wheel 30 is lifted, a filter having a large attenuation of the noise N is used compared to a filter used when the lift is not generated. .
That is, when the front wheel 20 or the rear wheel 30 is lifted, the noise N superimposed on the acceleration sensor 8E is larger than when the front wheel 20 or the rear wheel 30 is not lifted. Therefore, when the front wheel 20 or the rear wheel 30 is lifted, the control unit 7 uses the third filter in which the attenuation of the noise N is larger than that of the second filter.

In the present embodiment, the configuration in which the control unit 7 allows the detection signal output from the acceleration sensor 8E to pass through the filter is described as an example. However, the road surface gradient value θ in which the noise N is attenuated is obtained. As long as it is possible, other modes may be used.
For example, the control part 7 may be configured to allow the detection signals of both the acceleration sensor 8E and the wheel speed sensor WS to pass through the filter. Alternatively, the road surface gradient value θ may be temporarily calculated, and the road surface gradient value θ may be acquired by passing the temporarily calculated road surface gradient value θ through a filter.

(Processor unit 7B)
The processor unit 7B includes a calculation unit T1 and an actuator control unit T2. The calculation unit T1 includes a vehicle body acceleration calculation unit 7B1, a determination unit 7B2, a filter switching unit 7B3, a gradient calculation unit 7B4, and an operation control execution unit 7B5. The processor unit 7B can be configured by, for example, a microcontroller.

  The vehicle body acceleration calculation unit 7B1 calculates the acceleration of the vehicle body B based on the detection signal of the wheel speed sensor WS. The gradient calculation unit 7B4 calculates the gradient value θ of the road surface based on the acceleration calculated by the vehicle body acceleration calculation unit 7B1 and the detection signal of the acceleration sensor 8E.

The determination unit 7B2 determines whether or not the acceleration of the vehicle body B during acceleration is larger than the first reference value aMax, and whether or not the acceleration of the vehicle body B during deceleration is smaller than the second reference value aMin. It is determined whether or not. The determination unit 7B2 uses the acceleration calculated by the vehicle body acceleration calculation unit 7B1 as the acceleration of the vehicle body B during acceleration.
Further, the determination unit 7B2 determines whether or not the front wheel 20 or the rear wheel 30 is lifted. The lift determination of the front wheel 20 or the rear wheel 30 can be performed using the acceleration calculated by the vehicle body acceleration calculation unit 7B1. For example, the determination unit 7B2 determines that the front wheel 20 is lifted when the acceleration of the vehicle body B being accelerated is greater than a front wheel levitation reference value that is greater than the first reference value aMax. Further, the determination unit 7B2 determines that the rear wheel 30 is lifted when the acceleration of the vehicle body B during deceleration is smaller than the rear wheel levitation reference value that is smaller than the second reference value aMin.
The lift determination of the front wheel 20 or the rear wheel 30 can also be performed using a detection signal of the wheel speed sensor WS. For example, if the determination unit 7B2 determines that the rotational speed of the front wheel 20 is smaller than a preset value as compared with the rotational speed of the rear wheel 30, the determination unit 7B2 determines that the front wheel 20 is lifted. Further, when the determination unit 7B2 determines that the rotational speed of the rear wheel 30 is smaller than a preset value as compared with the rotational speed of the front wheel 20, the determination unit 7B2 determines that the rear wheel 30 is lifted.

  The filter switching unit 7B3 switches between the first filter, the second filter, and the third filter based on the determination result of the determination unit 7B2.

  When the filter is used, the gradient calculation unit 7B4 receives the detection signal of the acceleration sensor 8E that has passed through the filter and the acceleration of the vehicle body B calculated by the vehicle body acceleration calculation unit 7B1. That is, the gradient calculation unit 7B4 receives the detection signal of the acceleration sensor 8E, and acquires the acceleration component aX in the traveling direction of the vehicle body B obtained from the detection signal of the acceleration sensor 8E. Further, the acceleration calculated by the vehicle body acceleration calculation unit 7B1, that is, the acceleration component aVeh resulting from acceleration / deceleration is input. Then, the slope value θ of the road surface on which the vehicle body B travels is calculated by the calculations of the equations (1) and (2).

In the case where the front wheel 20 or the rear wheel 30 is lifted, the control unit 7 has been described by way of example using the third filter, but is not limited thereto. When the front wheel 20 or the rear wheel 30 is lifted, the control unit 7 does not acquire the gradient value or acquires the gradient value using information acquired before the lift occurs. Also good. That is, when the front wheel 20 or the rear wheel 30 is lifted, it is assumed that the calculation accuracy of the road gradient value θ cannot be secured even if a filter is used.
Therefore, the control unit 7 may not calculate the slope value θ of the road surface when the front wheel 20 or the rear wheel 30 is lifted. The control unit 7 calculates the detection signal of the acceleration sensor 8E acquired before the front wheel 20 or the rear wheel 30 is lifted, and the vehicle body acceleration calculation unit 7B1 calculates the front wheel 20 or the rear wheel 30 before the lift is generated. The slope value θ of the road surface may be calculated using acceleration. That is, when the front wheel 20 or the rear wheel 30 is lifted, the control unit 7 does not calculate the slope value θ of the road surface at that time, thereby ensuring the calculation accuracy of the slope value θ of the road surface. Also good.

  Operation control execution part 7B5 outputs to actuator control part T2 so that operation control set up beforehand may be performed. As the preset driving control, there is a brake control for automatically generating a braking force on at least one of the front wheel 20 and the rear wheel 30.

  The method for determining whether or not to execute the brake control is not particularly limited. For example, the operation control execution unit 7B5 can determine whether or not to execute the brake control, taking into account the gradient value calculated by the gradient calculation unit 7B4.

The actuator control unit T2 includes a drive mechanism control unit 7B6 and a valve control unit 7B7.
At the time of execution of interlocking brake control or the like, the valve control unit 7B7 executes the opening / closing operation of the adjustment valve 3, and the drive mechanism control unit 7B6 controls the rotation speed of the drive mechanism 2A corresponding to the opening / closing operation of the adjustment valve 3. .

(Storage unit 7C)
The storage unit 7C stores rotational speed data of the front wheels 20 and the rear wheels 30, acceleration of the vehicle body B calculated by the processor unit 7B, and the like. The storage unit 7C can be configured by, for example, a RAM (Random Access Memory).

<Operation example when changing the degree of filter>
FIG. 11 is a diagram illustrating an example of temporal changes of the acceleration component aX and the acceleration component aVeh resulting from acceleration / deceleration in the traveling direction of the vehicle body B. FIG. 12 is an explanatory diagram of the gradient value after the control unit 7 of the operation control apparatus 1 according to the present embodiment performs the filtering process. 11 and 12, the vertical axis represents acceleration, and the horizontal axis represents time. 11 and 12, a case where the motorcycle 200 is traveling on an uphill road surface will be described as an example. Moreover, in FIG.11 and FIG.12, the case where the gradient of a road surface is constant is demonstrated as an example.

FIG. 11 shows fluctuations in the acceleration component aX in the traveling direction of the vehicle body B obtained from the detection signal of the acceleration sensor 8E and the acceleration component aVeh due to acceleration / deceleration. The acceleration component aX corresponds to the detection signal of the acceleration sensor 8E, and FIG. 11 shows the acceleration component aX that is not after the filtering process. The acceleration component aVeh corresponds to the detection signal of the wheel speed sensor WS.
Note that the acceleration component aX in FIG. 11 includes an acceleration component aSlope caused by the road surface gradient value θ, and therefore is offset to the upper side of the acceleration component aVeh accordingly. However, in FIG. 11, for convenience of explanation, the acceleration component aX is shown without being offset with respect to the acceleration component aVeh.

  FIG. 12 shows an acceleration component aSlope that is a difference between the acceleration component aX and the acceleration component aVeh, an acceleration component aSlope_F that is a difference between the acceleration component aX and the acceleration component aVeh after filtering, and an actual road surface gradient value. The acceleration component gL resulting from θ is shown.

  In the period t1, the motorcycle 200 increases in speed with a constant acceleration component aVeh. As shown in FIG. 11, in the period t1, the noise N is less likely to be superimposed on the detection signal of the acceleration sensor 8E because the acceleration component aVeh of the motorcycle 200 is small. Here, the small acceleration component aVeh corresponds to the fact that the acceleration component aVeh is smaller than the first reference value aMax. In the period t1, there is not much difference between the acceleration component aSlope and the acceleration component gL. For this reason, in the period t1, the control unit 7 uses the first filter.

In the period t2, in the motorcycle 200, the acceleration component aVeh increases in proportion to time. In other words, the motorcycle 200 increases in speed in a quadratic function.
In the period t2, the acceleration component aVeh of the motorcycle 200 increases and noise N is superimposed on the detection signal of the acceleration sensor 8E. That is, in the period t2, there is a difference between the acceleration component aSlope and the acceleration component gL. For this reason, if the gradient value is calculated based on the acceleration component aSlope during the period t2, it deviates from the actual gradient of the road surface.
Here, in the middle of the period t2, the acceleration component aVeh is equal to or greater than the first reference value aMax. Therefore, when the acceleration component aVeh is equal to or greater than the first reference value aMax, the control unit 7 uses the second filter instead of the first filter.

In the period t3, in the motorcycle 200, the acceleration component aVeh increases in proportion to the time as in the period t2. Then, the amount of increase in the acceleration component aVeh slows down in the middle of the period t3, and then the acceleration decreases in proportion to time. In the period t3, the motorcycle 200 increases in speed in a quadratic function.
In the period t3, the acceleration component aVeh of the motorcycle 200 is further increased, and the front wheel 20 is lifted. In the period t3, a noise N that is larger than the noise N in the period t2 is superimposed on the detection signal of the acceleration sensor 8E. In other words, in the period t3, there is a large difference between the acceleration component aSlope and the acceleration component gL.
Here, since the front wheel 20 is lifted during the period t3, the control unit 7 uses the third filter instead of the second filter.

  In the period t4, the front wheel 20 is not lifted. However, in the period t4, the acceleration component aVeh is still large. Therefore, the control unit 7 uses the second filter.

  Thus, since the control part 7 switches a filter in the period t1-period t4, the shift | offset | difference of the acceleration component aSlope_F and the acceleration component gL can be suppressed small. That is, the motorcycle 200 can calculate the slope value θ of the road surface with high accuracy without separately providing a dedicated slope sensor.

<Operation example when the slope value θ of the road surface at that time is not calculated>
FIG. 13 is a diagram illustrating an example of temporal changes in the acceleration component aX and the acceleration component aVeh resulting from acceleration / deceleration in the traveling direction of the vehicle body B. FIG. 14 is an explanatory diagram of a gradient value calculated by using the information acquired before the control unit 7 of the operation control apparatus 1 according to the present embodiment lifts the wheel W. In FIG. 13, for convenience of explanation, the time change of the acceleration component aX and the acceleration component aVeh is the same as in FIG. FIG. 14 corresponds to FIG. The difference between FIG. 12 and FIG. 14 is the value of the acceleration component aSlope_F in the period t3.
In the period t3, the front wheel 20 is lifted. In the period t3, the control unit 7 calculates the slope value θ of the road surface using the acceleration component aSlope_F at the timing when the period t2 ends, so that the deviation between the acceleration component aSlope_F and the acceleration component gL can be suppressed. That is, the motorcycle 200 can calculate the slope value θ of the road surface with high accuracy without separately providing a dedicated slope sensor.

<Example of control flow for changing the degree of filter>
FIG. 15 is an example of a control flow of the operation control apparatus 1 according to the present embodiment. A method for calculating the gradient value of the operation control apparatus 1 will be described with reference to FIG.

(Step S0: Start)
The control unit 7 starts executing a control flow that changes the degree of filtering.

(Step S1: Determination regarding acceleration)
The determination unit 7B2 of the control unit 7 determines whether or not the acceleration component aVeh due to acceleration / deceleration is larger than the second reference value aMin and smaller than the first reference value aMax.
When the acceleration component aVeh is larger than the second reference value aMin and smaller than the first reference value aMax, the process proceeds to step S3.
When the acceleration component aVeh is smaller than the second reference value aMin or larger than the first reference value aMax, the process proceeds to step S2.

(Step S2: Judgment regarding lifting of wheel W)
The determination unit 7B2 of the control unit 7 determines whether or not the front wheel 20 or the rear wheel 30 is lifted.
When the front wheel 20 or the rear wheel 30 is not lifted, the process proceeds to step S4.
When the front wheel 20 or the rear wheel 30 is lifted, the process proceeds to step S5.

(Step S3: Use the first filter)
The filter switching unit 7B3 of the control unit 7 switches the filter so that the detection signal of the acceleration sensor 8E passes through the first filter.

(Step S4: Use the second filter)
The filter switching unit 7B3 of the control unit 7 switches the filter so that the detection signal of the acceleration sensor 8E passes through the second filter. In this step S4, the degree of filtering is strengthened compared to step S3.

(Step S5: Use the third filter)
The filter switching unit 7B3 of the control unit 7 switches the filter so that the detection signal of the acceleration sensor 8E passes through the third filter. In step S5, the degree of filtering is further increased as compared to step S4, in which the degree of filtering is higher than in step S3.

(Step S6: slope value calculation)
The gradient calculation unit 7B4 of the control unit 7 allows the vehicle body B to travel based on the detection signal of the acceleration sensor 8E that has passed through the first filter, the second filter, or the third filter and the acceleration component aVeh resulting from acceleration / deceleration. The slope value θ of the road surface to be calculated is calculated.

<Example of control flow when the slope value θ of the road surface at that time is not calculated>
FIG. 16 is a control flow different from that in FIG. 15, and is a control flow when the road surface gradient value θ is not calculated when the wheel is lifted. The control unit 7 may acquire the gradient value using information acquired before the lift occurs, or may not acquire the gradient value. These control flows will be described with reference to FIG.
Note that Step S10, Step S11, Step S12, Step S13, and Step S14 in FIG. 16 are the same as Step S0, Step S1, Step S2, Step S3, and Step S4 in FIG.

(Step S15: Non-use of filter)
If the filter switching unit 7B3 of the control unit 7 determines that the front wheel 20 or the rear wheel 30 is lifted in step S14, the filter switching unit 7B3 does not perform switching to the first filter, the second filter, or the third filter.

(Step S16: slope value calculation)
The gradient calculation unit 7B4 of the control unit 7, when moving from step S13 or step S14 to step S16, detects the acceleration sensor 8E that has passed through the first filter or the second filter and the acceleration component caused by the acceleration. Based on aVeh, the slope value of the road surface on which the vehicle body B travels is calculated.
The gradient calculating unit 7B4 of the control unit 7 detects the detection signal of the acceleration sensor 8E acquired before the front wheel 20 or the rear wheel 30 is lifted, the front wheel 20 or the rear wheel when the process proceeds from step S15 to step S16. The gradient value is calculated using the acceleration calculated by the vehicle body acceleration calculation unit 7B1 before the wheel 30 is lifted. That is, the control part 7 acquires a gradient value using the information acquired before the wheel W lifts, and returns to step S11.
Alternatively, the gradient calculation unit 7B4 of the control unit 7 does not calculate the gradient value. That is, the control unit 7 returns to step S11 without acquiring the gradient value.

<Effects of the operation control device 1 according to the present embodiment>
The driving control apparatus 1 according to the present embodiment includes a detection signal of an acceleration sensor 8E provided in the vehicle body B, an acceleration component aVeh resulting from acceleration / deceleration, that is, acceleration in the traveling direction of the vehicle body B obtained from the wheel speed, Is used to calculate the slope value θ of the road surface on which the vehicle body B travels. That is, in the operation control apparatus 1 according to the present embodiment, it is possible to acquire a road surface gradient value without using a gradient sensor. Therefore, it becomes possible to prevent the mounting space for the operation control device 1 from being secured in the motorcycle, and the applicability to the motorcycle 200 is improved.

  Preferably, the operation control apparatus 1 according to the present embodiment executes brake control for generating a braking force on the wheels W based on the gradient value θ of the road surface on which the vehicle body B travels. That is, since the operation control apparatus 1 can acquire the slope value θ of the road surface on which the vehicle body B travels, it is particularly effective for brake control of the motorcycle 200 that is easily affected by the road surface gradient.

  Preferably, the operation control apparatus 1 acquires a road surface gradient value θ acquired in a state where a filter process for attenuating noise is performed. In the filtering process, the control unit 7 may change the degree of filtering according to at least one of the determination regarding the acceleration of the vehicle body B and the determination of whether the front wheel 20 or the rear wheel 30 is lifted. Further, the control unit 7 does not acquire the slope value θ of the road surface according to the determination of whether the front wheel 20 or the rear wheel 30 is lifted, or uses the information acquired before the lift is generated, You may acquire (theta). By such an operation, the calculation of the slope value θ of the road surface during traveling of the motorcycle 200 is highly accurate.

  DESCRIPTION OF SYMBOLS 1 Operation control apparatus, 2 pump apparatus, 2A drive mechanism, 2B pump element, 3 adjustment valve, 3A 1st pressure increase valve, 3B 1st pressure reduction valve, 3C 2nd pressure increase valve, 3D 2nd pressure reduction valve, 4 internal flow path, 4A 1st internal flow path, 4B 2nd internal flow path, 5 float restrictor, 6 accumulator, 7 control part, 7A input part, 7B processor part, 7B1 vehicle body acceleration calculation part, 7B2 determination part, 7B3 filter switching part, 7B4 Gradient calculation unit, 7B5 operation control execution unit, 7C storage unit, 8 detection unit, 8A first pressure sensor, 8B second pressure sensor, 8C front wheel speed sensor, 8D rear wheel speed sensor, 8E acceleration sensor, 20 front wheel, 21 front Brake pad, 22 Front wheel cylinder, 23 Brake fluid pipe, 24 Handle lever, 25 First master cylinder , 26 First reservoir, 27 Brake fluid pipe, 30 Rear wheel, 31 Rear brake pad, 32 Rear wheel cylinder, 33 Brake fluid pipe, 34 Foot pedal, 35 Second master cylinder, 36 Second reservoir, 37 Brake fluid pipe, 88E Acceleration sensor, 100 hydraulic control system, 200 motorcycle, B body, C1 front wheel hydraulic circuit, C2 rear wheel hydraulic circuit, N noise, P port, T1 calculation unit, T2 actuator control unit, W wheel, WS wheel Speed sensor.

Claims (9)

An operation control device incorporated in a motorcycle,
An acceleration sensor provided on the vehicle body;
A control unit that performs driving control of the vehicle body based on a gradient value of a road surface on which the vehicle body travels obtained from a detection signal of the acceleration sensor and acceleration in a traveling direction of the vehicle body obtained from wheel speed; ,
With
Operation control device. The gradient value is acquired in a state where a filtering process for attenuating noise is performed.
The operation control apparatus according to claim 1. In the filtering process, when the acceleration of the vehicle body during acceleration is large compared to the first reference value, the filter processing is compared with a filter used when the acceleration of the vehicle body during acceleration is small compared to the first reference value. Then, a filter with large noise attenuation is used.
The operation control apparatus according to claim 2. In the filter processing, when the acceleration of the vehicle body during deceleration is small compared to the second reference value, the filter processing is compared with a filter used when the acceleration of the vehicle body during deceleration is large compared to the second reference value. Then, a filter with large noise attenuation is used.
The operation control apparatus according to claim 2 or 3. In the filter processing, when the front wheel or the rear wheel is lifted, a filter having a large noise attenuation is used as compared with the filter used when the lift is not generated.
The operation control apparatus according to any one of claims 2 to 4. The controller is
When the front wheel or the rear wheel is lifted, the gradient value is not acquired, or the gradient value is acquired using information acquired before the lift occurs.
The operation control apparatus according to any one of claims 1 to 4. The controller is
The gradient value is obtained from the difference between the acceleration in the direction parallel to the road surface obtained from the detection signal of the acceleration sensor and the acceleration in the traveling direction of the vehicle body obtained from the wheel speed.
The operation control apparatus according to any one of claims 1 to 6. The operation control based on the gradient value is:
Brake control that generates braking force on the wheels,
The operation control apparatus according to any one of claims 1 to 7. A method for controlling the operation of a motorcycle,
A gradient value acquisition step of acquiring a gradient value of a road surface on which the vehicle body travels, using a detection signal of an acceleration sensor provided on the vehicle body and acceleration in the traveling direction of the vehicle body obtained from wheel speed;
An operation control step of executing operation control of the vehicle body based on the gradient value;
With
Motorcycle operation control method.

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