JP2019199865A - Riding type vehicle - Google Patents

Abstract

To provide a riding type vehicle including an air pump for secondary air supply, for improving its operability during vehicle turning.SOLUTION: The riding type vehicle includes an exhaust passage 53 where exhaust gas discharged from a combustion chamber 31 of an engine 7 flows, a catalyst 52 arranged in the exhaust passage 53, a secondary air supply passage 61 connected at the upstream side further than the catalyst 52 to the exhaust passage 53, an air pump 62 for delivering secondary air supplied from an air cleaner 41 to the exhaust passage 53, a pump control part 83 for controlling the rotation speed of the air pump 62, and a turning determination part 82 for determining whether the riding type vehicle is turning or not. The pump control part 83 changes control contents for the rotation speed of the air pump 62 according to the determination result of the turning determination part 82.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a straddle-type vehicle equipped with an air pump for supplying secondary air.

  Conventionally, straddle-type vehicles such as motorcycles are provided with an exhaust passage through which exhaust gas discharged from an engine combustion chamber flows, and a catalyst for purifying the exhaust gas is provided in the exhaust passage. . In order to improve the exhaust gas purification performance by this catalyst, a straddle-type vehicle equipped with an air pump that sends secondary air toward an exhaust passage is known. For example, Patent Document 1 discloses a straddle-type vehicle having a pump that pumps secondary air toward a dedicated exhaust path.

Japanese Patent Laid-Open No. 2006-118205

  By the way, parts of a vehicle such as a saddle-ride type vehicle or a four-wheeled vehicle include rotating bodies such as wheels and a crankshaft. It is known that when such a rotating body rotates during traveling of the vehicle, a force (so-called “gyro effect”) is generated to maintain the direction of the rotating shaft of the rotating body.

  In particular, a straddle-type vehicle that tilts the vehicle body when turning the vehicle has a greater influence on the stability and motion performance of the vehicle due to the gyro effect when turning the vehicle than a four-wheeled vehicle. For this reason, when the air pump for supplying secondary air rotates during turning of the vehicle, the rider may feel uncomfortable with the gyro effect generated by the rotation of the air pump depending on the control content of the air pump.

  In addition, a motorcycle, which is a kind of saddle-type vehicle, is lighter than an automobile, but has many high-output models. In such a high-power motorcycle, in order to sufficiently improve the exhaust gas purification performance by the catalyst, it is required to increase the size of the air pump for supplying secondary air. Therefore, when an air pump is mounted on a high-power motorcycle, the specific gravity of the air pump with respect to the vehicle is greater than when an air pump is mounted on a motorcycle. Along with this, the influence of the gyro effect at the time of turning of the vehicle increases, and the possibility that the rider feels uncomfortable with the operability increases.

  Therefore, an object of the present invention is to improve the operability when the vehicle turns in a saddle-ride type vehicle equipped with an air pump for supplying secondary air.

  A straddle-type vehicle according to the present invention includes an engine in which at least one combustion chamber is formed, an exhaust passage through which exhaust gas discharged from the combustion chamber flows, and a catalyst disposed in the exhaust passage. A secondary air supply passage connected to the exhaust passage upstream of the catalyst, an air cleaner connected to the secondary air supply passage, and the secondary air supply passage, and is supplied from the air cleaner. An air pump that sends secondary air toward the exhaust passage, a pump control unit that controls the rotation speed of the air pump, a state detection unit that detects the state of the saddle-ride type vehicle, and a detection result of the state detection unit And a turn determination unit that determines whether or not the saddle riding type vehicle is turning based on the rotation number of the air pump according to a determination result of the turn determination unit. Changing the control content.

  ADVANTAGE OF THE INVENTION According to this invention, the operativity at the time of vehicle turning can be improved in the straddle-type vehicle provided with the air pump for secondary air supply.

1 is a left side view showing a motorcycle according to an embodiment of the present invention. 1 is a schematic diagram illustrating an engine, an intake device, an exhaust device, a secondary air supply device, and a control device according to an embodiment of the present invention. It is a flowchart which shows the 1st control example of the motorcycle which concerns on one Example of this invention. It is a flowchart which shows the 2nd control example of the motorcycle which concerns on one Example of this invention. It is a flowchart which shows the 3rd control example of the motorcycle which concerns on one Example of this invention. It is a flowchart which shows the 4th control example of the motorcycle which concerns on one Example of this invention. It is a graph which shows the case where the rotation speed of an air pump is made proportional to the control amount of traction control in the 4th control example of the motorcycle concerning one example of the present invention. It is a graph which shows the case where the rotation speed of an air pump is made in inverse proportion to the control amount of traction control in the 4th control example of the motorcycle concerning one example of the present invention. It is a schematic diagram showing an engine, an intake device, an exhaust device, a secondary air supply device and a control device according to another different embodiment of the present invention.

  In one embodiment of the present invention, the pump control unit changes the control content for the rotation speed of the air pump according to the determination result of the turning determination unit. As a result, a gyro effect having an appropriate magnitude can be generated when the vehicle turns, and the operability when turning the vehicle can be improved.

  In addition, since the gyro effect having an appropriate magnitude can be generated when the vehicle turns as described above, it is not necessary to stop the driving of the air pump because of concern about the effect of the gyro effect when turning the vehicle. Therefore, the air pump can be driven even when the vehicle is turning, and the driving time of the air pump can be increased, so that the exhaust gas purification performance by the catalyst can be improved.

(Motorcycle 1)
Hereinafter, an on-road motorcycle 1 (an example of a straddle-type vehicle) according to an embodiment of the present invention will be described with reference to the drawings. Hereinafter, words indicating directions such as front and rear, left and right, and up and down are used with reference to the direction viewed from the rider of the motorcycle 1. Arrows Fr, Rr, U, Lo attached to FIG. 1 indicate the front, rear, upper, and lower sides of the motorcycle 1, respectively. Since FIG. 2 is a schematic diagram, the position of each component of the motorcycle 1 on the drawing of FIG. 2 does not necessarily match the position of each component of the motorcycle 1 on the actual space. .

  Referring to FIGS. 1 and 2, a motorcycle 1 includes a body frame 2, a steering mechanism 3 and a front wheel 4 (an example of wheels) disposed in front of the body frame 2, and a rear lower portion of the body frame 2. Swing arm 5 and rear wheel 6 (an example of a wheel), an engine 7 supported by the body frame 2, an intake device 8, an exhaust device 9 and a secondary air supply device 10 connected to the engine 7, an engine 7 and a control device 11 that controls the secondary air supply device 10. Hereafter, each said component is demonstrated in order.

(Body frame 2)
With reference to FIG. 1, the body frame 2 includes a head pipe 13, a pair of left and right main frames 14 extending rearward from the head pipe 13, and a pair of left and right main frames 14 provided behind the pair of left and right main frames 14. The seat rail 15 is mainly configured. A fuel tank 18 is supported on each main frame 14. A rider seat (not shown) is supported on each seat rail 15.

(Steering mechanism 3 and front wheel 4)
Referring to FIG. 1, the steering mechanism 3 includes a steering shaft (not shown) inserted through the head pipe 13, a handle bar 3a connected to the steering shaft, and a pair of left and right front forks 3b. ing. A front wheel 4 is rotatably supported at the lower end of each front fork 3b.

(Swing arm 5 and rear wheel 6)
Referring to FIG. 1, the front end portion of swing arm 5 is connected to the rear portion of each main frame 14 via a pivot shaft 19. As a result, the swing arm 5 can swing around the pivot shaft 19. A rear wheel 6 is rotatably supported at the rear end of the swing arm 5.

(Engine 7)
Referring to FIGS. 1 and 2, the engine 7 is, for example, a water-cooled parallel 4-cylinder engine. Hereinafter, only one cylinder of the engine 7 will be described as components provided for each cylinder of the engine 7.

  The engine 7 includes a crankcase 21, a cylinder block 22 disposed above the crankcase 21, a cylinder head 23 disposed above the cylinder block 22, and a cylinder head cover 24 that covers the cylinder head 23 from above. I have.

  With reference to FIG. 2, a crankshaft 25 is accommodated in the crankcase 21. The crankshaft 25 has a longitudinal direction in the left-right direction (vehicle width direction). The crankshaft 25 rotates in a predetermined rotation direction (see arrow R1 in FIG. 2).

  The cylinder block 22 accommodates a piston 26. The piston 26 is connected to the crankshaft 25 via a connecting rod 27.

  A combustion chamber 31 is provided between the cylinder block 22 and the cylinder head 23. An intake port 32 is opened in the rear wall portion of the cylinder head 23, and an exhaust port 33 is opened in the front wall portion of the cylinder head 23. The intake port 32 and the exhaust port 33 are in communication with the combustion chamber 31. An intake valve 34 and an exhaust valve 35 that open and close the combustion chamber 31 are attached to the cylinder head 23. A spark plug 36 that ignites the air-fuel mixture in the combustion chamber 31 is attached to the cylinder head 23.

(Intake device 8)
Referring to FIG. 2, the intake device 8 includes an air cleaner 41, an intake pipe 42 that connects the air cleaner 41 and the engine 7, and a throttle valve 43 that is disposed in the intake pipe 42. The intake pipe 42 forms an intake passage 44 together with the intake port 32 of the engine 7. Hereinafter, when the component of the intake device 8 is described as “upstream side” or “downstream side”, “upstream side” or “downstream” in the air flow direction (see the solid line arrow in FIG. 2) in the intake passage 44. Side ".

  The air cleaner 41 includes a filter 46. The filter 46 divides the internal space of the air cleaner 41 into a dirty side S1 (upstream space) and a clean side S2 (downstream space).

  The upstream end of the intake pipe 42 is connected to the clean side S <b> 2 of the air cleaner 41. The downstream end of the intake pipe 42 is connected to the intake port 32 of the engine 7.

(Exhaust device 9)
With reference to FIG. 2, the exhaust device 9 includes an exhaust pipe 51 and a catalyst 52 disposed in the exhaust pipe 51. The exhaust pipe 51 and the exhaust port 33 of the engine 7 constitute an exhaust passage 53. Hereinafter, when the components of the exhaust device 9 are described as “upstream” or “downstream”, “upstream” or “in the flow direction of exhaust gas in the exhaust passage 53 (see the dotted arrow in FIG. 2) "Downstream".

  The upstream end of the exhaust pipe 51 is connected to the exhaust port 33 of the engine 7. The downstream end of the exhaust pipe 51 is connected to a muffler (not shown).

  The catalyst 52 is constituted by, for example, a three-way catalyst having a honeycomb structure. The catalyst 52 changes harmful components (for example, carbon monoxide, hydrocarbons, nitrogen oxides) in the exhaust gas flowing through the exhaust pipe 51 into harmless components (for example, carbon dioxide, water, nitrogen) by a chemical reaction. Thus, the exhaust gas flowing in the exhaust pipe 51 is purified.

(Secondary air supply device 10)
With reference to FIG. 2, the secondary air supply device 10 includes a secondary air supply passage 61, an air pump 62 disposed in the secondary air supply passage 61, a control valve 63, and a reed valve 64. Hereinafter, when the component of the secondary air supply device 10 is described as “upstream side” or “downstream side”, the flow direction of the secondary air in the secondary air supply passage 61 (the two-dot chain line arrow in FIG. “Upstream side” or “downstream side”.

  The secondary air supply passage 61 includes first to third pipes 61 a to 61 c provided outside the engine 7, and an engine internal passage 61 d provided inside the engine 7. The first pipe 61a connects the clean side S2 of the air cleaner 41 and the air pump 62. The second pipe 61 b connects the air pump 62 and the control valve 63. The third pipe 61 c connects the control valve 63 and the reed valve 64. The engine internal passage 61 d connects the reed valve 64 and the exhaust port 33 of the engine 7.

  The air pump 62 includes a drive shaft 62a, a fan 62b provided on the outer periphery of the drive shaft 62a, and a motor (not shown) connected to the drive shaft 62a. The drive shaft 62a and the fan 62b rotate in the same rotational direction as the crankshaft 25 of the engine 7 by the driving force of the motor (see arrow R2 in FIG. 2). That is, the air pump 62 is an electric type. The drive shaft 62a has the left-right direction as the axial direction. The drive shaft 62 a is disposed in parallel with the crankshaft 25 of the engine 7. The fan 62b includes a plurality of blades (not shown) arranged radially.

  The control valve 63 is disposed downstream of the air pump 62. The control valve 63 is constituted by a solenoid valve, for example. The control valve 63 is opened and closed by a control signal from a valve control unit 84 (details will be described later).

  The reed valve 64 is disposed on the downstream side of the control valve 63. The reed valve 64 opens and closes due to a differential pressure between atmospheric pressure (pressure upstream of the reed valve 64) and pressure in the exhaust passage 53 (pressure downstream of the reed valve 64). The reed valve 64 is a check valve that suppresses the exhaust gas flowing through the exhaust port 33 of the engine 7 from flowing back to the air cleaner 41 through the secondary air supply passage 61.

(Control device 11)
Referring to FIG. 2, the control device 11 includes various sensors 71 to 79 and an ECU 80 (Engine Control Unit) connected to the various sensors 71 to 79.

  The inclination sensor 71 (an example of a state detection unit) is configured by, for example, a gyro sensor and an acceleration sensor. The inclination sensor 71 detects the inclination angle in the left-right direction of the motorcycle 1 (an example of the state of the motorcycle 1), and outputs the detection result to the ECU 80.

  The vehicle speed sensor 72 (an example of a state detection unit) is disposed in the vicinity of the front wheel 4 or the rear wheel 6. The vehicle speed sensor 72 detects the speed of the motorcycle 1 (an example of the state of the motorcycle 1) by detecting the rotational speed of the front wheels 4 or the rear wheels 6 (hereinafter referred to as “wheel rotational speed”). The result is output to the ECU 80.

  The water temperature sensor 73 is disposed in the cooling water passage of the engine 7. The water temperature sensor 73 detects the temperature of the cooling water of the engine 7 (hereinafter referred to as “the water temperature of the engine 7”), and outputs the detection result to the ECU 80.

  The oil temperature sensor 74 is disposed in the oil passage of the engine 7. The oil temperature sensor 74 detects the temperature of the lubricating oil of the engine 7 (hereinafter referred to as “oil temperature of the engine 7”), and outputs the detection result to the ECU 80.

  The throttle position sensor 75 is disposed in the vicinity of the throttle valve 43. The throttle position sensor 75 detects the opening of the throttle valve 43 (hereinafter referred to as “throttle opening”), and outputs the detection result to the ECU 80.

  The crank position sensor 76 is disposed in the vicinity of the crankshaft 25 of the engine 7. The crank position sensor 76 detects the rotation speed of the crankshaft 25 (hereinafter referred to as “crank rotation speed”) and the angle of the crankshaft 25, and outputs the detection result to the ECU 80.

  The oxygen sensor 77 is attached to the exhaust pipe 51 on the upstream side of the catalyst 52. The oxygen sensor 78 is attached to the exhaust pipe 51 on the downstream side of the catalyst 52. Each oxygen sensor 77, 78 detects the oxygen concentration in the exhaust gas flowing through the exhaust pipe 51, and outputs the detection result to the ECU 80.

  The catalyst temperature sensor 79 is attached to the catalyst 52. The catalyst temperature sensor 79 detects the temperature of the catalyst 52 and outputs the detection result to the ECU 80.

  The ECU 80 controls the engine 7 according to the detection results of the various sensors 71 to 79. The ECU 80 is connected to the ignition plug 36 and controls the number of ignitions and the ignition timing of the ignition plug 36 according to the detection results of the various sensors 71 to 79. The ECU 80 is connected to the throttle valve 43 and controls the throttle opening according to the detection results of the various sensors 71 to 79. In FIG. 2, the display of the wiring connecting the ECU 80 and the spark plug 36 and the wiring connecting the ECU 80 and the throttle valve 43 are omitted.

  The ECU 80 includes a condition determination unit 81. The condition determination unit 81 determines whether or not the air pump 62 satisfies the driving condition based on the detection result of the water temperature sensor 73 or the oil temperature sensor 74. For example, the condition determination unit 81 determines that the air pump 62 satisfies the drive condition when the water temperature or oil temperature of the engine 7 is equal to or lower than a predetermined reference temperature. On the other hand, the condition determination unit 81 determines that the air pump 62 does not satisfy the drive condition when the water temperature or the oil temperature of the engine 7 exceeds the reference temperature. Similarly, the condition determination unit 81 determines whether or not the air pump 62 satisfies the stop condition.

  The ECU 80 includes a turning determination unit 82. The turning determination unit 82 determines whether or not the motorcycle 1 is turning based on the detection results of the inclination sensor 71 and the vehicle speed sensor 72. For example, the turning determination unit 82 is such that the left-right inclination angle of the motorcycle 1 detected by the inclination sensor 71 is greater than or equal to a predetermined reference value, and the vehicle speed of the motorcycle 1 detected by the vehicle speed sensor 72 is within a predetermined reference range. If it is within the range, it is determined that the motorcycle 1 is turning. On the other hand, the turning determination unit 82 determines that the lateral inclination angle of the motorcycle 1 detected by the inclination sensor 71 is less than the reference value or the vehicle speed of the motorcycle 1 detected by the vehicle speed sensor 72 is outside the reference range. If it is, it is determined that the motorcycle 1 is not turning.

  The ECU 80 includes a pump control unit 83. The pump control unit 83 is connected to the air pump 62 and controls the rotation speed of the air pump 62 (hereinafter referred to as “pump rotation speed”) according to the states of the engine 7 and the catalyst 52.

  The ECU 80 includes a valve control unit 84. The valve control unit 84 is connected to the control valve 63 and controls the control valve 63 according to the states of the engine 7 and the catalyst 52.

(Intake and exhaust of engine 7)
Referring to FIG. 2, when the engine 7 is driven, air in front of the motorcycle 1 is sucked into the dirty side S <b> 1 of the air cleaner 41. The air sucked into the dirty side S1 of the air cleaner 41 is purified by the filter 46 of the air cleaner 41 and then introduced into the intake pipe 42 from the clean side S2 of the air cleaner 41. The air introduced into the intake pipe 42 sequentially flows through the intake pipe 42 and the intake port 32 and is introduced into the combustion chamber 31.

  Further, when the engine 7 is driven, exhaust gas is discharged from the combustion chamber 31. The exhaust gas discharged from the combustion chamber 31 sequentially flows through the exhaust port 33 and the exhaust pipe 51, is purified by the catalyst 52, and is then discharged to the rear of the motorcycle 1 through a muffler (not shown).

(Supply of secondary air to the catalyst 52)
With reference to FIG. 2, when supplying secondary air to the catalyst 52, the control valve 63 is opened by a control signal from the valve control unit 84, and a motor ( Drive (not shown). When the motor of the air pump 62 is driven in this way, the drive shaft 62a and the fan 62b of the air pump 62 rotate. Accordingly, the secondary air introduced from the clean side S2 of the air cleaner 41 to the first pipe 61a becomes the first pipe 61a, the air pump 62, the second pipe 61b, the control valve 63, the third pipe 61c, and the reed valve 64. The engine passage 61d sequentially flows and is supplied to the exhaust port 33. That is, the air pump 62 sends the secondary air supplied from the clean side S <b> 2 of the air cleaner 41 toward the exhaust port 33.

  The secondary air supplied to the exhaust port 33 as described above sequentially flows through the exhaust port 33 and the exhaust pipe 51 and is supplied to the catalyst 52. Thereby, the exhaust gas purification performance by the catalyst 52 is improved. When the supply of secondary air to the catalyst 52 is stopped, the drive of the motor of the air pump 62 is stopped by a control signal from the pump control unit 83 and the control valve 63 is closed by a control signal from the valve control unit 84. Is done.

(First control example)
Hereinafter, a first control example of the motorcycle 1 will be described with reference to FIG. The first control example is a control example for increasing the pump rotational speed to a target value N (N ≠ 0).

  When the first control example starts, the condition determination unit 81 determines whether or not the air pump 62 satisfies the driving condition (step S101). When the determination in step S101 is No, the first control example ends without the pump control unit 83 driving the air pump 62.

  On the other hand, when the determination in step S101 is Yes, the turning determination unit 82 determines whether or not the motorcycle 1 is turning (step S102).

  When the determination in step S102 is No, the pump control unit 83 quickly increases the pump speed to the target value N in T1 seconds (step S103).

  On the other hand, when the determination in step S102 is Yes, the pump control unit 83 increases the pump rotation speed by T1 + X seconds to the target value N (step S104). That is, when the determination in step S102 is Yes, the pump control unit 83 increases the pump rotational speed to the target value N by taking more time than in the case where the determination in step S102 is No. Specifically, when the determination in step S102 is Yes, the pump control unit 83 decreases the pump rotation speed increase rate compared to the case where the determination in step S102 is No.

(Second control example)
Hereinafter, a second control example of the motorcycle 1 will be described with reference to FIG. The second control example is a control example for stopping the air pump 62. In other words, the second control example is a control example for decreasing the pump speed to the target value 0.

  When the second control example starts, the condition determination unit 81 determines whether or not the air pump 62 satisfies the stop condition (step S201). If the determination in step S201 is No, the second control example ends without the pump control unit 83 stopping the air pump 62.

  On the other hand, when the determination in step S201 is Yes, the turning determination unit 82 determines whether or not the motorcycle 1 is turning (step S202).

  When the determination in step S202 is No, the pump control unit 83 quickly stops the air pump 62 in T2 seconds (step S203).

  On the other hand, when the determination in step S202 is Yes, the pump control unit 83 stops the air pump 62 over T2 + Y seconds (step S204). That is, when the determination in step S202 is Yes, the pump control unit 83 stops the air pump 62 over a longer time than when the determination in step S202 is No. Specifically, when the determination in step S202 is Yes, the pump control unit 83 decreases the lowering speed of the pump rotation speed than when the determination in step S202 is No.

(Third control example)
Hereinafter, a third control example of the motorcycle 1 will be described with reference to FIG. The third control example is a control example for controlling the pump rotation speed with a plurality of control contents.

  When the third control example starts, the pump control unit 83 controls the pump rotation speed in the normal mode (step S301). In this normal mode, the pump control unit 83 controls the number of revolutions of the pump in accordance with the supply amount of secondary air necessary for improving the exhaust gas purification performance by the catalyst 52. For example, the pump control unit 83 controls the pump rotation speed according to the oxygen concentration in the exhaust gas detected by the oxygen sensors 77 and 78 or the temperature of the catalyst 52 detected by the catalyst temperature sensor 79.

  Next, the turning determination unit 82 determines whether or not the motorcycle 1 is turning (step S302).

  When the determination in step S302 is No, the pump control unit 83 controls the pump rotation speed in the normal mode as in step S301 (step S303). That is, when the determination in step S302 is No, the pump control unit 83 controls the pump rotation speed with the same control content as at the start of the third control example.

  On the other hand, when the determination in step S302 is Yes, the pump control unit 83 controls the pump speed in the turning mode (step S304). In this turning mode, the pump control unit 83 controls the pump rotation speed so as to generate a gyro effect having an appropriate magnitude. Hereinafter, Examples 1 to 4 of the turning mode will be described.

(Example 1 of turning mode)
In the turning mode example 1, the pump control unit 83 controls the pump rotation speed in accordance with the throttle opening detected by the throttle position sensor 75. Specifically, the pump control unit 83 determines the throttle opening at every Δt seconds based on the throttle opening and the pump speed at the time of step S302 (when it is determined whether or not the motorcycle 1 is turning). The change of the pump speed is made to follow the change of. For example, the pump control unit 83 increases the pump rotation speed when the throttle opening increases for Δt seconds from the time of step S302, and pumps when the throttle opening decreases for Δt seconds from the time of step S302. The number of revolutions is also decreased (the same control is repeated every Δt seconds thereafter).

(Example 2 of turning mode)
In the second example of the turning mode, the pump control unit 83 controls the pump rotation speed in accordance with the crank rotation speed detected by the crank position sensor 76. Specifically, the pump control unit 83 determines the crank rotational speed per Δt second based on the crank rotational speed and the pump rotational speed at the time of step S302 (when it is determined whether or not the motorcycle 1 is turning). The rate of change of the pump speed is made to follow the rate of change. For example, when the crank rotational speed increases by 10% in Δt seconds from the time of step S302, the pump control unit 83 increases the pump rotational speed by 10%, and the crank rotational speed increases by 10% in Δt seconds from the time of step S302. If it is lowered, the pump rotational speed is also lowered by 10% (the same control is repeated every Δt seconds thereafter). In this case, it is preferable that the change rate of the crank rotation speed (10% in the above example) and the change rate of the pump rotation speed (10% in the above example) coincide with each other. The rotational speeds themselves do not necessarily have to match.

(Example 3 of turning mode)
In the example 3 of the turning mode, the pump control unit 83 controls the pump rotation speed according to the wheel rotation speed detected by the vehicle speed sensor 72. Specifically, the pump control unit 83 uses the wheel rotation speed and the pump rotation speed at the time of step S302 (when it is determined whether or not the motorcycle 1 is turning) as a reference for the wheel rotation speed every Δt seconds. The rate of change of the pump speed is made to follow the rate of change. For example, the pump controller 83 increases the pump rotational speed by 10% when the wheel rotational speed has increased by 10% in Δt seconds from the time of step S302, and the wheel rotational speed by 10% in Δt seconds from the time of step S302. If it is lowered, the pump rotational speed is also lowered by 10% (the same control is repeated every Δt seconds thereafter). In this case, it is preferable that the change rate of the wheel rotation speed (10% in the above example) and the change rate of the pump rotation speed (10% in the above example) coincide with each other. The rotational speeds themselves do not necessarily have to match.

(Example 4 of turning mode)
In the turning mode example 4, the pump control unit 83 fixes the pump rotation speed until the turning determination unit 82 determines that the motorcycle 1 is not turning. Specifically, the pump control unit 83 determines that the motorcycle 1 is not turning based on the pump rotation speed at the time of step S302 (when it is determined whether or not the motorcycle 1 is turning). Until the unit 82 determines, the target value of the pump speed is kept constant.

  During execution of the turning mode example 4, the turning determination unit 82 periodically repeats the determination of whether or not the motorcycle 1 is turning. The pump control unit 83 maintains the pump rotation speed control mode in the turning mode while the turning determination unit 82 determines that the motorcycle 1 is turning. On the other hand, the pump control unit 83 returns the control mode of the pump rotation speed from the turning mode to the normal mode when the turning determination unit 82 determines that the motorcycle 1 is not turning.

(Fourth control example)
Hereinafter, a fourth control example of the motorcycle 1 will be described with reference to FIGS. The fourth control example is a control example for setting a target value for the pump speed.

  When the fourth control example starts, the turning determination unit 82 determines whether or not the motorcycle 1 is turning (step S401).

  When the determination in step S401 is No, the pump control unit 83 sets the target value of the pump speed to Z (step S402). At that time, the pump control unit 83 determines the value of Z according to the supply amount of secondary air necessary for improving the exhaust gas purification performance by the catalyst 52. For example, the pump control unit 83 determines the value of Z according to the oxygen concentration in the exhaust gas detected by the oxygen sensors 77 and 78 or the temperature of the catalyst 52 detected by the catalyst temperature sensor 79.

  On the other hand, when the determination in step S401 is Yes, the ECU 80 intervenes traction control for suppressing idling of the rear wheel 6 (step S403). In this traction control, the ECU 80 controls the amount of traction control (for example, the amount of traction control that is detected by the tilt sensor 71 in the horizontal direction of the motorcycle 1) based on the detection value related to the ease of idling of the rear wheel 6. The execution frequency of the ignition cut is determined.

  Next, the ECU 80 determines whether or not the control amount of the traction control is greater than or equal to the threshold value Th1 (step S404).

  If the determination in step S404 is Yes, the control amount of traction control is “large”. In this case, the pump control unit 83 sets the target value of the pump speed to A (step S405).

  On the other hand, when the determination in step S404 is No, the ECU 80 determines whether or not the control amount of the traction control is equal to or greater than a threshold value Th2 (where Th2 <Th1) (step S406).

  When the determination in step S406 is Yes, the control amount of the traction control is “medium”. In this case, the pump control unit 83 sets the target value for the pump speed to B (step S407).

  On the other hand, when the determination in step S406 is No, the control amount of the traction control is “small”. In this case, the pump control unit 83 sets the target value for the pump speed to C (step S408).

  When setting the target values A to C of the pump speed as described above, the pump control unit 83 sets the target values A to C so that the target value A> the target value B> the target value C. Good (see FIG. 7). That is, the pump control unit 83 may change the target values A to C so as to be proportional to the control amount of the traction control. As a result, the gyro effect associated with the rotation of the air pump 62 increases as the control amount of the traction control increases, and the stability of the motorcycle 1 is improved.

  On the other hand, when setting the target values A to C of the pump speed as described above, the pump control unit 83 sets the target values A to C so that the target value A <target value B <target value C. You may do it (refer FIG. 8). That is, the pump control unit 83 may change the target values A to C so as to be inversely proportional to the control amount of the traction control. As a result, the gyro effect associated with the rotation of the air pump 62 decreases as the control amount of the traction control increases, and the turning performance of the motorcycle 1 improves.

(effect)
In the first to fourth control examples described above, the pump control unit 83 changes the control content with respect to the pump rotation speed in accordance with the determination result of the turning determination unit 82. Therefore, a gyro effect having an appropriate magnitude can be generated when the motorcycle 1 turns, and the operability during turning of the motorcycle 1 can be improved.

  In addition, since the gyro effect having an appropriate magnitude can be generated when the motorcycle 1 turns as described above, it is necessary to stop the driving of the air pump 62 because of the influence of the gyro effect when the motorcycle 1 turns. Absent. Therefore, the air pump 62 can be driven even when the motorcycle 1 is turning, and the driving time of the air pump 62 can be increased, so that the exhaust gas purification performance by the catalyst 52 can be improved.

  In the first and second control examples described above, the pump control unit 83 determines that the motorcycle 1 is not turning when the turning determination unit 82 determines that the motorcycle 1 is turning. The pump rotation speed is made to reach the target value (N in the first control example, 0 in the second control example) by taking more time than the case where 82 is determined. By executing such control, it is possible to suppress a rapid change in the pump rotational speed when the motorcycle 1 turns. Therefore, a sudden change in the gyro effect at the time of turning of the motorcycle 1 can be suppressed, and the operability at the time of turning of the motorcycle 1 can be further improved.

  In the first example of the turning mode of the third control example, the pump control unit 83 controls the pump rotation speed in accordance with the throttle opening. By executing such control, the number of revolutions of the pump can be changed in accordance with the operation of the throttle opening by the rider when the motorcycle 1 turns. Therefore, even if the gyro effect changes with changes in the pump speed, it is difficult for the rider to feel uncomfortable.

  In the second example of the turning mode of the third control example described above, the pump control unit 83 controls the pump speed according to the crank speed. By executing such control, the change in the gyro effect generated by the rotation of the air pump 62 can be synchronized with the large change in the gyro effect generated by the rotation of the crankshaft 25 when the motorcycle 1 turns. Therefore, even if the gyro effect changes with changes in the pump speed, it is difficult for the rider to feel uncomfortable.

  In the third example of the turning mode of the third control example described above, the pump control unit 83 controls the pump speed according to the wheel speed. By executing such control, the change of the gyro effect generated by the rotation of the air pump 62 is synchronized with the large change of the gyro effect generated by the rotation of the front wheel 4 or the rear wheel 6 when the motorcycle 1 turns. Can do. Therefore, even if the gyro effect changes with changes in the pump speed, it is difficult for the rider to feel uncomfortable.

  Further, in the turning mode example 4 of the third control example described above, the pump control unit 83 determines that the motorcycle 1 is not turning when the turning determination unit 82 determines that the motorcycle 1 is turning. The pump rotational speed is fixed until the turning determination unit 82 determines. Along with this, when the motorcycle 1 turns, the change in the gyro effect accompanying the change in the pump rotation speed can be eliminated, and the rider is less likely to feel uncomfortable.

  In the fourth control example described above, the pump control unit 83 changes the target value of the pump rotation speed in accordance with the control amount of the traction control. By executing such control, it is possible to generate a gyro effect having an appropriate magnitude according to the control amount of the traction control, and it is difficult for the rider to feel uncomfortable.

  In particular, in the fourth control example described above, the target value of the pump speed is changed so as to be proportional to the control amount of the traction control, or the target value of the pump speed is set to be inversely proportional to the control amount of the traction control. It is possible to select whether to change. Therefore, the target value of the pump speed can be appropriately set in consideration of the mounting position of the air pump 62, the rotation direction of the air pump 62, the vehicle characteristics of the motorcycle 1, and the like.

(Modification)
In the present embodiment, the inclination sensor 71 and the vehicle speed sensor 72 are used as the state detection unit. On the other hand, in other different embodiments, the water temperature sensor 73, the oil temperature sensor 74, the throttle position sensor 75, the crank position sensor 76, the oxygen sensors 77 and 78, the catalyst temperature sensor 79, the engine temperature sensor (the crankcase of the engine 7). 21, a sensor for detecting the temperature of the cylinder block 22 or the cylinder head 23), an intake air temperature sensor (a sensor for detecting the intake air temperature of the engine 7), an intake air amount sensor (a sensor for detecting the intake air amount of the engine 7), an intake air pressure Sensor (sensor for detecting intake pressure of engine 7), exhaust temperature sensor (sensor for detecting exhaust temperature of engine 7), exhaust valve position sensor (sensor for detecting opening of exhaust valve installed in exhaust pipe 51) , Cam position sensor (drives intake valve 34 and exhaust valve 35) Sensor for detecting the position of the cam provided in the valve mechanism to be operated), gear position sensor (sensor for detecting the gear position of the transmission), inertial sensor (sensor for detecting the acceleration and angular velocity of the motorcycle 1), acceleration sensor (Sensor for detecting the acceleration of the motorcycle 1), suspension stroke sensor (sensor for detecting the stroke position of the suspension), suspension load sensor (sensor for detecting the load of the suspension), brake switch (detecting brake ON / OFF) Switch), brake oil pressure sensor (sensor for detecting brake oil pressure), GPS (Global Positioning System), and the like may be used as the state detection unit.

  In this embodiment, the timing for driving the air pump 62 and the timing for opening the control valve 63 are synchronized. On the other hand, in another different embodiment, the timing for driving the air pump 62 and the timing for opening the control valve 63 may be shifted. For example, when it is desired to generate the gyro effect accompanying the rotation of the air pump 62 but not to supply the secondary air to the catalyst 52, the air pump 62 may be driven with the control valve 63 closed.

  When the air pump 62 is driven with the control valve 63 closed as described above, a valve body 91 is provided in the secondary air supply passage 61 upstream of the control valve 63 as shown in FIG. The valve body 91 and the clean side S2 of the air cleaner 41 are preferably connected by an auxiliary pipe 92. By adopting such a configuration, when the air pump 62 is driven with the control valve 63 closed, the secondary air in the secondary air supply passage 61 is passed through the valve element 91 and the auxiliary pipe 92 to the air cleaner 41. To the clean side S2. Therefore, the malfunction that the pressure in the secondary air supply passage 61 increases and the connection of the pipes 61a and 61b is released can be suppressed.

  In this embodiment, the drive shaft 62 a and the fan 62 b of the air pump 62 rotate in the same rotational direction as the crankshaft 25 of the engine 7. On the other hand, in another different embodiment, the drive shaft 62 a and the fan 62 b of the air pump 62 may rotate in the direction opposite to the crankshaft 25 of the engine 7.

  In this embodiment, one air cleaner 41 is used in combination for intake to the combustion chamber 31 and supply of secondary air. Therefore, a dedicated air cleaner 41 for supplying secondary air is not required, and the motorcycle 1 can be reduced in weight. On the other hand, in another different embodiment, an air cleaner 41 for intake air to the combustion chamber 31 and an air cleaner 41 for supplying secondary air may be provided separately.

  In the present embodiment, the secondary air supply passage 61 is connected to the exhaust port 33 on the upstream side of the catalyst 52. On the other hand, in another different embodiment, the secondary air supply passage 61 may be connected to the exhaust pipe 51 on the upstream side of the catalyst 52.

  In this embodiment, a water-cooled parallel 4-cylinder engine is taken as an example of the engine 7. On the other hand, in another different embodiment, a cooling type engine other than the water cooling type such as an air cooling type engine or an oil cooling type engine may be used as an example of the engine 7. In other different embodiments, a multi-cylinder engine other than the parallel 4-cylinder engine such as a parallel 2-cylinder engine or a V-type engine may be used as an example of the engine 7, and a single-cylinder engine may be used as an example of the engine 7. Accordingly, a plurality of combustion chambers 31 may be formed inside the engine 7 or only one combustion chamber 31 may be formed.

  In this embodiment, the on-road motorcycle 1 is an example of a saddle-ride type vehicle. On the other hand, in other different embodiments, an off-road motorcycle may be an example of a saddle-type vehicle, and a vehicle other than a motorcycle such as an automatic tricycle may be an example of a saddle-type vehicle.

1 Motorcycle (an example of a saddle type vehicle)
4 Front wheels (an example of wheels)
6 Rear wheels (example of wheels)
7 Engine 25 Crankshaft 31 Combustion chamber 41 Air cleaner 43 Throttle valve 44 Intake passage 52 Catalyst 53 Exhaust passage 61 Secondary air supply passage 62 Air pump 71 Tilt sensor (an example of state detection unit)
72 Vehicle speed sensor (an example of a state detector)
82 Turning determination unit 83 Pump control unit

Claims (7)

An engine having at least one combustion chamber formed therein;
An exhaust passage through which exhaust gas discharged from the combustion chamber flows;
A catalyst disposed in the exhaust passage;
A secondary air supply passage connected to the exhaust passage upstream of the catalyst;
An air cleaner connected to the secondary air supply passage;
An air pump that is disposed in the secondary air supply passage and sends out secondary air supplied from the air cleaner toward the exhaust passage;
A pump control unit for controlling the rotation speed of the air pump;
A state detection unit for detecting the state of the saddle riding type vehicle;
A turn determination unit that determines whether or not the straddle-type vehicle is turning based on a detection result of the state detection unit,
The straddle-type vehicle, wherein the pump control unit changes a control content for the rotation speed of the air pump according to a determination result of the turning determination unit.   When the turning determination unit determines that the straddle-type vehicle is turning, the pump control unit has a longer time than when the turning determination unit determines that the straddle-type vehicle is not turning. The straddle-type vehicle according to claim 1, wherein the rotation speed of the air pump is reached to a target value. An intake passage through which air introduced into the combustion chamber flows;
A throttle valve disposed in the intake passage;
The said pump control part controls the rotation speed of the said air pump according to the opening degree of the said throttle valve, when the said turning determination part determines that the said saddle riding type vehicle is turning. Item 3. The saddle riding type vehicle according to item 1 or 2.   The pump control unit controls the number of rotations of the air pump according to the number of rotations of the crankshaft of the engine when the turning determination unit determines that the saddle riding type vehicle is turning. The straddle-type vehicle according to claim 1 or 2.   2. The pump control unit according to claim 1, wherein when the turning determination unit determines that the saddle riding type vehicle is turning, the pump control unit controls the number of rotations of the air pump according to the number of rotations of a wheel. Or the saddle riding type vehicle according to 2.   When the turning determination unit determines that the straddle-type vehicle is turning, the pump control unit is configured to control the air pump until the turning determination unit determines that the straddle-type vehicle is not turning. The straddle-type vehicle according to any one of claims 1 to 5, wherein the rotational speed is fixed.   The pump control unit determines a control amount of the traction control when the turning determination unit determines that the saddle type vehicle is turning and traction control for suppressing idling of wheels is executed. The straddle-type vehicle according to any one of claims 1 to 6, wherein the target value of the rotation speed of the air pump is changed according to the conditions.

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