JP3292494B2 - Traction 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 traction for detecting the running state of a vehicle when a high acceleration force is applied to a motorcycle or the like, controlling the output of an engine, and ensuring proper traction of the drive wheels. It relates to a control device.

[0002]

2. Description of the Related Art Conventionally, the occurrence of slippage of a driving wheel of a motorcycle which occurs at the time of starting on a rough road, a snowy road, or the like when high acceleration is applied is prevented, thereby eliminating unnecessary idling of the driving wheel and improving fuel efficiency. In addition, various devices have been provided for improving the running performance on rough roads, snowy roads, and the like. Specifically, an anti-slip device that controls the engine output by detecting the state of extension of the front fork by utilizing the fact that the front fork extends fully during rapid acceleration is provided.

[0003]

However, the above conventional device detects only the extended state of the front fork,
Each time a detection result is input, the engine output is controlled.Considering the usage conditions of motorcycles and the like listed below, conventional engine output control does not necessarily consider the ride comfort for each user. That said, there is still room for improvement. 1. The user cannot be limited to a specific person, and is used by persons of various body types and weights. 2. It is not always possible to limit the riding posture of the user and the loading of objects such as luggage on the vehicle, and the balance before and after the vehicle is not constant. 3. The state of the road on which the vehicle travels is not always constant. Therefore, the present invention can control the engine output in accordance with the user, the balance, and the road surface condition so as to obtain effective tire traction without giving the user a sense of incongruity in consideration of the above three conditions. It is an object of the present invention to provide a highly reliable and accurate traction control device.

[0004]

[MEANS FOR SOLVING THE PROBLEMS] To achieve the above object
In addition, the traction control device for a motorcycle or the like according to the present invention includes at least a plurality of traction control devices for generating related data that are generally used for controlling an engine output including a sensor (B) capable of extracting a rear wheel angular acceleration (ωr). number of sensors (B, C, D) and, the sensor (B, C, D) at the output of the engine control system and a control circuit for controlling the engine output based on the output of the control of the engine
The device detects the extension speed (vf) of the front fork
Just before the sensor (A1) and the front fork
Freon comprising a sensor (A2) for detecting whether or not there is
And a front fork sensor (A) is provided.
Immediately before the front fork is fully extended by the sensor (A)
When it is detected that there is, the rear wheel angular acceleration at that time (ωh
) Is the extension speed of the front fork at that time (vf)
And set it as the control target value (ωc)
On the basis of the control target value (ωc) and the rear wheel angular acceleration (ωr).
The ignition timing is retarded . Preferably, the traction control device for a motorcycle or the like further includes means (B, 39) for detecting an engine speed, and the control target is set when the engine speed falls below a predetermined speed. It can be configured to clear the value (ωc).

[0005]

In the traction control device of the present invention, the output of the engine is controlled by, for example, a rear wheel speed sensor capable of extracting the rear wheel angular acceleration, an ignition timing pickup sensor for determining the ignition timing, etc., in addition to the throttle opening sensor normally used. In order to generate the relevant data for the engine, the respective data is detected, and various devices related to the output of the engine are controlled by the respective control signals to control the output of the engine. On the other hand, a sensor for detecting the level of the acceleration force applied to the vehicle, such as a front fork sensor, detects the level of the acceleration force applied to the vehicle, and can extract a signal indicating the level and the rear wheel angular acceleration. A signal of the rear wheel angular acceleration when the level of the acceleration force applied to the vehicle at that time is not appropriate by a sensor, for example, a rear wheel speed sensor, is input to a target value setting unit, and the target value setting is performed from both of them. A control target value of the rear wheel angular acceleration is set in the section, and another signal for adjusting ignition timing and the like from the control circuit that determines the engine output is adjusted by an output signal of the target value, and the signal is output to the engine output. To the control circuit for controlling the output of the engine to assure proper traction.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a side view of a scooter type motorcycle employing the traction control device of the present invention. The body frame 2 of the motorcycle 1 is of a so-called underbone type. The upper end of a substantially L-shaped main frame 2b is welded to a head pipe 2a, and a pair of right and left rear ends is provided on the rear end of the main frame 2b. The front ends of the side frames 2c are welded to each other, and the side frames 2c extend obliquely rearward and upward.

The head pipe 2a has a front wheel 3 at the lower end.
A steering shaft 4b, which is connected via a bracket 4a to a pair of left and right inverted type front forks 4 for supporting the steering wheel, is rotatably supported to the left and right. A lower end of a substantially T-shaped handlebar 5 having grips 5a at both ends is connected to an upper end of the steering shaft 4b. One of the grips 5a (left side when viewed from the front of the vehicle) is a throttle grip (not shown). Z)
It has become.

An engine suspension bracket 9 for suspending an engine unit 8 formed by uniting the engine body 6 and the transmission case 7 is welded to both sides near the center of the side frame 2c. Is suspended on the bracket 9 via a link 10 on both sides near the center thereof so as to be able to swing up and down. A rear wheel 11 is mounted on a rear end of the engine unit 8, and a rear cushion 12 for suspending a rear wheel is provided between the rear end and the rear end of the side frame 2c. .
Although not shown, a storage box, a fuel tank, and the like that can store a helmet and the like are provided below the seat 13.

As shown in the broken part of the engine unit 8, the rear wheel 11 is provided so as to mesh with a gear (not shown) provided coaxially and integrally with a centrifugal clutch (not shown). Gear 14, a gear 15 provided coaxially and integrally with the gear 14, and a gear 15
The driving force from the engine 6 is transmitted by a gear 17 provided coaxially and integrally with the rear wheel axle 16 so as to mesh with the axle. Gears mentioned above
14, 15, and 17 are provided in a gear case 18, which is usually filled with oil and closed by a gear case cover (not shown).

As shown in the broken part of the engine unit 8 in FIG.
The transmission case 7 and the gear case 18 are sealed through an oil seal or the like (not shown) so as to face a tooth surface of the gear 14 with a slight gap provided inside the gear case 18. . The rear wheel speed sensor B
Is configured to detect the rotation speed of the gear 14 at the tip end B1 and output a frequency that varies according to the rotation speed with an output code B2. Further, the engine body 6 shown in FIG.
In the vicinity of the crankshaft, there are provided an ignition timing pickup sensor C for detecting the current ignition timing and a crank position sensor D for detecting the current crank position, and a throttle grip (not shown) at one end of the handlebar 5. ) Are provided with throttle opening sensors (not shown). The ignition timing pickup sensor C, the crank position sensor D, and the throttle opening sensor are not new in the present invention and are conventionally known. Therefore, in this specification, only the approximate position will be described. deep.

Further, near the center of the inverted front fork 4, a front fork sensor A for detecting the extension state of the front fork 4 is provided in order to detect the level of the acceleration force applied to the vehicle. I have. The outputs of these sensors (A, B, C, D and the throttle opening sensor) are respectively input to a control unit (not shown).

FIG. 2 is a sectional view of the front fork 4 provided with the front fork sensor A. In the drawing
Reference numeral 19 denotes a hollow cylindrical inner tube, and a lower portion thereof has an axle mounting portion 20 for mounting an axle. Also,
A hollow cylindrical piston 21 slidingly in contact with an inner surface of an outer tube, which will be described later, is inserted into the upper portion and welded. Further, the upper end of the inner tube 19 is sandwiched between two circular holding members 22 and 23. An annular magnet 24 is fixed to a filler 25 filled from above the inner tube 19 with a bolt 26. The circular holding member 22 has a concave shape at the center so that the upper end of the bolt 26 is flush with the upper end when fixed. In the figure, reference numeral 27 denotes a hollow cylindrical outer tube, and a hollow cylindrical collar 28 as a guide member of the inner tube 19 and a hollow for restricting the downward movement of the inner tube 19 are provided on the lower inner side. Cylindrical collars 29 are provided, and a ring-shaped oil seal 30 is provided at the lower end of the collar 28, and the lower end is fixed by a circlip 31.

In addition, near the center of the side surface of the outer tube 27, a front fork sensor A having two magnetic sensors A1 and A2 provided on a substrate A3 at a desired interval is provided with the sensors A1 and A2. Is fixed with bolts 33 with a spacer 32 interposed therebetween so that the surface of the outer tube 27 extends to near the inside of the outer tube 27. The output code A4 extends from the board A3 to the control unit (see FIG. 5). The above-mentioned inner tube 19 is slidably inserted into the above-mentioned outer tube 27 vertically,
A portion extending from the lower end of the outer tube 27 to the axle mounting portion 20 below the inner tube 19 is covered with an elastic boot 34. Further, on the upper surface of the holding member 22 fixed to the upper end of the inner tube 19, a rubber stopper 35 for restricting the upward movement of the inner tube 19, and the inner tube 19 so as to surround the stopper 35 A spring 36 for suppressing upward movement is mounted.

Further, the spring 36 for suppressing the upward movement of the inner tube 19 has a bracket 4a having an upper end fixed to an upper end of the outer tube 27, and a lower end holding the magnet 24 described above. Each of the support members 22 comes into contact with the upper surface of the holding member 22, and is configured to have a free length when the vehicle performs normal acceleration (for example, overtaking acceleration from low-speed traveling). That is, the inner tube 19 is configured to slide only to a position where the spring 36 has a free length in normal acceleration. FIG. 2 shows a spring
36 shows a state in which the length is just free. In this state, the magnet 24 is configured to be located further above the sensor A1.

Further, a spring 37 for suppressing the downward movement of the inner tube 19 is provided between the collar 29 for restricting the downward movement of the inner tube 19 and the piston 21. The spring 37 does not operate until just before the front fork 4 is fully extended.
The inner tube 19 is provided on the upper surface of the vehicle 29 and slides downward through the gap 38 when a high acceleration force higher than a normal acceleration force is applied to the vehicle (for example, high acceleration at the time of starting the vehicle). It is configured as follows.

[0016] The inner tube 19 is
Slides down to the position where
The downward movement is suppressed at 37, and by the collar 29,
Its downward movement is restricted. That is, the front fork 4 is in the fully extended state (fully extended state) in this state. When the inner tube 19 slides to the position where the spring 37 operates, the sensor A2
It is provided at a position where it starts to react with the magnet 24.

Hereinafter, the output signal of the front fork sensor A according to the state of the front fork 4 will be described with reference to FIGS. First, when riding, the front fork is in a contracted state due to an occupant load or the like.
Are in a compressed state. From this state, for example, when the vehicle starts and accelerates, the front fork is extended as shown in FIG. In this state, the spring 36 does not have a free length, and at this time, the magnet 24
Since A2 has not reached the level at which it responds, the detection signal a1 of the magnetic sensor A1 and the detection signal a of the magnetic sensor A2
2 is in a state as shown by T1 in FIG. When the starting acceleration is sharp, the front fork 4 further extends as shown in FIG. That is, the inner tube 19
Slides further below the position where the spring 36 has a free length. This is a state immediately after the spring 36 has reached the free length. In this state, since the magnet 24 has reached a level at which the magnetic sensor A1 responds, the detection signal a1 of the magnetic sensor A1 is detected.
The detection signal a2 of the magnetic sensor A2 is in a state as shown by T2 in FIG. FIG. 3C shows a state in which the inner tube 19 slides downward and the magnet 24 exceeds the level at which the magnetic sensor A1 responds. The state of the detection signals of the sensors A1 and A2 at this time is as shown by T3 in FIG.

FIG. 3D shows a state in which the magnet 24 has reached the level at which the magnetic sensor A2 responds, and a detection signal at this time is indicated by T4 in FIG. At this time, the upper end of the spring 37 for suppressing the downward movement of the inner tube 19 and the lower surface of the piston 21 abut, that is,
In this state, the front fork 4 is configured to be in a state immediately before the front fork 4 is fully extended. Therefore, the detection signal a2 at T4 of the sensor A2 is a signal detected immediately before the front fork 4 is fully extended.

FIG. 5 is a block diagram of an embodiment of a control unit that processes signals from the above-described sensors and controls the engine output, oil amount, and the like. As shown in the drawing, in this control unit, the engine output is controlled by a vehicle speed calculating section 39 which receives a detection signal from a rear wheel speed sensor B and calculates a current vehicle speed V, and a detection signal from an ignition timing pickup sensor C. Receiving an output from an engine speed calculating section 41 for calculating the current engine speed N in response to the detection signal from the crank position sensor D and calculating the current crank position in response to the normal ignition. Ignition timing calculator 43 for calculating timing
The front fork extension speed calculator 44 which receives the signal of the front fork sensor A (A1) to calculate the extension speed vf of the front fork, receives the detection signal of the rear wheel speed sensor B, and receives the current rear wheel angular acceleration ωr And a front fork sensor A for detecting the extended state of the front fork (that is, the state in which the acceleration force applied to the vehicle is significantly increased).
Upon receiving each output of the detection signal of (A2), the rear wheel angular acceleration ωh at the time when the front fork 4 is substantially extended (that is, when the detection signal of the front fork sensor A (A2) is input) is calculated at that time ( That is, the front fork sensor 4
Is set based on the control target value ωc set by the target value setting unit 45 which sets a value ωc corrected based on the extension speed vf of the front fork 4 corresponding to the level of the acceleration force at the time of extension of the fork 4). The output of the ignition retard amount calculating section 46 for calculating the retard amount α of the ignition timing according to the level of the acceleration force added to the current vehicle is input via the output section 47,
The ignition timing is controlled by adding the retardation amount α of the ignition timing to the normal ignition timing.

After all, the acceleration force applied to the vehicle under certain conditions is detected by the extension state of the front fork, and the rear wheel angular acceleration ωh when the level of the acceleration force is extremely high.
Is set as a control target value on the basis of the extension speed vf of the front fork 4 corresponding to the level of the acceleration force applied to the vehicle at that time, while the ignition timing is retarded to once reduce the engine output. By reducing the acceleration force applied to the vehicle by lowering it, the generation of tire traction is ensured.After that, the rear wheel angle increases or decreases according to the increase or decrease of the engine output regardless of the user's operation under certain conditions. By calculating the retardation amount α of the ignition timing so that the acceleration ωr smoothly approaches the control target value ωc and adding it to the normal ignition timing to control the engine output, under a certain condition, This prevents an extremely high acceleration force from being applied to the vehicle, so that proper traction of the tires can always be ensured.

In the following, a control target value ωc is set based on the outputs of the front fork sensor A and the rear wheel rotational speed sensor B, and a block 44 for calculating the extension speed vf of the front fork, and further according to the control target value ωc. The blocks 45 to 47 for setting and outputting the retardation amount α and the block 43 for calculating the ignition timing will be described based on the flowcharts of FIGS. 6, 7 and 8, respectively. The front fork extension speed calculation unit 44, as shown in steps 6-1 to 6-5,
The extension speed vf of the front fork is calculated according to the state of the front fork. First, in step 6-1 the input of a detection signal (T2 in FIG. 4) of the sensor A1 is waited, and when the detection signal of the sensor A1 (T2 in FIG. 4) is input, as shown in step 6-2, the sensor It starts measuring the input time of the detection signal from A1, that is, the time when the magnet 24 passes through the sensor A1. The time measurement is continued until there is no input of the detection signal from the sensor A1 as shown in step 6-3 (T3 in FIG. 4), and thereafter, the time from the measured input time of the detection signal from the sensor A1 to step 4 Calculates the speed at which the magnet 24 passes through the sensor A1, that is, the extension speed vf of the front fork 4.
In step 6-5, the operation result vf is stored. This process is started when the engine of the vehicle is started, and the engine is stopped while the extension speed vf of the front fork 4 stored in step 6-5 is updated as needed according to the level of the acceleration force applied to the vehicle. The data stored in step 6-5 is cleared each time the engine is stopped.

In the target value setting section 45, steps 7-1 to 7
As shown in step -5 and step 7-11, the control target value ωc is set according to the level of the acceleration force applied to the vehicle. First, in step 7-1, the input state of the detection signal of the sensor A2 is monitored, and if the detection signal of the sensor A2 is input, it is immediately before the front fork 4 is fully extended, so that the vehicle is accelerated beyond the normal acceleration force. It is determined that a force (for example, a high acceleration force at the time of starting) is added, and step 7-
In steps 2 and 7-3, the rear wheel angular acceleration ωh calculated by the rear wheel angular acceleration calculating section 40 and the acceleration force applied to the vehicle at that time calculated by the front fork extension speed calculating section 44 at the preceding stage are used. The extension speed v of the front fork 4 at that time
f (data stored in step 6-5) is read.

At step 7-4, the rear wheel angular acceleration ωh read at step 7-2 (just before the front fork 4 is fully extended) is read at step 7-2. The value ωc corrected based on the speed vf is set as a control target value. Specifically, the setting method is such that the front fork 4 described above is set in accordance with the level of the extension speed of the front fork 4 read in step 7-3 (that is, in accordance with the level of the acceleration force applied to the vehicle). A value ωc obtained by subtracting a desired value from the rear wheel angular acceleration ωh immediately before the vehicle is completely extended is set as a control target value. That is, the control target ωc is always set to a value lower than the rear wheel angular acceleration ωh immediately before the front fork 4 is fully extended.

By the way, the front fork 4 extends beyond the position where the spring 36 has a free length not only when the vehicle is applied with an acceleration force higher than the normal acceleration force. Various situations are conceivable (for example, when running on an uneven road, it is considered that the front fork 4 may be extended when the front wheel falls into the recess). In step 7-5, the maximum value ωmax and the minimum value ωmin of the control target value are set in advance in consideration of the various states described above, and the control target value ωc set in step 7-4 is set to the maximum value ωmax And whether it is within the range of the minimum value ωmin. If step 7-
If the control target value ωc set in step 4 is not within the range between the maximum value ωmax and the minimum value ωmin, it is determined that the control target value ωc is abnormal, the control target value ωc is cleared, and the control target value ωc is cleared again. Returning to step 1, the state in which the input state of the detection signal of the sensor A2 is monitored. If the control target value ωc is within the range between the maximum value ωmax and the minimum value ωmin, it is determined that the control target value ωc is normal, and the process proceeds to step 7-6.

The target value setting section 45 sets the control target value ωc as described above. These processes (steps 7-2 to 7-5) are performed by the sensor A2 as shown in step 7-1. If there is no input of the detection signal, the process is not performed, and only the process of reading the current rear wheel angular acceleration ωr is performed in step 7-11. That is, the control target value ωc is set only when the front fork 4 has been extended to just before the extension, and
After that, the control target value ω
Unless c is cleared or the control target value ωc is not updated, the engine output is controlled based on the set control target value ωc. Below control target value ωc
Processing after the setting will be described.

The ignition retard amount calculating section 46 performs steps 7-6 to
The control conditions are determined as shown in 7-9 and 7-12, and the ignition timing retard amount α is calculated only when all the control conditions are met. Otherwise, the ignition timing retard amount is calculated. The volume is configured to be 0 (zero). First, Step 7-6
It is determined whether or not the time t1 from the setting of the control target value ωc to the present has exceeded a predetermined time t2 as shown in FIG. In detail, due to the characteristics of the motorcycle provided with the traction control device of the present invention, the control target value ωc once set is continuously set to the ideal value because the vehicle is sensitive to changes in the riding posture of the user and the like. Since it is not known whether or not the control target value can be a typical control target value, the control target value ωc in which the predetermined time t2 has elapsed after the setting is cleared in step 7-12, and the predetermined time t2 has not elapsed after the setting. In some cases, the control target value ωc is determined to be optimal, and the process proceeds to step 7-7.

In the process of step 7-6,
It is conceivable that the control target value ωc is not set, but in this case, since the control target value ωc does not exist, “the time t1 from the setting of the control target value ωc to the present has passed the predetermined time t2. Is practically impossible, it is determined that "the predetermined time t2 has not elapsed", and the process proceeds to step 7-7.

The scooter-type motorcycle 1 transmits the driving force of the engine to the centrifugal clutch via a rubber V-belt. When the centrifugal force generated by the rotation of the centrifugal clutch exceeds a desired value, the clutch is disengaged. It is configured to run by rotating the rear wheel axle 16 via several gears (14, 15, 17), and when the scooter type motorcycle 1 starts running, that is, centrifugal The speed of the engine when the clutch is engaged is about 3000 rpm.

In step 7-7, it is determined whether or not the current engine speed N is less than 3000 rpm. If it is less than 3000 rpm, it is determined that the vehicle is stopped, and the control target value ωc is cleared in step 7-12. If it is 3000 rpm or more, it is determined that the vehicle has not stopped, and the process proceeds to step 7-8. Needless to say, the engine speed N is not necessarily 3000 rpm, but may be any suitable engine speed at which the stop of the vehicle can be determined.

In step 7-8, it is determined whether or not the control target value ωc has been set. If the control target value ωc has been set, it is determined that the control conditions are satisfied, and step 7-
If the control target value ωc has not been set, it is determined that there is no need to perform control, and the process proceeds to step 7-13.
Proceed to. In step 7-9, the ignition timing retard amount α is calculated based on the control target value ωc set by the target value setting unit 45 and the current rear wheel angular acceleration ωr read by the setting unit 45.

The retardation amount α of the ignition timing is finally added to the normal ignition timing as described above, whereby the ignition timing is retarded to control the engine output.
In step 7-9, a retard amount α is calculated to control the output of the engine such that the current rear wheel angular acceleration ωr gradually approaches the set control target value ωc. The output unit 47 outputs the retard amount α to the ignition timing calculating unit 43 if the retard amount α is set in the calculating unit 46 (step 7-10).
When the control target value ωc is cleared (step 7−
12) or when the control target value ωc does not exist from the beginning (step 7-8), the retard amount 0 (zero) is output to the ignition timing calculation unit 43 (step 7-13). The processes (steps 7-1 to 7-13) of the target value setting section 45, the ignition delay amount calculating section 46, and the output section 47 are started when the engine of the vehicle is started. Quantity α
Alternatively, 0 (zero) is output, and this process is repeated until the engine stops.

The ignition timing calculator 43 outputs the output value 47 to the normal ignition timing calculated based on the detection signals of the sensors (B, D, C) as shown in steps 8-1 to 8-7. The ignition timing is set by adding (or ignoring) the output from the ignition timing. First, Step 8-
As shown in 1 to 8-3, the current vehicle speed V, the engine speed N, and the crank speed calculated by the calculation units (39, 41, 42) based on the detection signals of the sensors (B, C, D). The position is read, and then, based on a two-dimensional map consisting of ignition timing and engine speed (for example, a set of data that can be represented by a two-dimensional graph with the engine speed on the vertical axis and the ignition timing on the horizontal axis) An optimal ignition timing is set according to the current engine speed N (step 8-4).

After the ignition timing is set, it is determined whether or not the current vehicle speed V calculated by the vehicle speed calculator 39 is 15 km / h or less (step 8-5). If the vehicle speed V is 15 km / h or less, it is determined. When it is determined that the vehicle has started (or when it has just started to start), the retard amount α or 0 output from the output section 47 (step 7- 10 or step 7-13) is added (step 8-6). If the vehicle speed V is equal to or higher than 15 km / h, it is determined that it is not necessary to retard the ignition timing because the vehicle is not starting (or just after starting), and it is determined in step 8-
The process proceeds to step 8-7 without performing the process of step 6.

The ignition timing obtained as described above is an output constituting a switching circuit for rapidly discharging the charge stored in a charge coil (not shown) based on the current crank position read in step 8-3. The ignition plug 49 is ignited according to the output of the output unit 48, which is input to the unit 48. (Step 8-7). The above is for each sensor (A, B,
This is the process from setting the ignition timing based on the detection signals (C, D) to outputting the ignition timing.

The oil amount setting section 51 is provided with the above-mentioned vehicle speed calculating section.
39 and the vehicle speed V calculated by the engine speed calculation unit 41,
An engine speed N and a throttle opening signal calculated by a throttle opening calculating section 50 based on a detection signal of a throttle opening sensor are input, and an oil amount is set based on those signals. 52 through the oil pump
53 is configured to control the oil discharge amount. Further, the speed limit comparing unit 54 controls the throttle valve of the carburetor 56 via the output unit 55 while comparing the vehicle speed V calculated by the vehicle speed calculating unit 39 with a predetermined speed limit. Of the controls described above, the control of the oil amount and the speed limit is not essential in the traction control device of the present invention.

The traction control device according to the present embodiment adds the retardation amount α corresponding to the control target value ωc set based on the detection signal of each sensor (A, B) to the normal ignition timing to thereby output the engine output. In addition to this, the retard amount β set based on the output of the front fork sensor A may be added in a corrective manner. In this case, the dashed lines 57 to 59 shown in FIG. It is necessary to add such a processing unit.

Hereinafter, the processing units (44 and 57) calculate and output the retardation amount β based on the detection signals of the sensors (A, B, C).
To 59) will be described based on the flowchart of FIG. The front fork extension speed calculator 44 measures the input time of the detection signal of the sensor A1 (steps 9-1 to 9-).
3) The elongation speed vf of the front fork is calculated based on the input time (step 9-4). Further, the map selection unit 57 stores a plurality of two-dimensional maps (for example, by moving the horizontal axis as shown in FIG. One optimal map is selected from among a set of data that can be represented by a two-dimensional graph in which the elongation speed of the fork 4 and the vertical axis represent the ignition timing retard amount (step 9-).
5) a retard amount setting unit based on the selected map and the extension speed vf calculated by the front fork extension speed calculation unit 44;
In step 58, the retard amount β is set (step 9-6).

The set retardation amount β is output to the ignition timing calculation unit by the output unit 59 (step 9-7), and is set at the position indicated by step 8-8 in FIG. 8 in step 8-4. The ignition timing is corrected and added to the ignition timing. In the present embodiment, the front fork 4 includes an annular magnet 24.
However, the magnet 24 does not necessarily have to be annular, and may have any shape as long as it is within a range where the magnetic sensors A1 and A2 can react. For example, the sensors A1 and A2 A fan-like shape extending in a range facing the object may be used. Furthermore, the method of holding the magnet 24 is not limited to the method of being sandwiched between the two circular holding members 22 and 23 as shown in the present embodiment, but may be any method that can hold the magnet 24 in the inner tube 19. It may be fixed to the inner tube 19 using a holding member integrated with the magnet 24,
A method of embedding the piston 21 in the side surface facing the magnetic sensors A1 and A2 may be used (however, if the mounting position of the magnet 24 is changed, the mounting position of the front fork sensor A also needs to be changed accordingly. is there).

In this embodiment, the output from the front fork sensor A is described as a digital signal for easy understanding in the description, but this signal is not necessarily required to be a digital signal. The arithmetic unit may detect the time during which the magnet 24 passes through the magnetic sensor A1, that is, the extension speed vf of the front fork, and the time during which the magnetic sensor A2 starts to react with the magnet 24, that is, the signal that can detect the extended state of the front fork. Anything may be used. Further, in this embodiment, the front suspension provided with the front fork sensor A is shown as an inverted front fork. However, the shape of the front suspension is not limited to this, and for example, an upright front fork may be used. May be.

Further, in this embodiment, the front fork sensor A is mounted near the center of the front fork 4, but this mounting position is determined by the sensor A1 which determines the extension speed of the front fork 4 in accordance with the position of the magnet 24. , Sensor A2
May be any position as long as it can detect the extended state of the front fork 4. Further, in this embodiment, the extension state of the front fork 4 is detected by the front fork sensor A in order to detect the level of the acceleration force applied to the vehicle. However, this sensor is not limited to that of the embodiment.
As long as the extension state of the front fork can be detected, any arbitrary one may be used. For example, the detection may be performed by the strain sensor E shown in a schematic position in FIG. The strain sensor E
Is a well-known device, and the description of this configuration is omitted. However, when the sensor E is used, the distortion of the front fork 4 generated when the front fork 4 is extended is detected by the sensor E, and the detection result is obtained. The current state of the front fork 4 may be determined from the above.

[0041]

[0042]

[0043]

In this embodiment, a change occurring after the start of the vehicle is detected, and the control target value is set based on the change. Further, the load applied to the vehicle schematically shown in FIG. , A front load sensor G, a rear load sensor H, and an inclination angle sensor I for detecting the degree of inclination of the vehicle, the state of the vehicle when the vehicle is stopped (for example, the riding posture of the user using the load sensors G and H). Or the like, or the degree of inclination of the road surface is detected by the inclination angle sensor I).
The maximum rear wheel angular acceleration according to each preset state may be set as the control target value, and the control target value of the engine output may be set from the time of stopping. In this case, since the control target value according to the use state is set from the time of stopping, the engine output is controlled immediately after traveling of the vehicle, and after the vehicle starts moving, the control target value is processed as described in the embodiment. As a result, it is updated according to the running state after the start. Since the sensors G, H, and I are also conventionally known, a detailed description of the configuration will be omitted in this specification.

In the traction control device of this embodiment, the front fork 4 for detecting the extension state is used.
The normal acceleration (for example, between the spring 37 for suppressing the downward sliding of the inner tube 19 and the piston 21)
Even if the inner tube exceeds the limit of sliding downward due to overtaking from low-speed driving, the inner tube 19 is further lowered by high acceleration higher than normal acceleration (for example, high acceleration applied when the vehicle starts). Because it is configured to provide a desired gap 38 so that it can slide to, there is no erroneous judgment of normal acceleration and high acceleration higher than normal acceleration,
This has the effect that accurate control can be performed. Further, according to the present embodiment, the front fork 4 has a highly reliable structure capable of sufficiently withstanding long-term use since the main part of the sensor is disposed inside the front fork 4. further,
The traction control device of this embodiment sets the control target value ωc according to the running state of the vehicle, and thereafter calculates the retard amount α so that the current rear wheel angular acceleration ωr smoothly approaches the control target value ωc. As a result, the engine output can be controlled smoothly. Further, the traction control device of the present embodiment is configured to clear the control target value ωc after a lapse of a predetermined time and to set a new control target value ωc. The engine output can be controlled by the value.

[0046]

As described above, according to the present invention,
Traction control devices for motorcycles, etc.
An engine including a sensor (B) capable of extracting a speed (ωr)
Create relevant data that is commonly used to control
At least a plurality of sensors (B, C, D) for manufacturing
And an engine based on the outputs of the sensors (B, C, D)
Engine output control having a control circuit for controlling output
In the device, a front foreground control system is
A sensor (A1) for detecting a work elongation speed (vf),
Detects whether the front fork is about to extend
Front fork sensor comprising sensor (A2)
(A) provided by the front fork sensor (A).
To detect that the front fork is just
At that time, the rear wheel angular acceleration (ωh) at that time is
Correction based on elongation speed (vf) of front fork
The control target value (ωc) is set as the control target value (ωc).
) And the rear wheel angular acceleration (ωr)
Is configured to control the user's body type and body
Depending on the weight, riding posture, or load status of the luggage.
Proper tire traction without giving a sense of harmony
It has the effect of being able to live. Also,
Traction control for motorcycles, etc.
In the trawler, the engine speed is also detected
Means (B, 39) for controlling the engine speed to a predetermined value.
When the rotation speed becomes lower than the rotation speed, the control target value (ωc) is cleared.
To be always up-to-date
It will be possible to perform control according to people and road surface conditions
Has the effect of

[Brief description of the drawings]

FIG. 1 is a side view of one embodiment of a scooter type motorcycle employing a traction control device of the present invention.

FIG. 2 is a sectional view of an embodiment of a front fork provided with a front fork sensor according to the present invention.

FIG. 3 is a sectional view showing an operation state of a main part of a front fork provided with the front fork sensor shown in FIG. 2;

FIG. 4 is a time chart showing an example of an output signal from a front fork sensor shown in FIG. 2;

FIG. 5 is a block diagram of a general control unit for a motorcycle employing the traction control device of the present invention.

FIG. 6 is a flowchart showing the processing steps of the control unit shown in FIG.

FIG. 7 is a flowchart showing a process of the control unit shown in FIG. 5;

FIG. 8 is a flowchart showing a process of the control unit shown in FIG. 5;

FIG. 9 is a flowchart showing another process of the control unit shown in FIG. 5;

FIG. 10 is a graph showing an example of a map according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Scooter type motorcycle 2 Body frame 2a Head pipe 2b Main frame 2c Side frame 3 Front wheel 4 Front fork 4a Bracket 4b Steering axis 5 Handlebar 5a Grip 6 Engine body 7 Transmission case 8 Engine unit 9 Bracket 10 Link 11 Rear wheel 12 Rear cushion 13 Seat 14 Gear 15 Gear 16 Rear wheel axle 17 Gear 18 Gear case 19 Inner tube 20 Axle mount 21 Piston 22 Holding member 23 Holding member 24 Magnet 25 Filler 26 Bolt 27 Outer tube 28 Color 29 Color 30 Oil seal 31 Sir Clip 32 Spacer 33 Bolt 34 Boot 35 Stopper 36 Spring 37 Spring 38 Gap 39 Vehicle speed calculator 40 Rear wheel angular acceleration calculator 41 Engine speed calculator 42 Crank position calculator 43 Ignition timing calculator 44 Front fork extension speed calculator 45 Eye Value setting part 46 Ignition retard amount α calculation part 47 Output part 48 Output part 49 Spark plug 50 Throttle opening calculation part 51 Oil amount setting part 52 Output part 53 Oil pump 54 Speed limit calculation part 55 Output part 56 Carburetor 57 Map Selection unit 58 Delay angle setting unit 59 Output unit A Front fork sensor A1 Magnetic sensor A2 Magnetic sensor A3 Substrate A4 Output code B Rear wheel speed sensor B1 Tip B2 Output code C Ignition timing pickup sensor D Crank position sensor E Strain sensor F Front wheel speed sensor G Front load sensor H Rear load sensor I Tilt angle sensor

Continuation of the front page (72) Inventor Minoru Tomita 2500 Shinkai, Iwata-shi, Shizuoka Yamaha Motor Co., Ltd. (56) References JP-A-1-113668 (JP, A) JP-A-1-168555 (JP, A) JP-A-62-23831 (JP, A) JP-A-4-191186 (JP, A) JP-A-63-145964 (JP, A) Japanese Utility Model Application Sho 61-46292 (JP, U) (58) Field (Int.Cl. ⁷ , DB name) F02D 29/02 311 B62J 39/00

Claims (2)

(57) [Claims] At least a plurality of sensors (B, C, D) for producing relevant data normally used for controlling engine output including a sensor (B) capable of extracting a rear wheel angular acceleration (ωr). And a control circuit for controlling the engine output based on the outputs of the sensors (B, C, D), wherein the control device of the engine controls the extension speed (vf) of the front fork. Sensor to detect
(A1) and just before the front fork is fully extended
And a sensor (A2) for detecting whether
A fork sensor (A), and the front fork sensor (A)
When it detects that the work is just before
The rear wheel angular acceleration (ωh), the front fork at that time
The control target value (ωc) is corrected based on the elongation speed (vf) of
) And based on the control target value (ωc) and the rear wheel angular acceleration (ωr).
A traction control device for a motorcycle or the like, characterized in that the ignition timing is retarded . 2. A means for detecting an engine speed.
(B, 39) provided that the engine speed is equal to or less than a predetermined speed.
Clear the control target value (ωc) when it falls below
A tiger for a motorcycle or the like according to claim 1,
Action control device.