JP2915191B2 - Vehicle driving force control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for a vehicle, and more particularly to a vehicle driving force control device for preventing an apparent acceleration slip state caused by a front wheel speed becoming lower than a rear wheel speed when the vehicle is decelerated. The present invention relates to a vehicle driving force control device that does not execute driving force control during the deceleration.

[0002]

2. Description of the Related Art A vehicular driving force control (so-called traction control) device that prevents a wheel from slipping by controlling an ignition timing and an air-fuel ratio is disclosed in, for example, JP-A-1-170726. Conventionally, various proposals have been made.

In such driving force control, basically, the wheel speed of the driving wheel (rear wheel) becomes faster than the wheel speed of the driven wheel (front wheel) by a predetermined amount, and the slip on the driving wheel side becomes large. It is executed when it becomes.

[0004]

When the vehicle is suddenly braked during running, the wheel speeds of the drive wheel and the driven wheel alternately change with time (pulsation) depending on the situation at that time. And the phase of the change may be shifted.
Then, when the deceleration of the driven wheel increases and the wheel speed of the driven wheel becomes slower than the wheel speed of the drive wheel, an apparent acceleration slip state occurs. Such a tendency is remarkable when the vehicle is equipped with a brake control system (anti-lock brake system, ABS) as described in Japanese Patent Application Laid-Open No. 63-232062.

In such an apparent acceleration slip state, if there is a large difference between the wheel speeds of the driven wheels and the drive wheels, there is a possibility that unnecessary unnecessary driving force control may be started in this state.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to prevent an apparent acceleration slip state which may occur when the vehicle is decelerated, and to reduce the driving force during the deceleration. An object of the present invention is to provide a vehicle driving force control device that does not execute control.

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention uses a front wheel speed (driven wheel speed) and a rear wheel speed (driving wheel speed) of a vehicle to calculate each moving average value. Calculate the average driven wheel speed and the average drive wheel speed, and use them to detect the slip level (slip amount or slip rate) of the vehicle and set the ignition timing for driving force control according to the slip level. When a pseudo acceleration slip state during deceleration is detected in the vehicle driving force control device, the average driven wheel speed used for calculating the actual slip level is not obtained by ordinary calculation. Another characteristic is that the average driven wheel speed calculated last time is used as it is as the current average driven wheel speed.

In the detection of the pseudo acceleration slip state, the average driven wheel speed is larger than the driven wheel speed.
Another feature is that the adjustment is performed when the driving wheel speed is lower than the driving wheel speed.

[0009]

According to the above arrangement, when a pseudo acceleration slip state occurs during deceleration, the current average driven wheel speed is maintained at the value of the previously calculated average driven wheel speed without decreasing. You.

When the average driven wheel speed is higher than the driven wheel speed and lower than the drive wheel speed, the average driven wheel speed is reduced as shown in FIG. Yes, and the average driven wheel speed is lower than the drive wheel speed. This state is a pseudo acceleration slip state that occurs when the vehicle decelerates.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 2 is a block diagram showing the configuration of the present invention. In the figure, reference numeral 4 denotes a unit for ignition control and driving force control. As shown, a so-called dual CPU system including a first CPU 4A (for driving force control) and a second CPU 4B (for ignition control) is shown. It is. Each CPU
Monitor each other's CPU. Each of the first CPs
The U4A and the second CPU 4B respectively include the interface circuits 53 and 54 and the interface circuit 51.
And 52, and a ROM and a RAM (both not shown) for configuring the microcomputer.

A side stand switch 9 for detecting whether the side stand is down, a neutral switch 10 for detecting whether the transmission is in a neutral position, and a pulse for generating a pulse for detecting the engine speed Ne of the vehicle. The generator 11 and a TCS on / off switch 16 for setting whether or not to make the driving force control system (TCS) executable are connected to the interface circuit 51.

When the driving force control system fails and a TCS warning light 1 described later is turned on, an instruction to turn off the TCS warning light 1 is issued, and a brake control system (antilock brake system, ABS) described later is used. Has failed and ABS / TC for instructing to turn off the ABS warning light when the ABS warning light (41 in FIG. 5) is turned on.
The S warning light extinguishing switch 15 is connected to the interface circuit 51 and the ABS control unit 55.

A front wheel sensor 7 for detecting a rotation speed of a front wheel (a front wheel speed, ie, a driven wheel speed), and a rear wheel sensor 12 for detecting a rotation speed of a rear wheel (a rear wheel speed, ie, a driving wheel speed).
Are connected to the interface circuit 53 and the ABS control unit 55, respectively. Although not directly related to the present invention, the ABS control unit 55 controls a brake device (not shown) so as to prevent an increase in a slip level during a braking operation of the vehicle. The ABS control unit 55 exchanges predetermined data with the ignition / driving force control unit 4.

The interface circuit 52 has a light T which is turned on when the driving force control system is in a failure state.
The CS warning light 1, the TCS off indicator light 3 that lights when the driving force control by the driving force control system is in the released state, and the ignition coil 8 are connected. This ignition coil 8 is connected to an ignition plug 8A.

The interface circuit 54 is connected to the TCS operation lamp 2 which is turned on when the driving force control by the driving force control system is executed.

Each of the above components is supplied with power from a battery 14. Specifically, the lamps 1 to 3 and the lamps 41 to 46 described later with reference to FIG. 5 are supplied with power from the battery 14 via the main switch 17 and the fuse 13A. The ignition coil 8 is connected to the battery 14 via the main switch 17, the fuse 13B, an engine stop sensor relay 5 operated by an engine stop sensor 6, which will be described later, when the vehicle is overturned, and the engine stop sensor 6. Receive power supply. Also, the ignition / driving force control unit 4,
The ABS control unit 55 and the like receive power supply of the battery 14 from a connection point of the engine stop sensor relay 5 and the engine stop sensor 6.

An example in which this configuration is applied to a motorcycle will be described below. FIG. 3 is a perspective view of a motorcycle to which the present invention is applied, and FIG. 4 is a plan view of FIG. In each of the drawings, the same reference numerals as those in FIG. 2 indicate the same or equivalent parts, and thus description thereof will be omitted. The fuse box 13 houses the fuses 13A and 13B.

Referring first to FIG.
1 and a rear wheel pulsar ring 22 are attached to the front wheel and the rear wheel, respectively, and the front wheel sensor 7 and the rear wheel sensor 12 output pulses each time the front wheel and the rear wheel rotate by a predetermined angle. I have. Reference numeral 23,
Reference numerals 24, 25, 26, 27 and 28 are a handle, a seat, a luggage box, a muffler, a step and a brake pedal, respectively.

Next, in FIG. 4, reference numeral 31 denotes a meter panel, which is a speedometer 32, a tachometer 33, a fuel meter 34, a water temperature meter 35, and a turn lamp (left).
36 and a turn lamp (right) 37 are provided. An indicator panel 30 is attached to the front of the meter panel 31. An enlarged view of the indicator panel 30 is shown in FIG. 2, the same reference numerals as those in FIG. 2 represent the same or equivalent parts.

In FIG. 5, the indicator panel 30 includes the TCS warning light 1, the TCS operation light 2, and the TC
In addition to the S-OFF indicator light 3, A which lights when the brake control system by the ABS control unit 55 fails.
BS warning light 41, oil warning light 4 that indicates running out of oil
2. A high beam light 43 indicating that the light distribution state of the headlight is high (high beam), a neutral light 44 indicating that the transmission of the engine is in a neutral state, a fuel warning light 45 indicating that the fuel is running out, And a side stand light 46 indicating that the side stand is down.

Referring back to FIG. 4, reference numerals 38, 39, and 40 denote a handle cover, a main switch hole, and a switch case, respectively. FIG. 6 is an enlarged view of the vicinity of the ABS / TCS warning light extinguishing switch 15 and the TCS on / off switch 16 in FIG. In the figure, reference numeral 29 denotes an accessory case. The switches 15 and 16 are provided on a side panel.

Next, the operation of the present invention will be described. FIG.
And FIG. 8 show the operation (main routine) of one embodiment of the present invention.
It is a flowchart which shows. This main routine is
For example, it is executed at regular intervals. First, in step S1, the period of the pulse (rectangular wave) output from the front wheel sensor 7 and the rear wheel sensor 12 (FIGS. 2 and 3) is detected (measured), and these are set as Tf and Tr, respectively.

In step S2, the periods Tf and Tf
Using r, front wheel speed Vfw (n) and rear wheel speed Vrw (n) are calculated. This calculation is performed using the first and second equations.

Vfw (n) = Kf / Tf (1) Vrw (n) = Kr / Tr (2) where Kf and Kr are predetermined constants.

Next, in step S3, it is determined whether or not the function release of the driving force control by operating the TCS on / off switch 16 (FIG. 2) is effective. FIG. 9 shows a specific example of this processing.

In FIG. 5, first, in step S31, it is determined whether or not both the average front wheel speed Vf (n) and the average rear wheel speed Vr (n) described later with respect to step S6 (FIG. 7) are 0. . If it is not 0 (that is, if the vehicle is running), the process ends. If 0, the process proceeds to step S32. Note that it may be determined whether the front wheel speed Vfw (n) and the rear wheel speed Vrw (n) calculated in step S2 are zero.

In step S32, it is determined whether the driving force control system or the first CPU 4A for driving force control is failing. The failure determination will be described later.

If the driving force control system has not failed, it is determined in step S33 whether the driving force control is currently being performed, in other words, Cθig (n) described later.
Is determined as the ignition timing.
If the driving force control is not being performed, T is determined in step S34.
By operating the CS on / off switch 16, it is determined whether or not the driving force control is designated to be canceled (the switch 16 is off). If it is in the release designation state, step S35
, The control prohibition flag Fcontn is set to "1". Then, after the TCS off indicator lamp 3 is turned on in step S36, the process ends.

If it is determined in step S34 that the driving force control is not specified to be canceled (the switch 16 is on) by operating the TCS on / off switch 16, the control prohibition flag Fcont is determined in step S37.
n is set to “0”, and in step S38, TC
After the S-OFF indicator lamp 3 is turned off, the process ends.

The TCS on / off switch 16 is
It is assumed that when the main switch 17 (FIG. 2) is closed, it is in the ON state.

Returning to FIG. 7, in step S4, it is determined whether the front wheel speed Vfw (n) or the rear wheel speed Vrw (n) exceeds a predetermined threshold value. Modify that speed. FIG. 10 shows a specific example of this processing.

In the figure, first, in step S41, it is determined whether or not the output pulse cycle Tf of the front wheel sensor 7 is equal to or less than a predetermined cycle (for example, 20 [ms]). 2
If it exceeds 0 [ms], it is determined whether the count value of the predetermined counter is 1 or more. The counter is reset when the power to the driving force control system is turned on. Therefore, when the process of step S42 is performed first, the process proceeds to step S43.

In step S43, the front wheel sensor 7
Is determined to have failed, the front wheel fail flag Ffsf is set to "1", and 1 is added to the counter in step S44. The failure judgment using the flag Ffsf will be described later.

In step S45, the value of the front wheel speed Vfw (n) set in step S2 is canceled, and the front wheel speed calculated nine times before in the process, ie, V
fw (n-9) is set to the current front wheel speed Vfw (n). Then, in step S46, an R counter described later with respect to step S51 is reset.

As described above, when the front wheel failure flag Ffsf becomes "1", that is, when the output pulse cycle Tf of the front wheel sensor 7 exceeds a predetermined cycle (20 [ms]), the normal running state This is not the case, and there is a high possibility that the front wheel sensor 7 has failed. In this case, since the output of the front wheel sensor 7 is not accurate, Vfw (n-9) is adopted as the front wheel speed Vfw (n) (step S45), and the average front wheel speed Vf (n) is calculated in step S6 described later. The calculation is performed using the data of the front wheel sensor 7 before the failure.

When the process has proceeded from step S41 to step S42 twice or more consecutively, the process proceeds from step S42 to step S47. In this step S47, the cycle Tf is set to a predetermined cycle maxTf
(For example, 65 [ms]). Then, in step S48, the front wheel speed Vfw (n) is calculated again using the reset period Tf.

Thereafter, in step S49, the flag F
ng is set to "1", and 1 is added to the counter in step S50. In step S51, the R counter is reset.

If it is determined in step S41 that the output pulse period Tf of the front wheel sensor 7 is equal to or less than 20 [ms], it is determined in step S52 whether the front wheel failure flag Ffsf is "1". If "1", 1 is added to the R counter in step S53. The R counter is also reset when power is supplied to the driving force control system.

In step S54, it is determined whether or not the count value of the R counter is 6. If it is 6 (that is, once it is determined that Tf exceeds 20 [ms], and then it is determined that Tf is continuously 20 [ms] or less 6 times, step S55 , The front wheel fail flag Ffsf and the flag Fng are set to “0”.
And the counter and the R counter are reset.

Step S46, S51 or S5
After execution of No. 5, or after a negative determination is made in step S52 or S54, the process proceeds to step S56,
The same processing is performed for the rear wheel cycle Tr. In addition,
A flag corresponding to the front wheel fail flag Ffsf on the rear wheel side is a rear wheel fail flag Ffsr, and has a predetermined period ma.
The cycle corresponding to xTf is maxTr.

Further, when the flag Fng of one of the front wheel side and the rear wheel side becomes "1", the other wheel speed Vrw (n-9) or Vfw (n) is set to Vrw (n-9) or Vfw (n). n-9) instead of the set
Set Tr or maxTf.

Returning to FIG. 7, in step S5, the amount of change in the front wheel speed Vfw (n) and the rear wheel speed Vrw (n) is regulated. FIG. 11 shows a specific example of this processing. In the figure, in step S61, the front wheel speed Vfw (n) is changed to the front wheel speed (that is, Vfw (n-1)) of the previous calculation by a predetermined speed (eg, 7).
[km / h]), it is determined whether or not the speed exceeds the added speed. If it is, the front wheel speed Vfw (n) is increased to the speed (Vfw (n-1) +7 [km / h]) in step S62. ) Is reset.

In the case of a negative determination in step S61, in step S63, the front wheel speed Vfw (n) is obtained by subtracting a predetermined speed (for example, 7 [km / h]) from the front wheel speed Vfw (n-1) of the previous calculation. It is determined whether the speed is lower than the set speed. If the speed is lower, the speed (Vfw (n-1)) is determined in step S64.
The front wheel speed Vfw (n) is reset to -7 [km / h].

After the processing in step S62 or S64, or after a negative determination in step S63, the flow shifts to step S65, and the same processing is performed for the rear wheel speed Vrw (n).

FIG. 12 is a graph showing how the front wheel speed Vfw (n) changes. In the figure, the horizontal axis represents time, and the vertical axis represents front wheel speed. In the figure, the arrow indicated by the two-dot chain line
FIG. 9 shows the maximum wheel speed change predicted during running on a low friction coefficient road at the execution intervals of the main routine shown in FIGS. 7 and 8 (hereinafter referred to as “B / G interval”). As is clear from this figure, the numerical value of 7 [km / h] shown in each step of FIG. 11 is a numerical value exceeding the maximum wheel speed change. Note that, of course, the maximum wheel speed change is 7 [k
If the value exceeds m / h], the numerical value shown in each step of FIG. 11 is corrected to a value exceeding the value.

Returning to FIG. 7, in step S6, the average wheel speed (average front wheel speed Vf (n) and average rear wheel speed Vr (n)), which is the average of the front wheel speed and the rear wheel speed, is calculated. . FIG. 13 shows a specific example of this processing. In the figure, in step S71, it is determined whether or not the front wheel speed Vfw (n) is lower than Vf (n-1) (the average front wheel speed Vf (n) calculated in the previous process). If not, the average front wheel speed Vf (n) is calculated from the third equation.

Vf (n) = (Vfw (n) + Vfw (n−1) + Vfw (n−2) +... + Vfw (n−m + 1)) / m (3) where (n) is the current calculation , This Vf
(n) is a moving average value. Note that m is a positive integer. In step S45 of FIG. 10, Vfw (n-9) is
(n), so in this case m
= 10.

If the determination in step S71 is affirmative, in step S72, the average front wheel speed Vf (n-1) obtained in the previous calculation is calculated.
Is smaller than the rear wheel speed Vrw (n). If it is smaller, in step S73, the previous average front wheel speed Vf (n-1) is set to the current average front wheel speed Vf (n). That is, the average front wheel speed Vf (n) is maintained at the previous value. If not smaller, the process moves to step S74.

In step S75, the average rear wheel speed Vr (n) is calculated by the same equation as the third equation.

As described above, only when the average front wheel speed Vf (n) is calculated, when the predetermined condition is satisfied, the average front wheel speed Vf (n)
Is maintained at the previous value for the following reason. FIG. 14 is a graph showing an example of how the front wheel speed Vfw (Vfw (n)) and the rear wheel speed Vrw (Vrw (n)) change when sudden braking is applied to a running vehicle. As shown in the figure, at the time of braking, the magnitude relationship between the front wheel speed Vfw and the rear wheel speed Vrw may alternately change over time,
This is remarkable when the vehicle is performing the ABS control.

In such a braking state, the front wheel speed V
When fw <rear wheel speed Vrw, the vehicle is apparently in an acceleration slip state, and the driving force control is started. Therefore, as shown in FIG. 15, the front wheel speed Vfw (n) is smaller than the previous average front wheel speed Vf (n-1) (step S71), and the previous average front wheel speed Vf (n-1) is changed to the rear wheel speed. When the speed is lower than the speed Vrw (n) (step S72) (A in FIG. 15), the average front wheel speed Vf (n) is maintained at the previous value (two-dot chain line in FIG. 15), and the above case is not satisfied. If (B in the same figure)
The average front wheel speed Vf (n) is calculated using the equation (step S7).
4) I do.

As described above, such condition determination is not applied to the calculation of the average rear wheel speed Vr (n).

Returning to FIG. 7, in step S7, the slip amount Vb (n) of the vehicle is calculated using the fourth equation.

Vb (n) = Vr (n) −Vf (n) (4) In step S8, the slip ratio Sb (n) of the vehicle is calculated using the fifth equation.

Sb (n) = Vb (n) / Vr (n) (5) As a result, the slip ratio Sb (n) is calculated in the range of 0 to 1.

In step S9, a target slip amount VT is retrieved from the average front wheel speed Vf (n) using a table as shown in FIG.

When the slip amount Vb (n) and the target slip amount VT are determined in steps S7 and S9, the PID control is performed using the Vb (n) and VT by interrupt processing other than the main routine. Terms are calculated. FIG. 17 shows an example of this interrupt processing.

In the figure, first, steps S81 and S81
At 82, the calculated slip amount Vb (n) and target slip amount VT are read.

In steps S83 to S85, the sixth
Using the equations (8) to (8), a proportional term (P term) Tp, an integral term (I term) Ti, and a differential term (D term) Td, which are PID feedback control terms, are calculated.

Tp = (Vb (n) −VT) × Gp = ΔV (n) × Gp (6) Ti = (ΔV (n) + ΔV (n-1) + ΔV (n-2) +... + ΔV (1) )) × Gi = dtΣΔV (n) × Gi (7) Td = (ΔV (n) −ΔV (n−1)) × Gd (8) Here, Gp, Gi and Gd are control values set in advance. The gain ΔV (n) is the difference between the current actual slip amount Vb (n) and the target slip amount VT. DtΣΔV (n) is ΔV (n) (that is, ΔV
From (1)), ΔV calculated in the current process
This is the sum of the values of (n). Each of the control terms Tp, Ti and Td, and Ktotal are not set to exceed a predetermined maximum value.

Returning to FIG. 7, in step S10,
From the ninth equation, the total value Ktotal of the control terms is calculated.

Ktotal = Tp + Ti + Td (9) In step S11, the ignition timing retard amount Δθig (positive value) is set according to the engine speed Ne and the total value Ktotal. This setting is performed by reading out Δθig from a Δθig map using Ne and Ktotal as parameters.

Next, in FIG. 8, first, at step S12, the standard ignition timing Sθig (n) and the driving force control ignition timing Cθig (n) are calculated. FIG. 18 shows a specific example of this processing.

In FIG. 18, first, at step S91, a standard ignition timing Sθig (n) is calculated from the engine speed Ne using a known method. Step S92
In the above, the driving force control ignition timing Cθig (n) is calculated from the equation (10) using the Sθig (n) and the retard amount Δθig.

Cθig (n) = Sθig (n) −Δθig (10) As described above, Cθig (n) is a value delayed from Sθig (n) by Δθig.

In step S93, it is determined whether or not the driving force control is currently performed, in other words, whether or not Cθig (n) is employed as the ignition timing. If the driving force control is not being performed, the process ends. If the driving force control is being performed, in steps S94 and S95, it is determined whether the power supply voltage of the front wheel sensor 7 or the power supply voltage of the rear wheel sensor 12 is equal to or lower than a predetermined voltage (fail-safe voltage). If at least one of the power supply voltages is equal to or lower than the fail-safe voltage, the process proceeds to step S98. If each of the power supply voltages exceeds the fail-safe voltage, the process proceeds to step S96.

In step S96, the average front wheel speed V
It is determined whether f (n) is 3 [km / h] or more. 3 [km /
h], the process ends, and if it is 3 km / h or more, in step S97, the rear wheel fail flag Ffsr
Is determined to be "1". If Ffsr is "0", the process is terminated, and if Ffsr is "1", the process proceeds to step S9.
Move to 8.

In step S98, the previously calculated value Cθig (n) is set as the driving force control ignition timing Cθig (n).
-1) is set. That is, Cθig (n) is maintained at the previous value. Thereafter, the process ends. As described above, during the driving force control, if there is a high possibility that the front wheel sensor 7 or the rear wheel sensor 12 has failed, the ignition timing is maintained at the previous value.

Returning to FIG. 8, in step S13,
It is determined whether or not the return control described below with respect to step S21 is being executed. If the return control is not underway, in step S14, whether or not the driving force control is currently being performed (whether or not Cθig (n) is employed as the ignition timing)
Is determined. If the driving force control is not being performed, step S1
In 5, it is determined whether the start condition of the driving force control is satisfied. If the above condition is not satisfied, the ignition timing θig (n) is set as Sig in step S16.
θig (n) is adopted. If the above condition is satisfied, the driving force control ignition timing Cθig (n) is adopted as θig (n) in step S18.

FIG. 1 shows a specific example of the processing in step S15.
It is shown in FIG. In the figure, first, in step S101,
Control prohibition flag Fcontn (Steps S35 and S35 in FIG. 9)
It is determined whether or not (see 37) is “0”. “1”
If so, the process proceeds to step S16 (θig (n)
= Sθig (n)), if “0”, the slip ratio Sb (n) is changed to the control start slip ratio S1 (n) in step S102.
It is determined whether it is greater than or equal to. This S1 (n) is retrieved from a table as shown in FIG. 20 according to the average front wheel speed Vf (n).

If Sb (n) is equal to or less than S1 (n), the process proceeds to step S16. If Sb (n) exceeds S1 (n), the average rear wheel speed Vr (n) is determined in step S103.
Is higher than a predetermined speed (for example, 5 [km / h]). If Vr (n) does not exceed the above speed, the process proceeds to step S16. If Vr (n) does exceed Vr (n), the average rear wheel speed Vr (n) is calculated in step S104. It is determined whether or not Vr (n-1) is exceeded.

If Vr (n) is equal to or less than Vr (n-1), the process proceeds to step S16. If Vr (n-1) is exceeded, the average front wheel speed Vf is determined in step S105. (n)
Is less than or equal to a predetermined speed (for example, 3 [km / h]).

If Vf (n) exceeds the speed (if the vehicle is running), it is determined in step S106 whether or not the front wheel failure flag Ffsf is "1". ", The process proceeds to step S16. If it is “0”, it is determined that the start condition of the driving force control is satisfied, and the process proceeds to step S18, where θig
Cθig (n) is adopted as (n).

If Vf (n) is equal to or lower than the aforementioned speed, it is determined in step S107 whether the transmission of the vehicle is in neutral. If it is neutral, the process proceeds to step S16, and if it is not neutral, the process proceeds to step S18.

Here, from step S102 to step S102
All the judgments up to 104 are affirmative, and step S105
Is negative, it is determined that the start condition of the driving force control is satisfied in the related art. However, in this embodiment, it is further determined in step S106 whether the front wheel failure flag Ffsf is “1”. It is determined that the driving force control is started only when it is "0".

That is, even if the front wheel sensor 7 is in a failed state, the process goes from step S102 to step S105 to step S105.
If the front wheel sensor 7 determines that there is a possibility of failure (Ffsf is "1"), the driving force control is not started.

Incidentally, the value of the average front wheel speed Vf (n) is, for example, 0 when the output of the front wheel sensor 7
Does not immediately fluctuate greatly. Therefore,
Even if it is determined in step S105 that the average front wheel speed Vf (n) exceeds the predetermined speed, Ffsf may be "1".

Returning to FIG. 8, if it is determined in step S14 that the driving force is being controlled, the process proceeds to step S14.
At 17, it is determined whether or not the driving force control termination condition is satisfied. If the termination condition is not satisfied, the process proceeds to step S18. If it satisfies, the process moves to step S21, and Cθig (n) is gradually changed to Sθig
Enter return control to return to (n).

FIG. 2 shows a specific example of the processing in step S17.
It is shown in FIG. In the figure, first, steps S111 and S111
At 112, the power supply voltage of the front wheel sensor 7 and the rear wheel sensor 1
It is determined whether the power supply voltage of the second power supply voltage exceeds the fail-safe voltage. If at least one of the power supply voltages is equal to or lower than the fail-safe voltage, the process proceeds to step S120. If each of the power supply voltages exceeds the fail-safe voltage, the process proceeds to step S
Move to 113.

In step S113, it is determined whether the slip ratio Sb (n) is lower than the control end slip ratio S2 (n). This S2 (n) is searched according to the average front wheel speed Vf (n) from, for example, a table as shown in FIG.

If Sb (n) is equal to or greater than S2 (n), the process proceeds to step S120. If Sb (n) is less than S2 (n), Sθig (n) and Cθig (n) are determined in step S114. ) Is determined whether or not the absolute value of the difference is equal to or greater than the predetermined angle r degrees. If it is less than r degrees, the process proceeds to step S120. If it is more than r degrees, it is determined in step S115 whether the average front wheel speed Vf (n) is less than or equal to a predetermined speed (for example, 3 [km / h]). You.

If Vf (n) is equal to or lower than the speed, it is determined in step S116 whether or not the rear wheel fail flag Ffsr is "1". If "1", step S12 is performed.
Move to 0. If Ffsr is "0", or if it is determined in step S115 that Vf (n) exceeds the predetermined speed, a timer is started in step S117. It should be noted that the measurement time of the timer is not reset when this processing is passed after the next time.

In step S118, it is determined whether or not the timer has measured a predetermined time (for example, 20 [ms]). If the predetermined time has elapsed, step S1
At 19, the timer is reset, and then the process proceeds to step S21 (FIG. 8). That is, it is determined that the end condition of the driving force control is satisfied, and the control enters the return control.

If the predetermined time has not elapsed, or after the timer is reset in step S120, the process proceeds to step S18 (FIG. 8). That is, it is determined that the driving force control termination condition is not satisfied, and Cθig (n) is adopted as θig (n).

Next, a specific example of the return control in step S21 is shown in FIG. In the figure, first, in step S12
In step 1, the ignition timing θig (n) is set to a value obtained by adding a predetermined value R to the ignition timing θig (n-1) of the previous calculation. That is, θig (n) is set to a value advanced from θig (n-1) by R degrees.

In step S122, it is determined whether or not the set θig (n) is equal to or greater than the standard ignition timing Sθig (n) calculated in step S12, ie, Sθig
It is determined whether the value is advanced from (n) or Sθig (n). If the value is equal to or greater than Sθig (n), step S1
At 23, the ignition timing θig (n) is set to Sθig (n), and after the termination of the return control is determined at step S124, the process ends. Θig (n) is Sθ
If the value is less than ig (n), to continue the return control,
This processing ends as it is.

In this example, the process of step S121 is performed each time the main routine is executed, but may be executed at a fixed timing different from the execution timing of the main routine.

Returning to FIG. 8, when it is determined in step S13 that the return control is being performed, in step S20, it is determined whether or not the condition for terminating the return control and returning to the driving force control is satisfied. Is determined. More specifically, this determination is made by determining whether the slip ratio Sb (n) calculated in step S8 exceeds the control start slip ratio S1 (n) (see step S102 in FIG. 19). Can be done. If it exceeds S1 (n), the process proceeds from step S20 to S18, and if not, the process proceeds to step S21 to continue the return control.

Next, in step S18, Cθ is set as θig (n).
When ig (n) is adopted, in step S19, TC
The lighting control of the S operation lamp 2 is performed. FIG. 24 shows a specific example of this processing. In the figure, first, in step S131, the retard amount Δθig used in the calculation of Cθig (n)
Is greater than a predetermined angle (for example, 10 degrees). The predetermined angle is such a value that the driver of the vehicle can feel that the driving force control is being performed when the ignition timing is retarded by that angle, for example.

If the angle is exceeded, step S132
In step S133, the TCS operation light 2 is turned off, and if not, the TCS operation light 2 is turned off in step S133. Thereafter, the process ends. That is, in this embodiment, even if the driving force control is actually performed, the TCS operation lamp 2 is turned on only when the driver can feel the control state.

Now, step S shown in FIG. 7 and FIG.
1 to step S21, that is, the ignition timing θ
The calculation of ig (n) is performed by the ignition / driving force control unit 4 (FIG. 2).
Can be performed by the first CPU 4A for controlling the driving force.
Then, θig (n) is transferred to the second CPU 4B for ignition, and the second CPU 4B controls the ignition plug 8 (FIG. 2) using this θig (n). The second CPU 4B independently calculates the standard ignition timing Sθig (n) for backup,
When the driving force control system or the first CPU 4A fails, the ignition plug 8 is controlled using Sθig (n).

The control of the second CPU 4B is performed in step S22. The outline of this step S22 is as follows.

Control of spark plug 8 based on ignition timing θig (n) transmitted from first CPU 4A Calculation of standard ignition timing Sθig (n) for backup Calculation of energization time to spark plug 8 Output of engine speed data to tachometer Start Fixed ignition output at time Complete explosion signal calculation (output to ABS control unit 55) A specific example of the fail determination described with respect to step S32 in FIG. 9 is shown below. If any of the conditions (1) to (8) is satisfied, it is determined as a failure. This fail determination is performed by the first CPU 4A or the second CPU 4B.

(1) When the state has been maintained for a predetermined time Vwbf after the power supply voltage of the front wheel sensor 7 has become equal to or lower than the fail-safe voltage. Alternatively, after the power supply voltage of the rear wheel sensor 12 becomes equal to or less than the fail-safe voltage,
wbf if lasted.

(2) When the state continues for a predetermined time Vf1 (for example, 1.5 [sec]) after the front wheel failure flag Ffsf shown in step S43 of FIG. 10 becomes "1".
Or, when the state continues for the predetermined time Vf1 since the rear wheel failure flag Ffsr has become “1”.

(3) The average front wheel speed Vf (n) is equal to the predetermined wheel speed Vfmin.
(For example, 4 [km / h]) and within a predetermined time Vf2 (for example, 500 [ms]), the average rear wheel speed Vr (n) becomes equal to the predetermined wheel speed Vr2.
When it does not exceed rmin2 (for example, 3 [km / h]).

(4) The average rear wheel speed Vr (n) is equal to the predetermined wheel speed Vrmin.
(For example, 4 [km / h]), and within a predetermined time Vf3 (for example, 10 [sec]), the average front wheel speed Vf (n) becomes equal to the predetermined wheel speed Vf3.
When it does not exceed fmin2 (for example, 3 [km / h]).

(5) No signal comes from the second CPU 4B (determined by the first CPU 4A).

(6) No signal comes from the first CPU 4A (determined by the second CPU 4B).

(7) When an abnormality in communication data is detected by the first CPU 4A or the second CPU 4B.

(8) The engine speed Ne calculated by the second CPU 4B is equal to or higher than a predetermined speed (for example, 600 [rpm]), whereas the Ne calculated by the first CPU 4A is lower than the aforementioned speed. When this state has continued for a predetermined time Nef.

Note that the above (1) and (5) to (8)
This is also performed as an initial diagnosis when the system is started.
If a failure is determined by the above method, the ignition timing is controlled according to the control state at the time of failure detection. That is, if the driving force control is being performed, the ignition timing is gradually returned to the standard ignition timing after the failure is detected. In the case of the standard control state, even when the driving force control is instructed thereafter, the control is prohibited and the standard control state is maintained.

FIG. 1 shows a functional block diagram of one embodiment of the present invention. 2, the same reference numerals as those in FIG. 2 represent the same or equivalent parts. It should be noted that the above-described fail determination processing is omitted in FIG. FIG.
First, the rear wheel speed calculating means 210
The rear wheel speed Vrw (n) is calculated using the pulse output from the second wheel. The rear wheel speed change amount limiting means 220 is configured to control the rear wheel speed Vrw.
For (n), the speed change amount is regulated as shown in FIG. Then, the average rear wheel speed calculating means 230 calculates the average rear wheel speed Vr (n) using the same equation as the third equation.

On the front wheel side, the front wheel speed calculating means 110 and the front wheel speed change amount limiting means 120 calculate the front wheel speed Vfw (n) using the output pulse of the front wheel sensor 7, and calculate the speed change amount of the Vfw (n). Regulations. Average front wheel speed calculation means 131
Calculates the average front wheel speed Vf (n) using the third equation. The second wheel speed comparison means 133 described later uses the output signal of the previous average front wheel speed storage means 134 for the switching means 135. When such an instruction is issued, the calculation is stopped.

The average front wheel speed previous value storage means 134 stores the average front wheel speed output from the average front wheel speed calculation means 131 or the storage means 134. The stored average front wheel speed Vf (n) is output to the first wheel speed comparing means 132 and the second wheel speed comparing means 133 as Vf (n-1) at the next calculation.

The first wheel speed comparing means 132 compares Vfw (n) output from the front wheel speed change amount limiting means 120 with Vf (n-1) output from the average front wheel speed previous value storage means 134. , Vfw (n) is smaller, the second wheel speed comparing means 133 is activated.

The second wheel speed comparing means 133 compares Vrw (n) output from the rear wheel speed change amount limiting means 220 with Vf (n-1) output from the storage means 134, and calculates Vf (n-1). n-
When 1) is smaller, Vf (n-1) stored in the storage means 134 is output to the slip amount calculation means 310 and the previous average front wheel speed storage means 134 as the average front wheel speed Vf (n). To do so, the switching unit 135 is instructed.

The switching means 135 is configured to select the output signal of the average front wheel speed calculating means 131 when the comparing means 132 or 133 does not make the above determination.

As described above, the means 131, 132,
133, 134 and 135 correspond to step S71 in FIG.
To achieve the functions of S74.

The slip amount calculating means 310 and the slip ratio calculating means 320 respectively provide the slip amount Vb of the vehicle.
(n) and the slip ratio Sb (n) are calculated. The target slip ratio setting means 330 calculates the target slip amount VT from Sb (n).
Set.

The PID calculation means 340 calculates the proportional term T, which is the PID feedback control term, using the sixth to eighth equations.
Calculate p, integral term Ti and derivative term Td. Also Ktota
l Calculation means 350 calculates the sum Ktotal of the control terms.

The engine speed detecting means 300 detects the engine speed Ne by using the pulse output from the pulse generator 11.

The retard amount setting means 360 sets the retard amount Δθig using the engine speed Ne and the Ktotal. The Sθig setting means 370 determines the engine speed Ne.
Is used to set the standard ignition timing Sθig (n). further,
The Cθig setting means 380 uses the Sθig (n) and the Δθig to calculate the driving force control ignition timing Cθig (n) according to equation (10).
Set.

The switching control means 390 calculates Sθig (n) and C
θig (n) is selected and output to the ignition coil 8.

The present invention may be applied to a form in which the driving force is controlled by controlling the air-fuel ratio, for example, in addition to the ignition timing control.

Further, the present invention may be applied to a vehicle other than a motorcycle, such as an automobile.

[0118]

According to the present invention, the following effects are achieved.

(1) According to the vehicle driving force control device of the first aspect, in a pseudo acceleration slip state occurring when the vehicle is decelerated, the average driven wheel speed used for calculating the slip level is newly increased. It is not calculated and is kept at the previous value. That is, as a result, as is apparent from FIG. 15, the difference between the average driven wheel speed (average front wheel speed Vf (n)) and the drive wheel speed (rear wheel speed Vrw (n)) is reduced, and With respect to the driving force control device for use, the degree of the pseudo acceleration slip state is reduced, and there is no possibility that the driving force control is executed.

(2) According to the vehicle driving force control device of the second aspect, a timely acceleration slip state at the time of deceleration can be detected with a relatively simple configuration without adding hardware. Can be.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of one embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of the present invention.

FIG. 3 is a perspective view of a motorcycle to which the present invention is applied.

FIG. 4 is a plan view of FIG. 3;

FIG. 5 is an enlarged view of an indicator panel.

6 is an enlarged view of the vicinity of an ABS / TCS warning light extinguishing switch and a TCS on / off switch of FIG. 4;

FIG. 7 shows the operation of the embodiment of the present invention (main routine).
It is a flowchart which shows.

FIG. 8 shows the operation of the embodiment of the present invention (main routine).
It is a flowchart which shows.

FIG. 9 is a subroutine showing a specific example of the process of step S3.

FIG. 10 is a subroutine showing a specific example of the process of step S4.

FIG. 11 is a subroutine showing a specific example of the process of step S5.

FIG. 12 is a graph showing how the front wheel speed Vfw (n) changes.

FIG. 13 is a subroutine showing a specific example of the process of step S6.

FIG. 14 shows a front wheel speed Vfw (Vfw (n)) and a rear wheel speed Vrw (Vrw (n)) when sudden braking is applied to a running vehicle.
4 is a graph showing an example of a state of change.

FIG. 15 is an enlarged view of FIG.

FIG. 16 is a table for setting a target slip amount VT.

FIG. 17 is a flowchart illustrating an example of interrupt processing for PID control term calculation.

FIG. 18 is a subroutine showing a specific example of the process of step S12.

FIG. 19 is a subroutine showing a specific example of the process of step S15.

FIG. 20 is a table for setting a control start slip ratio S1 (n).

FIG. 21 is a subroutine showing a specific example of the process of step S17.

FIG. 22 is a table for setting a control end slip ratio S2 (n).

FIG. 23 is a subroutine showing a specific example of the process of step S21.

FIG. 24 is a subroutine showing a specific example of the process of step S19.

[Explanation of symbols]

7 front wheel sensor, 8 ignition coil, 8A ignition plug,
12 rear wheel sensor 110 front wheel speed calculating means 120
Front wheel speed change amount limiting means, 131: average front wheel speed calculating means,
132: first wheel speed comparison means, 133: second wheel speed comparison means, 134: average front wheel speed previous value storage means, 135 ... switching means, 210: rear wheel speed calculation means, 220: rear wheel speed change amount limitation means , 230: average rear wheel speed calculating means, 300: engine speed detecting means, 310: slip amount calculating means,
320: slip ratio calculating means, 330: target slip rate setting means, 340: PID calculating means, 350: Ktotal
Arithmetic means, 360: retard amount setting means, 370: Sθig setting means, 380: Cθig setting means, 390: switching control means

Claims (2)

(57) [Claims] 1. A wheel speed calculating means for calculating a driven wheel speed and a driving wheel speed of a vehicle, and an average driven wheel speed for calculating an average driven wheel speed which is a moving average value of the driven wheel speed from the driven wheel speed. Calculation means; average drive wheel speed calculation means for calculating an average drive wheel speed which is a moving average value of the drive wheel speed from the drive wheel speed; slip of the vehicle from the average driven wheel speed and the average drive wheel speed Slip level detecting means for detecting a level; retarding amount setting means for setting a retarding amount of an ignition timing according to the slip level; and driving for setting an ignition timing for driving force control using the retarding amount. A vehicle driving force control device including a force control ignition timing setting means, wherein a pseudo acceleration slip detection means for detecting a pseudo acceleration slip state when the vehicle is decelerated; and wherein the pseudo acceleration slip state is detected. Place The prohibits the operation by the average driven wheel speed calculating means, the last computed average driven wheel speed, this vehicle driving force control apparatus according to claim further that comprises means for the driven wheel speed. 2. The pseudo-acceleration slip detecting means includes: first wheel speed comparing means for determining whether or not the average driven wheel speed is higher than the driven wheel speed; and wherein the average driven wheel speed is equal to the driving wheel speed. 2. The vehicle driving force control device according to claim 1, further comprising a second wheel speed comparison unit that determines whether the vehicle speed is lower than the vehicle speed.