JP2019065755A - Pitch angle control device for motorcycle - Google Patents

Abstract

To provide a pitch angle control device for a motor cycle capable of reducing a sense of incompatibility that a driver feels, by appropriately suppressing lift-up of the motorcycle and suppressing occurrence of an unnatural behavior such as jerk in the motorcycle during the lift-up suppression.SOLUTION: In a pitch angle control device 1 for a motorcycle, a control part 3 controls a drive torque of a rear wheel by controlling an injector 51, an ignition device 52 and a throttle valve 53 based on a reference pitch angle velocity PRFLFTA representing a tendency of a change of a present pitch angle velocity and a comparative pitch angle velocity PRFLFTB representing a tendency of a change of a past pitch angle velocity in comparison with the reference pitch angle velocity PRFLFTA, thereby controlling a pitch angle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pitch angle control device for a vehicle, and more particularly to a pitch angle control device for a motorcycle that controls the pitch angle of a motorcycle whose front wheels are easy to lift.

  Since the vehicle weight is lighter than the driving torque (sometimes referred to as driving wheel torque), which is the actual torque of the driving wheels transmitted from the driving wheels to the road surface by the output of the engine, the accelerator grip is rapidly opened There is a tendency that it is easy to take a posture of lift-up (willie) in which only the front wheels float and separate from the road surface in a state where the rear wheels which are drive wheels are in contact with the ground. Here, for example, when the motorcycle shifts from the horizontal basic posture to the lift-up posture, the central axis in the width direction of the front wheels moves clockwise in left side view centering on the contact point of the rear wheels. The rotation angle (pitch angle) about the reference axis passing through the center of gravity of the motorcycle and parallel to the lateral direction (width direction) changes clockwise in left side view, while the motorcycle lifts When returning from the up position to the horizontal basic position, the center axis of the front wheel moves counterclockwise in left side view centering on the contact point of the rear wheel, and the pitch angle is counterclockwise in left side view Will change. Further, at this time, the position of the center of gravity in the two-wheeled motor vehicle is moving corresponding to clockwise or counterclockwise around the contact point of the rear wheel.

  In such a motorcycle, there is a tendency that if the front wheel is excessively lifted up and becomes an unstable vehicle posture that becomes independent by only the rear wheels, there is a possibility of causing a fall etc. It is preferable to control the drive torque by the output of the engine.

  Under such circumstances, Patent Document 1 relates to a torque control device, and if it is detected that a front wheel of a motorcycle may be lifted, a torque smaller than a driver's request torque is used as a request torque for the engine of the motorcycle. Disclosed is a configuration that outputs a difference between a driver's requested torque and a torque smaller than the driver's requested torque as a brake torque, and intends to suppress the occurrence of the wheelie of a motorcycle. There is.

  Further, Patent Document 2 relates to a wheelie control device and its control method, calculates a target trajectory targeted by such a parameter to control the wheely state of the vehicle body according to a parameter related to the pitching of the vehicle body, Discloses a configuration for controlling the increase and decrease of the pitching of the vehicle body so as to approach the target track, and it is intended to reduce an excessive decrease in acceleration at the end of the wheelie state and an impact at the time of contact with the front wheel.

  Further, Patent Document 3 relates to a drive torque control method and drive torque control apparatus for a vehicle, detects or calculates the wheelie amount of the vehicle, and when wheelie occurs, the drive torque applied to the rear wheels in a normal state The present invention discloses a configuration for maintaining or increasing the driving torque when the wheeling amount is lower than the driving torque and is intended to avoid the occurrence of acceleration failure when the wheelie occurs.

International Publication No. 2014-167983 Unexamined-Japanese-Patent No. 2017-114342 International Publication No. 2015-133396

  Here, according to the study of the inventor of the present invention, in the configuration disclosed in Patent Document 1, it is intended to suppress the generation of the wheelie of the motorcycle, but if it is intended to surely suppress the generation of the wheelie In some cases, the required torque to the engine may be too low, or the brake torque may be too large, resulting in unnatural behavior such as jerk in the motorcycle during control to suppress the occurrence of wheelies. Therefore, there is room for improvement in that the driver feels uncomfortable.

  Further, according to the study of the inventor of the present invention, in the configuration disclosed in Patent Document 2, it is intended to reduce an excessive decrease in acceleration and an impact at the time of contact with the front wheel when ending the wheelie state. If the parameters related to the pitching of the vehicle body are to be brought close to the target track with certainty, the driving torque of the engine may be increased or decreased excessively. There is room for improvement in that natural behavior occurs and the driver feels uncomfortable.

  Further, according to the study of the inventor of the present invention, in the configuration disclosed in Patent Document 3, although it is intended to avoid the occurrence of the acceleration failure when the wheelie occurs, according to the increase or decrease of the wheelie amount. The engine driving torque may be excessively increased more than that of the engine, and an unnatural behavior such as jerk may occur in the vehicle during control to avoid the occurrence of acceleration failure when the wheelie occurs. As a result, there is room for improvement in that the driver feels uncomfortable.

  The present invention has been made through the above study, and is capable of appropriately suppressing the lift-up (willie) of the motorcycle, and causes an unnatural behavior such as jerk in the motorcycle at that time. It is an object of the present invention to provide a pitch angle control device for a motorcycle capable of suppressing the driver's discomfort.

  In order to achieve the above object, the present invention controls the drive torque of the drive wheels of a motorcycle having the rear wheels as drive wheels and the front wheels as driven wheels, thereby increasing the pitch angle due to the lift-up of the front wheels. In the pitch angle control device for a motorcycle having a control unit that controls the pitch angle to suppress, the control unit is configured to set a first value indicating a tendency of change of the current pitch angular velocity, and the first value. Controlling the pitch angle by executing a torque control process of controlling the driving torque based on a second value that represents the tendency of the change in pitch angular velocity in the past, as compared with the first value; Do.

  Further, according to the present invention, in addition to the first aspect, the control unit is configured to make the influence degree of the previous value in the second value stronger than the influence degree of the previous value in the first value. The calculation of a first value and the second value is referred to as a second phase.

  Furthermore, in addition to the first or second aspect, the control unit may start the torque control process at the time when an initial torque attenuation process for attenuating the drive torque is completed. It will be a phase.

  Further, in the present invention, in addition to the third aspect, a target pitch angular velocity is determined to correspond to a boundary value at which the lift-up and the lift-down of the front wheel are switched. A fourth aspect of the present invention is to start the torque control process when the first value reaches the target pitch angular velocity by the torque damping process.

  Furthermore, in the present invention, in addition to the third aspect, a target drive torque corresponding to the drive torque for changing the lift up to a lift down of the front wheel is determined, and the control unit According to a fifth aspect, starting the torque control process at or after the time when the drive torque reaches the target drive torque is set.

  According to the above-described pitch angle control device for a motorcycle according to the first aspect of the present invention, the control unit compares the first value representing the current tendency of the pitch angular velocity with the first value. Since the pitch angle is controlled by executing the torque control process for controlling the driving torque based on the second value representing the tendency of the change in pitch angular velocity in the past, the lift-up of the motorcycle is appropriate. It is possible to suppress the occurrence of unnatural behavior such as jerk in the motorcycle at that time, and to reduce the sense of discomfort the driver receives.

  Further, according to the pitch angle control device for a motorcycle according to the second aspect of the present invention, the control unit makes the influence degree of the previous value in the second value stronger than the influence degree of the previous value in the first value. As described above, since the first value and the second value are calculated, the tendency of the change in pitch angular velocity of the motorcycle can be grasped with certainty.

  Further, according to the pitch angle control device for a motorcycle according to the third aspect of the present invention, the control unit starts the torque control process when the initial torque attenuation process for attenuating the driving torque is completed. Therefore, it is possible to eliminate the lift up early.

  Further, according to the pitch angle control device for a motorcycle according to the fourth aspect of the present invention, the target pitch angular velocity is determined to correspond to the boundary value at which the lift up and the front wheel lift down switch. Since the torque control process is started when the first value reaches the target pitch angular velocity due to the initial torque attenuation process, the drive torque can be restored quickly, and It is possible to suppress deterioration and secure acceleration and improve drivability.

  Further, according to the pitch angle control device for a motorcycle according to the fifth aspect of the present invention, the target driving torque corresponding to the driving torque for changing the lift up to the lift down of the front wheel is determined. Since the torque control process is started by the initial torque attenuation process or after the drive torque reaches the target drive torque or later, the lift-up is eliminated by reliably attenuating the drive torque, and It can improve stability.

Fig.1 (a) is a block diagram which shows the structure of the pitch angle control apparatus of the two-wheeled motor vehicle in embodiment of this invention, FIG.1 (b) is the main torque which the control part shown to Fig.1 (a) performs. It is a table for explaining the contents of control processing. FIG. 2 is a flowchart showing a flow of pitch angular velocity control processing by the pitch angle control device for a motorcycle according to the present embodiment. FIG. 3 is a flow chart showing a flow of a modification of pitch angular velocity control processing by the pitch angle control device for a motorcycle in the present embodiment. FIG. 4 (a) is an example of a timing chart of pitch angular velocity and driving wheel torque for explaining the flow of pitch angular velocity control processing shown in FIG. 2, and FIG. 4 (b) is pitch angular velocity control shown in FIG. It is an example of the timing chart of a pitch angular velocity and a driving wheel torque for demonstrating the flow of the modification of a process.

  Hereinafter, a pitch angle control device for a motorcycle according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate. In the following, as a coordinate system of a motorcycle, the description will be made using a three-axis orthogonal coordinate system including a longitudinal direction (longitudinal direction) axis, a lateral direction (width direction) axis and a vertical direction (vertical direction) axis of the motorcycle. Do.

[Configuration of pitch angle control device]
First, with reference to FIGS. 1 (a) and 1 (b), the configuration of a pitch angle control device for a motorcycle according to the present embodiment will be described.

  Fig.1 (a) is a block diagram which shows a structure of the pitch angle control apparatus of the two-wheeled motor vehicle in this embodiment, FIG.1 (b) is main torque control which the control part 3 shown to Fig.1 (a) performs. It is a table for explaining the contents of processing.

  As shown to Fig.1 (a), the pitch angle control apparatus 1 in this embodiment is applied to a two-wheeled motor vehicle, is comprised by electronic control units, such as ECU (Electronic Control Unit), makes a rear wheel a driving wheel and makes a front wheel It is mounted on a motorcycle that is a driven wheel. The pitch angle control device 1 includes a crank sensor 41 for detecting the number of revolutions of an engine (internal combustion engine) of a motorcycle, a gear position sensor 42 for detecting the position of transmission gears of the motorcycle, and an opening degree of an accelerator grip of the motorcycle. An accelerator position sensor 43 for detecting, a front wheel speed sensor 44 for detecting front wheel speed which is a rotational speed of a front wheel of a motorcycle, a rear wheel speed sensor 45 for detecting a rear wheel speed which is a rotational speed of a rear wheel of a motorcycle An acceleration sensor 46 for detecting the acceleration of the two-wheeled vehicle is electrically connected. The illustration of input circuits such as waveform shaping circuits and A / D (Analog / Digital) conversion circuits relating to these various sensors is omitted.

  The pitch angle control device 1 includes a front wheel lift state determination unit 2 and a control unit 3. The front wheel lift state determination unit 2 and the control unit 3 are both shown as functional blocks. The pitch angle control device 1 includes a memory (not shown), and reads out and uses various operation processing programs and data stored in the memory as necessary.

  The front wheel lift state determination unit 2 determines whether the front wheels are in the lift-up state based on the difference between the front wheel speed and the rear wheel speed, the opening degree of the accelerator grip, the position of the transmission gear, and the like.

  The control unit 3 uses the determination result of the front wheel lift state determination unit 2 to perform initial torque attenuation processing to attenuate the drive torque of the rear wheels, which is the actual drive torque of the drive wheels Good) and pitch angular velocity control processing with torque control processing including main torque control processing subsequently executed at the completion of initial torque damping processing, so as to suppress an increase in pitch angle due to lift-up of the front wheels It controls the pitch angle.

  Here, when the motorcycle shifts from the horizontal basic posture to the posture in which the front wheels are in the lift-up state, for example, the central axis of the front wheels in the width direction is clockwise in left side view centering on the contact point of the rear wheels. In this case, the angle of rotation about an axis parallel to the width direction, which passes through the center of gravity of the motorcycle (typically, the center of gravity of the motor vehicle when filled with oil and loaded with fuel), corresponds to the pitch angle. Regarding this pitch angle, for example, it is assumed that the clockwise rotation direction in left side view is the positive direction when the front wheel lift-up progresses. The motorcycle to which the pitch angle control device 1 is applied does not include the angle sensor, and includes the acceleration sensor 46 in an IMU (Inertial Measurement Unit). However, the pitch angle control device 1 is an acceleration sensor Using the electric signal from 46, acceleration components in the longitudinal and vertical directions of the motorcycle can be detected, and a pitch angular velocity per unit time can be calculated from the acceleration components.

  Specifically, in the main torque control process, control unit 3 indicates the tendency of the change in pitch angular velocity in the past in comparison with reference pitch angular velocity PRFLFTA representing the tendency of change in pitch angular velocity at present and reference pitch angular velocity PRFLFTA. The control torque of the rear wheel is controlled by calculating the comparison pitch angular velocity PRFLFTB and controlling the injector 51, the ignition device 52, and the throttle valve 53 based on the reference pitch angular velocity PRFLFTA and the comparison pitch angular velocity PRFLFTB. Controls the pitch angle. As a result, the lift-up of the motorcycle can be appropriately suppressed, and the occurrence of unnatural behavior such as jerk in the motorcycle at that time can be suppressed, and the sense of discomfort experienced by the driver can be reduced.

  Generally, using only one instantaneous value of the pitch angular velocity of the motorcycle without using the tendency of change of the pitch angular velocity of the motorcycle, it is not possible to appropriately control the driving torque according to the posture of the motorcycle. Therefore, control of excessive drive torque is performed. As a result, the jerk of the motorcycle becomes large, giving the driver a sense of discomfort. On the other hand, in a motorcycle equipped with an acceleration sensor without mounting an angle sensor, it is possible to accurately control the driving torque and hence the pitch angle of the motorcycle by using the tendency of change in pitch angular velocity of the motorcycle. This becomes possible, suppresses the jerk behavior of the motorcycle, and suppresses giving the driver a sense of discomfort.

  Also, in general, using only the current pitch angular velocity, it is possible to determine whether it is during lift-up or lift-down. On the other hand, it is possible to determine whether the pitch angular velocity is increasing or decreasing by using the tendency of the change of the pitch angular velocity in the past and the tendency of the change of the current pitch angular velocity.

  Specifically, in the main torque control process, the control unit 3 calculates the current value of the reference pitch angular velocity PRLFFTA by the filter process using the equation (Equation 1) shown below. Here, in the equation (Equation 1), PRLFF is an actual pitch angular velocity (actual pitch angular velocity) calculated by the current pitch angular velocity control processing routine using the electric signal from the acceleration sensor 46, and CFPRFLFTA is The filtering coefficient is a positive number less than or equal to one. Also, PRLFFTA (present value) is a value of the reference pitch angular velocity calculated in the current pitch angular velocity control processing routine, and PRLFFTA (previous value) is one before the present pitch angular velocity control processing routine. It is the value of the reference pitch angular velocity calculated in the routine.

  Further, the control unit 3 calculates the current value of the comparison pitch angular velocity PRFLFTB by filter processing using an equation (Equation 2) shown below. Here, in the equation (2), PRLFF is a real pitch angular velocity, and CFPRFLFTB is a filtering coefficient and is a positive number of 1 or less. Also, PRFLFTB (present value) indicates the value of the comparison pitch angular velocity calculated in the current pitch angular velocity control processing routine, and PRFLFTB (previous value) is one before the current pitch angular velocity control processing routine. The value of the comparison pitch angular velocity calculated in the routine is shown.

  Here, the value of the filtering coefficient CFPRFLFTA is set to a value greater than or equal to the value of the filtering coefficient CFPRFLFTB. As a result, in the equation (1) of the reference pitch angular velocity PRLFFTA, the first term related to the current pitch angular velocity becomes dominant rather than the second term related to the previous pitch angular velocity, and the filter effect becomes weaker. In the formula (Equation 2), the second term relating to the previous pitch angular velocity becomes dominant rather than the first term relating to the current pitch angular velocity, and the filter effect becomes stronger. Thus, the tendency of the change in pitch angular velocity of the motorcycle can be grasped with certainty.

  Further, the control unit 3 performs the reference pitch angular velocity PRFLFTA and comparison by moving average processing using the following equation (3) and equation (4) instead of the equation (1) and the equation (2). The pitch angular velocity PRFLFTB may be determined. Here, in the equations (3) and (4), N is a natural number, and typically, the number of times of calculation of the reference pitch angular velocity PRFLFTA and the comparison pitch angular velocity PRFLFTB up to this time in the pitch angular velocity control processing. Correspondingly, n and m are natural numbers satisfying the relationship of N> n, N> m and m> n.

  Then, as shown in FIG. 1B, when the value of the reference pitch angular velocity PRFLFTA is larger than the value of the predetermined target pitch angular velocity PRFTRG, the control unit 3 lifts the central axis of the front wheel centering on the contact point of the rear wheel It is determined that it is in the lift down state, which is in the process of being lifted down in the opposite direction to the up. Here, the value of the target pitch angular velocity PRFTRG is determined to correspond to a boundary value at which the front wheel lift-up and the front wheel lift-down switch. Then, when the value of the reference pitch angular velocity PRFLFTA is larger than the value of the comparison pitch angular velocity PRFLFTB, the control unit 3 determines that there is a rapid lift-down tendency, and lifts at predetermined update intervals during lift-down suppression. By adding the operation amount during up suppression to the drive torque of the rear wheel, the drive torque of the rear wheel is increased (increased) in order to suppress the lift down of the front wheel. On the other hand, when the value of the reference pitch angular velocity PRFLFTA is equal to or less than the value of the comparison pitch angular velocity PRFLFTB, the control unit 3 determines that there is a slow liftdown tendency, and for each predetermined update cycle for liftdown suppression. By adding the lift-up suppressed operation amount to the drive torque of the rear wheel, the drive torque of the rear wheel is held or slightly increased in order to maintain the state where the lift-down of the front wheel is suppressed.

  Further, as shown in FIG. 1 (b), when the value of the reference pitch angular velocity PRFLFTA is equal to or less than the predetermined target pitch angular velocity PRFTRG, the control unit 3 sets the front wheel to a lift up state. I judge that there is. Then, when the value of the reference pitch angular velocity PRFLFTA is larger than the value of the comparison pitch angular velocity PRFLFTB, the control unit 3 determines that there is a gradual lift-up tendency, and lifts at predetermined update cycles for lift-up suppression. By subtracting the up suppression operation amount from the drive torque of the rear wheel, the drive torque of the rear wheel is held or slightly reduced in order to maintain the state of suppressing the lift-up of the front wheel. On the other hand, when the value of the reference pitch angular velocity PRFLFTA is equal to or less than the value of the comparison pitch angular velocity PRFLFTB, the control unit 3 determines that there is a rapid lift-up tendency, and for each predetermined lift-up suppression updating cycle. By subtracting the operation amount during lift-up suppression from the drive torque of the rear wheel, the drive torque of the rear wheel is reduced (decreased) to suppress the lift-up of the front wheel. In addition, the drive torque of the rear wheel of the target to which the amount of operation is added or subtracted in this way is typically the engine speed, speed change, and drive in the previous processing routine of the main torque control processing of pitch angular velocity control processing. It is a value (typically, the latest calculated value) calculated according to the transmission gear ratio of the system and the tire system.

  In addition, it is preferable that the control unit 3 start the main torque control process from the time when the initial torque damping process is completed. Thereby, the front wheel lift up can be eliminated early.

  Here, the initial torque attenuation processing is to attenuate (decrease) the drive torque of the rear wheel toward the target drive torque. The target drive torque is predetermined as having a value corresponding to the value of the drive torque of the rear wheel that changes the lift-up of the front wheel to the lift-down of the front wheel. Specifically, the target drive torque is a control unit based on the rear wheel speed, the difference between the front wheel speed and the rear wheel speed, the opening degree of the accelerator grip, the position of the transmission gear, etc. at the timing when the initial torque damping process is started. It is calculated by 3.

  Further, the control unit 3 performs main torque control when the reference pitch angular velocity PRFLFTA reaches the target pitch angular velocity PRFTRG while damping (decreasing) the drive torque of the rear wheel toward the target drive torque by the initial torque damping process. Processing may be started. As a result, the return of the drive torque of the rear wheel is quickened, the reduction of the drive torque more than necessary is suppressed, the feeling of acceleration is secured, and the drivability can be improved.

  Further, the control unit 3 attenuates (decreases) the drive torque of the rear wheels toward the target drive torque by the initial torque damping process, and when the drive torque of the rear wheels reaches the target drive torque or from the rear wheel The main torque control process may be started when a predetermined time has elapsed from the state in which the drive torque is held at the target drive torque. As a result, the lift-up can be eliminated by reliably attenuating the driving torque, and the stability of the motorcycle can be enhanced.

  Hereinafter, with reference to FIG. 2 to FIG. 4, the pitch angular velocity control process in the present embodiment and the operation of the control unit 3 when executing the modification will be described in detail.

[Pitch angular velocity control processing]
First, the main torque control process is started when the reference pitch angular velocity PRFLFTA reaches the target pitch angular velocity PRFTRG while the rear wheel drive torque is attenuated (decreased) toward the target drive torque by the initial torque attenuation process. The pitch angular velocity control process will be described in detail with reference to FIGS. 2 and 4A.

  FIG. 2 is a flowchart showing a flow of pitch angular velocity control processing executed by the control unit 3 in the present embodiment. FIG. 4A is an example of a timing chart of pitch angular velocity and drive torque (referred to as drive wheel torque) for explaining the flow of pitch angular velocity control processing shown in FIG.

  In the flowchart shown in FIG. 2, an ignition switch (not shown) of the motorcycle is turned on, and it starts at the timing when the pitch angle control device 1 starts up, and the pitch angular velocity control process proceeds to step S1. The pitch angular velocity control process is repeatedly performed at predetermined control cycles while the motorcycle is activated and the pitch angle control device 1 is activated.

  In the process of step S1, the control unit 3 determines whether the update cycle is the update cycle by determining whether the value of the update cycle counter is zero. Here, the update period counter is typically a program counter as a subtraction counter. As a result of the determination, when the value of the update cycle counter is zero (step S1: Yes), the control unit 3 determines that the update cycle is the update cycle, and advances the pitch angular velocity control process to the process of step S3. On the other hand, when the value of the update cycle counter is not zero (step S1: No), the control unit 3 determines that the update cycle is not performed, and advances the pitch angular velocity control process to the process of step S2.

  In the process of step S2, the control unit 3 subtracts the value of the update period counter. Thus, the process of step S2 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S3, the control unit 3 determines whether the reference pitch angular velocity PRFLFTA is less than or equal to the target pitch angular velocity PRFTRG. As a result of the determination, if the reference pitch angular velocity PRFLFTA is less than or equal to the target pitch angular velocity PRFTRG (step S2: Yes), the control unit 3 advances the pitch angular velocity control process to the process of step S10. On the other hand, if the reference pitch angular velocity PRFLFTA is larger than the target pitch angular velocity PRFTRG (step S2: No), the control unit 3 advances the pitch angular velocity control process to the process of step S4.

  Here, at time t = t2 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA starts to become larger than the target pitch angular velocity PRFTRG, and the front wheel lift-up ends, and the front wheel lift down starts and the initial torque attenuation processing is completed Do. Further, at time t = t4 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA begins to become equal to or less than the target pitch angular velocity PRFTRG, and the front wheel lift up starts. Further, at time t = t6 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA starts to become larger than the target pitch angular velocity PRFTRG, and the front wheel lift-up ends and the front wheel lift down starts.

  In the process of step S4, the control unit 3 sets the value of the initial torque attenuation request flag to "0" (zero clear). Here, the value of the initial torque attenuation request flag is based on the difference between the front wheel speed and the rear wheel speed, the opening degree of the accelerator grip, the position of the transmission gear, etc. Is determined to be “1”. Thus, the process of step S4 is completed, and the pitch angular velocity control process proceeds to the process of step S5.

  Here, at time t = t2 shown in FIG. 4A, the value of the initial torque attenuation request flag is set from “1” to “0” (0 clear).

  In the process of step S5, the control unit 3 determines whether or not the reference pitch angular velocity PRFLFTA is equal to or less than the comparison pitch angular velocity PRFLFTB. If it is determined that the reference pitch angular velocity PRFLFTA is equal to or less than the comparison pitch angular velocity PRFLFTB (step S5: Yes), the control unit 3 determines that the front wheel liftdown has been suppressed, and the pitch angular velocity control process is performed in step S8. Proceed to processing. On the other hand, if the reference pitch angular velocity PRFLFTA is larger than the comparison pitch angular velocity PRFLFTB (step S5: No), the control unit 3 advances the pitch angular velocity control process to the process of step S6.

  Here, at time t = t3 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA becomes equal to or less than the comparison pitch angular velocity PRFLFTB, and the front wheel lift-down is suppressed. Further, at time t = t7 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA becomes equal to or less than the comparison pitch angular velocity PRFLFTB, and the front wheel lift-down is suppressed. The front wheel comes in contact with the ground at time t = t7 shown in FIG. 4 (a).

  In the process of step S6, the control unit 3 sets the value of the update cycle counter to a value corresponding to the update cycle for which lift-down suppression is in progress. Thus, the process of step S6 is completed, and the pitch angular velocity control process proceeds to the process of step S7.

  In the process of step S7, the control unit 3 adds the operation amount during lift-down suppression to the drive wheel torque. Thus, the process of step S7 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S8, the control unit 3 sets the value of the update period counter to a value corresponding to the update period for lift-down suppression completion. Thus, the process of step S8 is completed, and the pitch angular velocity control process proceeds to the process of step S9.

  In the process of step S9, the control unit 3 adds the operation amount for lift-down suppression completion to the drive wheel torque. Thus, the process of step S9 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S10, the control unit 3 determines whether the initial torque attenuation request is in progress by determining whether the value of the initial torque attenuation request flag is “1”. As a result of the determination, if the value of the initial torque attenuation request flag is “1” (step S10: Yes), the control unit 3 determines that the initial torque attenuation request is in progress, and the pitch angular velocity control process is performed in step S16. Advance to On the other hand, when the value of the initial torque attenuation request flag is “0” (step S10: No), the control unit 3 advances the pitch angular velocity control process to the process of step S11.

  Here, at time t = t1 shown in FIG. 4A, the control unit 3 determines that the front wheel lift state determination unit 2 determines the difference between the front wheel speed and the rear wheel speed, the opening degree of the accelerator grip, the position of the transmission gear, etc. Starting to determine that the value of the initial torque attenuation request flag set by determining that the front wheel is in the lift-up state is "1", and at the same time, performing initial torque attenuation between time t = t1 and t2. It continuously determines that the value of the request flag is "1".

  In the process of step S11, the control unit 3 determines whether or not the reference pitch angular velocity PRFLFTA is equal to or less than the comparison pitch angular velocity PRFLFTB. As a result of the determination, if the reference pitch angular velocity PRFLFTA is less than or equal to the comparison pitch angular velocity PRFLFTB (step S11: Yes), the control unit 3 advances the pitch angular velocity control process to the process of step S14. On the other hand, when the reference pitch angular velocity PRFLFTA is larger than the comparison pitch angular velocity PRFLFTB (step S11: No), the control unit 3 determines that the lift-up of the front wheel has been suppressed, and performs the pitch angular velocity control process of step S12. Advance to

  Here, at time t = t5 shown in FIG. 4A, the reference pitch angular velocity PRFLFTA becomes larger than the comparison pitch angular velocity PRFLFTB, and lift-up suppression has been completed.

  In the process of step S12, the control unit 3 sets the value of the update period counter to a value corresponding to the update period for lift-up suppression completion. Thus, the process of step S12 is completed, and the pitch angular velocity control process proceeds to the process of step S13.

  In the process of step S13, the control unit 3 subtracts the operation amount for lift-up suppression completion from the driving wheel torque. Thus, the process of step S13 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S14, the control unit 3 sets the value of the update cycle counter to a value corresponding to the update cycle for which lift-up suppression is in progress. Thus, the process of step S14 is completed, and the pitch angular velocity control process proceeds to the process of step S15.

  In the process of step S15, the control unit 3 subtracts the lift-up suppressing operation amount from the drive wheel torque. Thus, the process of step S15 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S16, the control unit 3 sets a value corresponding to the update cycle for the initial torque damping process to the value of the update cycle counter. Thus, the process of step S16 is completed, and the pitch angular velocity control process proceeds to the process of step S17.

  In the process of step S17, the control unit 3 subtracts the operation amount for the initial torque attenuation process from the drive wheel torque. Thus, the process of step S17 is completed, and the pitch angular velocity control process proceeds to the process of step S18.

  In the process of step S18, the control unit 3 determines whether the drive wheel torque is equal to or less than the driver's command drive wheel torque. Here, the driver's command drive wheel torque means the target drive wheel torque corresponding to the opening degree of the accelerator grip detected by the accelerator position sensor 43. As a result of the determination, if the drive wheel torque is equal to or less than the driver's command drive wheel torque (step S18: Yes), the controller 3 advances the pitch angular velocity control process to the process of step S20. On the other hand, when the driving wheel torque is larger than the driver's command driving wheel torque (step S18: Yes), the control unit 3 determines that the driver has instructed to decelerate, and performs the pitch angular velocity control process to the process of step S19. Advance.

  In the process of step S19, the control unit 3 controls the drive wheel torque to the driver's command drive wheel torque. Thereby, the process of step S19 is completed and a series of pitch angular velocity control processes are completed.

  Here, at time t = t8 shown in FIG. 4A, the driving wheel torque (referred to as a real driving wheel torque) returns to the driver's command driving wheel torque.

  In the process of step S20, the control unit 3 determines whether or not the drive wheel torque is equal to or greater than the target drive wheel torque. Here, the target drive wheel torque is for eliminating the front wheel lift-up, and corresponds to the drive wheel torque that changes the front wheel lift-up to the front wheel lift-down. On the other hand, when the drive wheel torque is less than the target drive wheel torque (step S20: No), the control unit 3 advances the pitch angular velocity control process to the process of step S21.

  In the process of step S21, the control unit 3 controls the drive wheel torque to the target drive wheel torque. Thereby, the process of step S21 is completed, and a series of pitch angular velocity control processes are completed.

  According to the above-described pitch angle control device 1 for a motorcycle in the present embodiment, the control unit 3 compares the first value PRFLFTA representing the current tendency of the pitch angular velocity with the first value PRLFFTA in the past. Since the pitch angle is controlled by executing the torque control process for controlling the driving torque on the basis of the second value PRFLFTB representing the tendency of the change of the pitch angular velocity, the lift up of the motorcycle is appropriately made. It is possible to suppress the occurrence of unnatural behavior such as jerk in the motorcycle at that time, and to reduce the sense of discomfort the driver receives.

  Further, according to the pitch angle control device 1 for a motorcycle in the present embodiment, the control unit 3 can make the influence degree of the previous value in the second value PRFLFTB stronger than the influence degree of the previous value in the first value PRFLFTA. As described above, since the first value PRFLFTA and the second value PRFLFTB are calculated, the tendency of the change in the pitch angular velocity of the motorcycle can be grasped with certainty.

  Further, according to the pitch angle control device 1 for a motorcycle according to the present embodiment, the control unit 3 starts the torque control process at the time when the initial torque attenuation process for attenuating the drive torque is completed. You can eliminate the lift up.

  Further, according to the pitch angle control device 1 for a motorcycle in the present embodiment, the target pitch angular velocity PRFTRG is determined so as to correspond to the boundary value at which the lift up and the front wheel lift down switch. Since the torque control process is started by the initial torque attenuation process when the first value PRFLFTA reaches the target pitch angular velocity PRFTRG, the return of the drive torque can be quickened, and the drive torque more than necessary can be obtained. It is possible to suppress deterioration and secure acceleration and improve drivability.

[Pitch angular velocity control processing in the modified example]
Next, the drive torque of the rear wheels is attenuated (decreased) toward the target drive torque by the initial torque damping process, and when the drive torque of the rear wheels reaches the target drive torque or the drive torque of the rear wheels is The pitch angular velocity control process of the modified example including the main torque control process which is started when a predetermined period of time is maintained at the target drive torque will be described in detail with reference to FIGS. 3 and 4 (b). .

  FIG. 3 is a flowchart showing a flow of a modification of the pitch angular velocity control process performed by the control unit 3 in the present embodiment. FIG. 4B is an example of a timing chart of pitch angular velocity and drive wheel torque for explaining the flow of the modification of the pitch angular velocity control process shown in FIG.

  In the pitch angular velocity control process of the present modification, in particular, the process from step S36 to step S40 shown in FIG. 3 becomes a series of flow same as the process from step S5 to step S9 shown in FIG. The processing from S41 to step S45 is the same series of flow as the processing from step S11 to step S15 shown in FIG. 2, and the processing from step S46 to step S49 is the same series as the processing from step S18 to step S21 shown in FIG. Therefore, the description will be omitted, and the following description will be given with particular emphasis on the differences with respect to FIG.

  In the flowchart shown in FIG. 3 as well, the ignition switch (not shown) of the motorcycle is turned on, and starts at the timing when the pitch angle control device 1 starts up. The pitch angular velocity control process proceeds to step S31. The pitch angular velocity control process is repeatedly performed at predetermined control cycles while the motorcycle is activated and the pitch angle control device 1 is activated.

  In the process of step S31, as in the process of step S10 shown in FIG. 2, the control unit 3 determines whether or not the initial torque damping process is being performed. As a result of the determination, when the initial torque damping process is being performed (step S31: Yes), the control unit 3 advances the pitch angular velocity control process to the process of step S32. On the other hand, when the initial torque damping process is not being executed (step S31: No), the control unit 3 advances the pitch angular velocity control process to the process of step S33.

  In the process of step S32, the control unit 3 subtracts the drive wheel torque to the target drive wheel torque. Here, the target drive wheel torque is for eliminating the front wheel lift-up, and corresponds to the drive wheel torque that changes the front wheel lift-up to the front wheel lift-down. The target driving wheel torque is calculated based on the rear wheel speed, the difference between the front wheel speed and the rear wheel speed, the opening degree of the accelerator grip, the position of the transmission gear, and the like. Thus, the process of step S32 is completed, and the pitch angular velocity control process proceeds to the process of step S46.

  Here, at time t = t12 shown in FIG. 4B, the driving wheel torque (referred to as actual driving wheel torque) matches the target driving wheel torque.

  In the process of step S33, similarly to the process of step S1 shown in FIG. 2, whether or not the control unit 3 is the update cycle by determining whether the value of the update cycle counter which is the subtraction counter is zero or not Determine if it is not. When the value of the update period counter is zero as a result of the determination (step S33: Yes), the control unit 3 determines that the update period is the update period, and advances the pitch angular velocity control process to the process of step S35. On the other hand, when the value of the update cycle counter is not zero (step S33: No), the control unit 3 determines that the update cycle is not performed, and advances the pitch angular velocity control process to the process of step S34.

  In the process of step S34, the control unit 3 subtracts the value of the update cycle counter, similarly to the process of step S2 shown in FIG. Thus, the process of step S34 is completed, and the pitch angular velocity control process proceeds to the process of step S46.

  In the process of step S35, as in the process of step S2 shown in FIG. 2, the control unit 3 determines whether the reference pitch angular velocity PRFLFTA is less than or equal to the target pitch angular velocity PRFTRG. As a result of the determination, if the reference pitch angular velocity PRFLFTA is less than or equal to the target pitch angular velocity PRFTRG (step S35: Yes), the control unit 3 advances the pitch angular velocity control process to the process of step S41. On the other hand, if the reference pitch angular velocity PRFLFTA is larger than the target pitch angular velocity PRFTRG (step S35: No), the control unit 3 advances the pitch angular velocity control process to the process of step S36.

  Here, at time t = t13 shown in FIG. 4B, the reference pitch angular velocity PRFLFTA starts to become larger than the target pitch angular velocity PRFTRG, and the front wheel lift-up ends, and the front wheel lift down starts and the initial torque attenuation processing is completed Do. In the period from time t = t12 to t13 shown in FIG. 4B, the state in which the drive wheel torque (actual drive wheel torque) is made to coincide with the target drive wheel torque is maintained.

  Further, the processing from step S36 to step S40 shown in FIG. 3 has the same contents as the processing from step S5 to step S9 shown in FIG. 2, and the processing from step S41 to step S45 shown in FIG. The process is the same as the process from step S11 to step S15, and the process from step S46 to step S49 is the same process as step S18 to step S21 shown in FIG.

  According to the above-described pitch angle control device 1 for a motorcycle according to the present modification, the target drive torque corresponding to the drive torque for changing the lift up to the lift down of the front wheel is determined. Since the torque control process is started when or after the drive torque reaches the target drive torque by the process, the lift-up is eliminated by reliably attenuating the drive torque, and the stability of the motorcycle can be improved. It can be enhanced.

  In the present invention, the type, shape, arrangement, number, and the like of members are not limited to those in the above-described embodiment, and the components of the present invention can be appropriately replaced by those having equivalent effects. Of course, changes can be made as appropriate without departing from the scope of the invention.

  As described above, according to the present invention, it is possible to appropriately suppress the lift-up of the motorcycle, and at the same time, the occurrence of unnatural behavior such as jerk in the motorcycle is suppressed and the driver receives It is possible to provide a pitch angle control device for a motorcycle capable of reducing a sense of incongruity, and it is expected that it can be widely applied to a driving force control device such as a vehicle because of its universal character.

DESCRIPTION OF SYMBOLS 1 ... pitch angle control device of a motorcycle 2 ... front wheel lift state determination part 3 ... control part 41 ... crank sensor 42 ... gear position sensor 43 ... accelerator position sensor 44 ... front wheel speed sensor 45 ... rear wheel speed sensor 46 ... acceleration sensor 51 ... Injector 52 ... Ignition device 53 ... Throttle valve

Claims (5)

A control unit that controls the pitch angle so as to suppress an increase in the pitch angle due to the lift-up of the front wheel by controlling the drive torque of the drive wheel of the motorcycle having the rear wheel as the drive wheel and the front wheel as the driven wheel. A pitch angle control device for a motorcycle having
The control unit is configured to calculate the first value representing the present tendency of change in pitch angular velocity, and the second value representing the previous tendency of change in pitch angular velocity as compared to the first value. A pitch angle control device for a motorcycle, wherein the pitch angle is controlled by executing a torque control process for controlling a driving torque.   The control unit calculates the first value and the second value such that the influence degree of the previous value in the second value is stronger than the influence degree of the previous value in the first value. The pitch angle control device for a motorcycle according to claim 1, characterized in that   The pitch angle control device for a motorcycle according to claim 1 or 2, wherein the control unit starts the torque control process when the initial torque attenuation process for attenuating the driving torque is completed. . A target pitch angular velocity is determined to correspond to a boundary value at which the lift up and the front wheel lift down switch.
The pitch angle of the motorcycle according to claim 3, wherein the control unit starts the torque control process when the first value reaches the target pitch angular velocity by the initial torque attenuation process. Control device. A target drive torque corresponding to the drive torque for changing the lift-up to a lift-down of the front wheel is determined,
The motorcycle according to claim 3, wherein the control unit starts the torque control process at or after the drive torque reaches the target drive torque by the initial torque damping process. Pitch angle control device.

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