JP2023007655A - Control device for motorcycle - Google Patents

Abstract

To provide a control device for a motorcycle that enables easy conveyance of the vehicle.SOLUTION: An operation availability determination unit 28 determines whether a vehicle is in an operable state or a non-operable state, based on at least one of detection results from a seating sensor 19, an inclination sensor 18, and a stand sensor 20. A torque control unit 25 validates a torque limit when a first condition is satisfied, the first condition consisting of a situation in which a vehicle speed SP detected by a vehicle speed detection unit 29 is equal to or lower than a threshold speed and the operation availability determination unit 28 has determined that the vehicle is in a non-operable state. On the other hand, the torque control unit 25 invalidates the torque limit when a second condition is satisfied, the second condition consisting of a situation in which the vehicle speed SP detected by the vehicle speed detection unit 29 exceeds the threshold speed.SELECTED DRAWING: Figure 1

Description

The present invention relates to a control device for a motorcycle.

Japanese Patent Laid-Open No. 2002-201003 discloses a motorcycle that detects the idling state of the driving wheels that occurs when the stand is upright and suppresses the electric motor, without providing a switch or the like for detecting the stand state. Specifically, when the motorcycle is started, the electric motor is energized with PWM having a constant duty ratio for a certain period of time, and based on the rate of increase in the number of times the motor is driven, it is detected whether or not the motor is spinning.

JP 2018-30436 A

For example, in a motorcycle, it is desired to ensure safety when the accelerator is erroneously pressed while no rider is on the motorcycle. For this reason, some motorcycles are provided with a function that determines whether or not a rider is on the motorcycle using various sensors, and prohibits torque output if no rider is on the motorcycle. However, for example, when the vehicle is put into a garage, there is a case where it is desired to carry the vehicle by hand while no occupant is on board. If the torque output is prohibited in such a case, there is a risk that the transportation of the vehicle will become difficult.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and one of its objects is to provide a control device for a motorcycle that makes it possible to easily transport the vehicle.

A control device for a motorcycle according to the present invention includes a vehicle speed detection unit that detects a vehicle speed of a vehicle, a drivability determination unit that determines whether the vehicle is in a drivable state or an undrivable state, and the vehicle speed detection unit. and a torque control unit that controls the torque to the driving wheels of the vehicle based on the detection result of and the determination result of the drivability determination unit, and the drivability determination unit detects whether or not the occupant is seated. The drivable state or the drivable state is determined based on the detection result of at least one of a seat sensor, a tilt sensor that detects the tilt of the vehicle, and a stand sensor that detects ON/OFF of a stand that supports the vehicle. The torque control unit determines that the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a threshold speed, and that the drivability determination unit determines that the vehicle is in the undriveable state. As a first condition, when the first condition is satisfied, a torque limit for limiting the torque to the driving wheels to a torque limit value or less is enabled, and the vehicle speed detected by the vehicle speed detection unit is A second condition is that the threshold speed is exceeded, and the torque limit is disabled when the second condition is met.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to carry out a vehicle easily.

1 is a schematic diagram showing a configuration example of a main part in a control device for a motorcycle according to Embodiment 1 of the present invention; FIG. FIG. 2 is a flow chart showing an example of processing contents of a torque limiting unit in FIG. 1; FIG. 6 is a schematic diagram showing a configuration example of a main part in a control device for a motorcycle according to Embodiment 2 of the present invention; FIG. 4 is a flow diagram showing an example of processing contents of a torque limiting unit in FIG. 3; FIG. 4B is a flow chart showing an example of processing contents following FIG. 4A; FIG. 10 is a flowchart showing an example of processing contents of a torque limiting unit in a control device for a motorcycle, which is a comparative example of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
<Overview of motorcycle control device>
FIG. 1 is a schematic diagram showing a configuration example of a main part in a control device for a motorcycle according to Embodiment 1 of the present invention. FIG. 1 shows, for example, a control device 10 called an ECU (Engine Control Unit) and various peripheral components of the control device 10 . Various peripheral parts include an electric motor 15 , a rotation angle sensor 16 , an accelerator sensor 17 , an inclination sensor 18 , a seating sensor 19 and a stand sensor 20 .

The electric motor 15 is typically a three-phase brushless DC motor or the like, and is installed in the driving wheels of a motorcycle (also referred to as a vehicle in the specification). The rotation angle sensor 16 is composed of, for example, a Hall IC, rotary encoder, resolver, etc., and detects the rotation angle of the electric motor 15 . The accelerator sensor 17 detects the opening of the accelerator, in other words, the throttle.

The tilt sensor 18 is composed of, for example, a 3-axis acceleration sensor, a 3-axis gyro sensor, a 3-axis geomagnetic sensor, or a combination thereof, and detects the tilt of the vehicle when installed at any location on the vehicle. The seat sensor 19 is, for example, a load sensor or the like, and detects whether or not the passenger is seated while being installed around the seat of the vehicle. The stand sensor 20 is composed of, for example, a switch or the like, and detects the on/off of the stand, in other words, the lowering/raising of the stand, while being installed around the stand that supports the vehicle.

The control device 10 is mounted at any part of the vehicle, and includes a torque control section 25 , an inverter 26 , a current sensor 27 , a drivability determination section 28 and a vehicle speed detection section 29 . The vehicle speed detection unit 29 detects the rotation speed of the electric motor 15 and thus the vehicle speed SP based on the rate of change of the rotation angle detected by the rotation angle sensor 16 . The drivability determining unit 28 determines whether the vehicle is drivable or not drivable based on the detection result of at least one of the tilt sensor 18 , the seating sensor 19 , and the stand sensor 20 . In other words, the drivability determining unit 28 determines whether the vehicle and the occupant are ready for driving.

Specifically, the drivability determination unit 28 determines whether the seating sensor 19 detects no seating, or when the tilt sensor 18 detects an inclination equal to or greater than a predetermined value, or when the stand sensor 20 is detected. detects that the stand is turned on, it is determined that the vehicle cannot be driven. In other cases, for example, the seat sensor 19 detects that the user is seated, the tilt sensor 18 does not detect a tilt greater than a predetermined value, and the stand sensor 20 detects that the stand is off. In this case, the drivability determination unit 28 determines that the vehicle is in a drivable state. Note that the condition for determining whether the vehicle can be driven is not limited to this, and can be changed as appropriate according to the type of sensor to be mounted, the structure of the vehicle, and the like.

Based on the detection results of the accelerator sensor 17, the current sensor 27, and the vehicle speed detection unit 29, and the determination result of the drivability determination unit 28, the torque control unit 25 controls the torque to the drive wheels of the vehicle via the inverter 26, That is, the torque of the electric motor 15 is controlled. The inverter 26 is composed of, for example, three-phase switching elements, specifically six switching elements. The inverter 26 performs switching control according to three-phase PWM (Pulse Width Modulation) signals PWMu, PWMv, and PWMw from the torque control unit 25 to supply three-phase AC power to the electric motor 15 . At this time, the current sensor 27 detects the motor current Im flowing through the electric motor 15 .

The torque control unit 25 specifically includes a torque command unit 35 , a current controller 36 , a PWM modulator 37 and a torque limiter 38 . The torque command unit 35 calculates a torque command value and, by extension, a current command value I ^* based on the accelerator opening detected by the accelerator sensor 17 . Based on the error between the current command value I ^* and the value of the motor current Im detected by the current sensor 27, the current controller 36 calculates the duty ratio command value DT for bringing the error closer to zero by proportional integration. It is calculated using control (PI control) or the like.

PWM modulator 37 receives duty ratio command value DT from current controller 36 and generates three-phase PWM signals PWMu, PWMv, and PWMw having the duty ratio. Although the details will be described later, the torque limiter 38 limits the torque using the enable signal E/disable signal D based on the vehicle speed SP detected by the vehicle speed detector 29 and the determination result of the drivability determination unit 28. Control enable/disable.

When the torque limit is valid, the torque to the driving wheels, that is, the torque of the electric motor 15 is limited to the torque limit value Tlmt (Tlmt>0) or less. Specifically, the torque limiter 38 instructs the torque command unit 35 to enable/disable torque limitation and the torque limit value Tlmt, or instructs the PWM modulator 37 to limit the duty ratio command value. You may

In FIG. 1, the control device 10 is configured by, for example, a wiring board or the like on which various parts including a microcontroller, switching elements, and the like are mounted. The torque control unit 25, the drivability determination unit 28, and the vehicle speed detection unit 29 are realized, for example, by program processing using a processor in a microcontroller. However, some or all of the torque control unit 25, the driving possibility determination unit 28, and the vehicle speed detection unit 29 are not limited to program processing, and are implemented by hardware such as FPGA (Field Programmable Gate Array) and ASIC (Application Specific Integrated Circuit). may be implemented.

<<Operation of Torque Limiter (Comparative Example)>>
FIG. 5 is a flow chart showing an example of processing contents of a torque limiter in a control device for a motorcycle, which is a comparative example of the present invention. In FIG. 5, the torque limiter as a comparative example first determines whether the determination result by the drivability determination unit 28 is the drivable state or the drivable state (step S401). Then, the torque limiting unit permits torque output when the determination result in step S401 indicates that the operation is possible (step S402), and prohibits torque output when the operation is not possible (step S403). ).

If the process shown in FIG. 5 is used, for example, when the accelerator is erroneously pressed while no occupant is in the vehicle, the torque output is prohibited, so safety can be enhanced. However, for example, when the vehicle is put into a garage, there is a case where it is desired to carry the vehicle by hand while no occupant is on board. If torque output is prohibited in such a case, transportation of the vehicle may become difficult. Furthermore, in the process shown in FIG. 5, for example, torque output may be prohibited even when the occupant lifts his or her hips while the vehicle is running, which may interfere with the running of the vehicle.

<<Operation of Torque Limiter (Embodiment 1)>>
FIG. 2 is a flow chart showing an example of the processing contents of a torque limiter in FIG. 1; The torque limiter 38 of FIG. 1, for example, repeatedly executes the flow of FIG. 2 at a predetermined control cycle. In FIG. 2, the torque limiter 38 first determines whether or not the vehicle speed SP detected by the vehicle speed detector 29 is equal to or less than the threshold speed (step S101). The threshold speed is, for example, human walking speed, such as 2-4 km/h.

If the vehicle speed SP exceeds the threshold speed in step S101, the torque limiter 38 disables the torque limit (step S103). On the other hand, when the vehicle speed SP is equal to or lower than the threshold speed in step S101, the torque limiting unit 38 determines whether or not the drivability determining unit 28 determines that the vehicle can be driven (step S102). When the drivability determination unit 28 determines that the vehicle is drivable, the torque limiter 38 disables the torque limit (step S103). On the other hand, when the drivability determining unit 28 determines that the vehicle cannot be driven, the torque limiting unit 38 enables torque limitation (step S104).

As described above, in the flow of FIG. 2, the torque limiting unit 38 sets the vehicle speed SP to the threshold speed or less and the vehicle speed is determined to be in a non-drivable state as the first condition. Enable torque limit if met. Moreover, the torque limiter 38 disables the torque limit when the second condition is satisfied, with the second condition being that the vehicle speed SP exceeds the threshold speed.

As a result, compared with the flow of FIG. 5, it is possible to easily transport the vehicle. Specifically, in situations such as hand-pulling a vehicle with no occupants on board, torque output is permitted rather than prohibited, and is instead limited. Therefore, the driving wheels can be rotated within a limited range, which facilitates transportation of the vehicle. In addition, it also becomes possible to enhance safety. For example, even if the accelerator is erroneously opened wide during transportation of the vehicle, the vehicle can be prevented from suddenly jumping out.

Furthermore, since the torque limit is effective only in a very low speed range such as walking speed or less, it does not affect running. For example, even in a situation where the occupant is lifted from the seat during cornering or the like, it is possible to keep the torque limit disabled. Note that the threshold speed in FIG. 2 may be arbitrarily set from the outside. Also, the torque limit value Tlmt when the torque limit is effective may be arbitrarily set from the outside.

<<Main effects of the first embodiment>>
As described above, by using the method of the first embodiment, representatively, it becomes possible to easily transport a vehicle. In FIG. 1, a motorcycle using the electric motor 15 is taken as an example, but from the viewpoint of torque limitation, the method of the first embodiment is applicable not only to motor-type but also to engine-type motorcycles. Applicable. However, from the viewpoint of easiness in realizing torque limitation, it is beneficial to apply it to a motor-type motorcycle instead of an engine-type one.

(Embodiment 2)
<Overview of motorcycle control device>
FIG. 3 is a schematic diagram showing a configuration example of a main part in a control device for a motorcycle according to Embodiment 2 of the present invention. The control device 10a shown in FIG. 3 differs from the configuration example shown in FIG. 1 in the configuration and processing contents of the torque limiter 38a. The torque limiter 38 a shown in FIG. 3 includes a stop timer (vehicle stop detector) 40 and a limit value controller 41 . Further, the detection result of the accelerator sensor 17 is input to the torque limiter 38a.

The stop timer 40 detects whether or not the vehicle has been stopped for a predetermined time or longer based on the vehicle speed SP from the vehicle speed detector 29 . The certain period of time is, for example, several seconds to several tens of seconds. Although the details will be described later, the limit value control unit 41 changes the torque limit value Tlmt according to the difference between the vehicle speed SP from the vehicle speed detection unit 29 and a predetermined target speed while the torque limit is enabled. . The target speed is a speed lower than the threshold speed.

<<Operation of Torque Limiter (Embodiment 2)>>
4A is a flow chart showing an example of processing contents of a torque limiting unit in FIG. 3. FIG. FIG. 4B is a flow chart showing an example of processing contents following FIG. 4A. The torque limiter 38a in FIG. 3 repeatedly executes the flow in FIGS. 4A and 4B at a predetermined control cycle. In FIG. 4A, the torque limiter 38a first determines whether the torque limit is valid or invalid (step S201).

If the torque limitation is valid in step S201, the torque limitation unit 38a determines whether or not the vehicle speed SP is equal to or lower than the threshold speed (step S101a), as in the case of FIG. If there is, it is determined whether or not the vehicle is in a drivable state (step S102a). Here, when the vehicle speed SP exceeds the threshold speed in step S101a, unlike the case of FIG. is determined (step S202).

Further, when the vehicle speed SP is equal to or lower than the threshold speed in step S101a and it is determined that the vehicle is in a drivable state in step S102a, unlike the case of FIG. It is determined whether or not (step S202). Then, when the accelerator is off in step S202, the torque limiter 38a changes the torque limit from valid to invalid (step S203). On the other hand, the torque limiter 38a keeps the torque limit effective when it is determined in step S102a that the vehicle cannot be driven or when the accelerator is turned on in step S202.

Thus, in a state where the torque limit is valid, the torque limiter 38a sets the third condition that the accelerator is off, and satisfies the second condition (that is, vehicle speed SP>threshold speed) and Disable the torque limit when the third condition is satisfied. The torque limiter 38a also disables the torque limit when the third condition is satisfied while the vehicle is operable. On the other hand, the torque limiter 38a keeps the torque limit effective when the third condition is not satisfied. That is, at least the accelerator must be turned off in order to change the torque limit from effective to ineffective.

For example, it is assumed that the vehicle enters a downward slope while the vehicle is being transported while the carrier opens the accelerator while the torque limit is effective. In this case, the vehicle speed SP may increase, so in the flow of FIG. 2, there is a possibility that the torque limit will be released against the intention of the carrier. When the flow of FIG. 4A is used, the torque limit is not released unless the accelerator is turned off in step S202, so it is possible to prevent the torque limit from being released against the carrier's intention.

Further, in the flow of FIG. 2, when the torque limit is effective and the vehicle becomes operable, the torque limit is released. In this case, for example, the vehicle may suddenly accelerate when the occupant adjusts his/her driving posture with the accelerator opened. If the flow of FIG. 4A is used, the torque limit will not be released unless the accelerator is turned off in step S202, so it is possible to prevent such a situation.

Subsequently, when the torque limitation is invalid in step S201, the torque limitation unit 38a determines whether or not the vehicle speed SP is equal to or lower than the threshold speed (step S101b), as in the case of FIG. If it is below the speed, it is determined whether or not the vehicle is in a drivable state (step S102b). Here, when the vehicle speed SP exceeds the threshold speed in step S101b, the torque limiter 38a keeps the torque limit disabled. Further, even when the vehicle speed SP is equal to or lower than the threshold speed in step S101b and it is determined that the vehicle is drivable in step S102b, the torque limiter 38a keeps the torque limit disabled.

On the other hand, when the vehicle speed SP is equal to or lower than the threshold speed in step S101b and it is determined in step S102b that the vehicle cannot be driven, the torque limiting unit 38a further detects the stop timer 40, unlike the case of FIG. Based on the result, it is determined whether or not the vehicle has been stopped for a certain period of time (step S204). If the vehicle is stopped for a certain period of time in step S204, the torque limiting unit 38a changes the torque limitation from invalid to valid (step S205). Keep restrictions disabled.

In this way, when the torque limit is disabled, the torque limiter 38a sets the fourth condition that the stop timer 40 detects that the vehicle has been stopped for a certain period of time or more, and the first condition ( That is, when the vehicle speed≤threshold speed and the driving is impossible) and the fourth condition is satisfied, the torque limitation is enabled. On the other hand, the torque limiter 38a keeps the torque limit disabled when the fourth condition is not satisfied. In other words, in addition to the first condition, the vehicle must be stopped for a certain period of time or more in order to change the torque limitation from ineffective to effective.

For example, it is assumed that the occupant enters an intersection while slowing down the vehicle and wants to complete the right turn of the vehicle before the straight person reaches the intersection. In this case, in the flow of FIG. 2, there is a possibility that the torque limit will be effective when turning right, and there is a possibility that the right turn cannot be performed at a sufficient speed. If the flow of FIG. 4A is used, it is possible to prevent such a situation since the torque limit is not activated unless the vehicle is stopped for a certain period of time in step S204. That is, the torque limit is not activated when the vehicle stops momentarily or is about to stop while running.

After executing the flow of FIG. 4A, the torque limiting unit 38a executes the flow of FIG. 4B. In FIG. 4B, the torque limiter 38a first determines whether the torque limit is valid or invalid (step S301). If the torque limit is invalid, the torque limiter 38a terminates the process. On the other hand, when the torque limitation is effective, the torque limitation unit 38a determines whether the vehicle speed SP detected by the vehicle speed detection unit 29 is equal to or lower than the threshold speed, for example, walking speed or lower (step S301).

When the vehicle speed SP is equal to or lower than the threshold speed in step S301, the torque limiter 38a determines whether or not the vehicle speed SP is equal to or lower than the target speed using the limit value controller 41 (step S302). The limit value control unit 41 increases the torque limit value Tlmt in stages when the vehicle speed SP is equal to or lower than the target speed (step S303), and increases the torque limit value Tlmt in stages when the vehicle speed SP exceeds the target speed. is pulled down (step S304). Also when the vehicle speed SP exceeds the threshold speed in step S301, the torque limiter 38a uses the limit value controller 41 to reduce the torque limit value Tlmt step by step (step S304).

In this way, when the torque limit is valid, the torque control unit 25 controls the torque limit value according to the difference between the vehicle speed SP detected by the vehicle speed detection unit 29 and the predetermined target speed (target speed<threshold speed). Change Tlmt. Specifically, the torque control unit 25 controls the increase/decrease of the torque limit value Tlmt so that the vehicle speed SP gradually approaches the target speed. The limit value control unit 41 may be, for example, a speed controller using PI control.

For example, when a vehicle is transported with the torque limit value Tlmt set to a constant value, there is a risk that the vehicle will suddenly accelerate or decelerate, ie, a sudden change in the vehicle speed SP will occur depending on the inclination of the road surface or the like. Therefore, if the flow of FIG. 4B is used, it becomes possible to suppress rapid changes in the vehicle speed SP accompanying the processing of steps S303 and S304.

<<Main effects of the second embodiment>>
As described above, by using the method of the second embodiment, in addition to the various effects described in the first embodiment, it is possible to further improve safety. Specifically, it is possible to prevent unintentional cancellation of the torque limit and unintended rapid acceleration or deceleration of the vehicle.

It goes without saying that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the present invention. In addition, the material, shape, size, number, installation location, etc. of each component in each of the above embodiments are arbitrary as long as the present invention can be achieved, and are not limited to each of the above embodiments.

10, 10a: control device, 15: electric motor, 16: rotation angle sensor, 17: accelerator sensor, 18: tilt sensor, 19: seating sensor, 20: stand sensor, 25: torque control unit, 26: inverter, 27: Current sensor, 28: operation availability determination unit, 29: vehicle speed detection unit, 35: torque command unit, 36: current controller, 37: PWM modulator, 38, 38a: torque limiter, 40: stop timer (vehicle stop detection unit ), 41: limit value control unit, D: invalid signal, DT: duty ratio command value, E: valid signal, I ^* : current command value, Im: motor current, PWMu, PWMv, PWMw: PWM signal, SP: vehicle speed , Tlmt: torque limit value

Claims (7)

a vehicle speed detection unit that detects the vehicle speed of the vehicle;
a drivability determination unit that determines whether the state of the vehicle is drivable or not drivable;
a torque control unit that controls the torque applied to the driving wheels of the vehicle based on the detection result of the vehicle speed detection unit and the determination result of the drivability determination unit;
has
The drivability determination unit detects at least one detection result from a seat sensor that detects whether or not a passenger is seated, an inclination sensor that detects an inclination of the vehicle, and a stand sensor that detects on/off of a stand that supports the vehicle. Determine whether the operable state or the non-operable state based on
As a first condition, the torque control unit determines that the vehicle speed detected by the vehicle speed detection unit is equal to or less than a threshold speed, and that the drivability determination unit determines that the vehicle is in an undriveable state. A torque limit for limiting the torque to the driving wheels to a torque limit value or less is enabled when the first condition is satisfied, and the vehicle speed detected by the vehicle speed detection unit exceeds the threshold speed. as a second condition that the torque limit is disabled when the second condition is satisfied;
Motorcycle control device. The drivability determination unit determines whether the seat sensor detects no seating, or when the tilt sensor detects a tilt equal to or greater than a predetermined value, or when the stand sensor detects the position of the stand. If it is detected that it is on, it is determined that the operation is impossible,
A control device for a motorcycle according to claim 1. wherein the threshold speed is a walking speed;
A control device for a motorcycle according to claim 1. The torque control unit sets the third condition that the accelerator is off when the torque limit is valid, and disables the torque limit when the second condition and the third condition are satisfied. and maintaining the validity of the torque limit if the third condition is not satisfied;
A control device for a motorcycle according to any one of claims 1 to 3. In the motorcycle control device according to any one of claims 1 to 3,
Having a stop detection unit that detects whether the vehicle has stopped for a certain period of time or longer,
The torque control unit satisfies the first condition and the fourth condition, with a fourth condition that the vehicle stop detection unit detects a vehicle stop for a predetermined time or more when the torque limit is invalid. validating the torque limit if satisfied, and maintaining the invalidity of the torque limit if the fourth condition is not satisfied;
Motorcycle control device. The torque control unit changes the torque limit value according to a difference between the vehicle speed detected by the vehicle speed detection unit and a predetermined target speed when the torque limit is valid.
A control device for a motorcycle according to any one of claims 1 to 3. The torque control unit controls the torque of an electric motor installed in the driving wheel.
A control device for a motorcycle according to any one of claims 1 to 3.

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