JP4464709B2 - Back torque reducing device for vehicle - Google Patents

Description

  According to the present invention, an engine mounted on a vehicle body and driving a drive wheel is provided with an intake passage corresponding to the cylinder, and a throttle valve for controlling an intake amount to the cylinder is interposed in the intake passage. The present invention relates to a back torque reducing device for a vehicle.

  In vehicles such as motorcycles, when a sudden deceleration operation such as a sudden downshift operation is performed during traveling, a large back torque is transmitted from the drive wheels to the engine side.

In order to solve this problem, for example, there is already known a structure in which a torque limiter mechanism capable of absorbing back torque is interposed in a transmission mechanism from the engine to the transmission (for example, Patent Document 1 below). reference).
Japanese Patent Laid-Open No. 61-294219

  However, the technique disclosed in Patent Document 1 has a problem that the structure of the torque limiter mechanism interposed in the transmission mechanism from the engine to the transmission is relatively complicated, has a large number of parts, and causes an increase in weight. The limiter mechanism has a problem that it is disadvantageous to reduce the size of the transmission mechanism because it needs to secure a relatively large occupied space.

  The present invention has been proposed in view of the above, and can solve a problem caused by a large back torque transmitted from the drive wheel to the engine side during a sudden deceleration operation of the vehicle with a relatively simple structure. An object of the present invention is to provide a back torque reduction device.

In order to achieve the above object, according to the first aspect of the present invention, an intake passage corresponding to the cylinder is provided in an engine mounted on a vehicle body and driving a drive wheel, and the intake passage is provided with an intake amount to the cylinder. In a vehicle equipped with a throttle valve for control, an air supply having one end opened downstream of the throttle valve in the intake passage and the other end connected directly to an air cleaner to communicate with the atmosphere via the air cleaner A passage, an on-off valve that can open and close the air supply passage, a speed difference detecting means that can detect a speed difference between the driving wheel and the driven wheel, and the on-off valve is normally held in a closed state to reduce the speed of the vehicle And a control device capable of controlling the opening and closing of the on-off valve based on the speed difference detected by the speed difference detecting means, wherein the air supply passage corresponds to one cylinder of the engine. Have a pair deployed in parallel with each other with respect to an intake passage of said one end, said one intake passage side walls of the sides of the center line on the other hand the intake passage side walls of the side and the other side of the intake passage of both air supply passage And each of the air supply passages is provided with the on-off valve individually, and the control device is configured so that when the speed difference exceeds a first predetermined value during deceleration of the vehicle, Valve opening control mode for the opening and closing valves so that both the opening and closing valves are opened when the speed difference exceeds a second predetermined value larger than the first predetermined value. Can be changed according to the speed difference.

  According to a second aspect of the present invention, in addition to the feature of the first aspect of the invention, an ignition timing changing means capable of changing an ignition timing of the engine is provided, and the control device detects the speed difference detecting means when the vehicle is decelerated. The ignition timing of the engine is advanced based on the speed difference detected by the engine.

  Further, the invention of claim 3 is characterized in that, in addition to the features of the invention of claim 1 or 2, the vehicle is a motorcycle and the driving wheel is a rear wheel.

  As described above, according to the present invention, the on-off valve is controlled to open according to the speed difference between the driving wheel and the driven wheel that is generated when a large back torque is transmitted from the driving wheel to the engine side when the vehicle is suddenly decelerated. Since air can be supplied from the air supply passage to the intake passage downstream of the throttle valve, the engine braking effect can be moderately weakened by the air supply, and excessive back torque can be controlled to be reduced, thus reducing back torque. Therefore, it is not necessary to provide a torque limiter mechanism in the transmission mechanism, which is advantageous in reducing the weight and size of the transmission mechanism, and can be accelerated again after deceleration.

Particularly the air supply passage, while being paired deployed in parallel with each other for one of the intake passage corresponding to one cylinder of the engine, on-off valve to the air supply passage of each are provided separately, the vehicle When the speed difference between the driving wheel and the driven wheel exceeds a first predetermined value during deceleration, only one on-off valve opens, and the speed difference exceeds a second predetermined value that is greater than the first predetermined value. The valve opening control mode for the plurality of air supply passage opening / closing valves can be changed according to the magnitude of the speed difference so that both the opening / closing valves are opened. The engine brake reduction effect can be variably adjusted according to the degree of the speed difference, whereby the engine brake can be maintained in an appropriate state.

  In particular, according to the invention of claim 2, when the vehicle decelerates, in addition to the intake control by the on-off valve, the ignition timing of the engine is advanced based on the speed difference between the driving wheel and the driven wheel. The advance angle control effect and the intake air control effect by the on-off valve can be combined to make it possible to control the engine output more optimally and precisely, and the back torque reduction control can be performed more accurately.

  In particular, according to the invention of claim 3, even in a driving situation such as cornering in a motorcycle, stable deceleration can be performed and smooth reacceleration can be performed.

  Embodiments of the present invention will be specifically described below on the basis of reference examples illustrated in the accompanying drawings and embodiments of the present invention.

  In the accompanying drawings, FIGS. 1 to 4 show a first reference example. FIG. 1 is an overall schematic side view of a motorcycle, and FIG. 2 is an enlarged side view of a main part of the motorcycle (of FIG. 1). FIG. 3 is a control block diagram for back torque reduction control, and FIG. 4 is a flowchart showing an example of a processing procedure for back torque reduction control. FIG. 5 is a diagram corresponding to FIG. 2 showing the main part of the embodiment of the present invention, and FIG. 6 is a piping configuration diagram simply showing the piping configuration of the second reference example. FIGS. 7 to 9 show a third reference example. FIG. 7 is a piping configuration diagram simply showing the piping configuration, and FIG. 8 shows an idle control valve as an on-off valve and its peripheral portion. FIG. 9 is an enlarged vertical sectional view showing an example of the processing procedure of the back torque reduction control.

  First, a first reference example will be described with reference to FIGS. In a motorcycle V as a vehicle, an engine E for driving rear wheels is mounted at the center of a vehicle body sandwiched between front wheels Wf and rear wheels Wr. This engine E is a V-type multi-cylinder (five-cylinder) engine in which front and rear banks Ef and Er are formed in a V shape, and the front bank Ef includes three pieces which are inclined forward and arranged side by side. The cylinder Cy and then the bank Er are each provided with two cylinders Cy that are inclined backward and arranged side by side. Combustion chambers 3 are defined between the pistons 1 fitted in the cylinders Cy and the lower surfaces of the cylinder heads 2 of the front and rear banks Ef and Er. An intake passage 4 and an exhaust passage 5 are opened in each combustion chamber 3, and the openings of the passages 4 and 5 are opened and closed by an intake valve 6 and an exhaust valve 7 that are linked to the crankshaft of the engine E. .

The upstream end of the intake passage 4 is directly connected to the air cleaner Ac and communicates with the atmosphere via the air cleaner Ac, and in the middle of the intake passage 4 is a throttle that is opened and closed in conjunction with the driver's accelerator operation. A valve Vs is provided. The throttle valve Vs controls the intake air amount to the corresponding cylinder Cy (that is, the combustion chamber 3). In the illustrated example, the air cleaner Ac is disposed so as to correspond to the V-shaped space between the front and rear banks Ef and Er.

  Next, the back torque reducing device A for preventing a phenomenon in which a large back torque is transmitted from the rear wheel Wr as the drive wheel to the engine E side when the motorcycle V is suddenly decelerated will be described.

  The apparatus A can open and close the air supply passage 8 having one end opening 8a downstream of the throttle valve Vs of the intake passage 4 and the other end communicating with the atmosphere via an air cleaner Ac. The on-off valve Va, the speed difference detecting means S capable of detecting the speed difference (Vf−Vr) between the front wheel Wf and the rear wheel Wr, and the on-off valve Va are normally held in a closed state, and when the vehicle is decelerated, And a control device C that can control the opening and closing of the on-off valve Va based on the speed difference (Vf−Vr) detected by the speed difference detection means S. As the control device C, an in-vehicle microcomputer is used. .

  The on-off valve Va is constituted by a normally closed electromagnetic valve in the illustrated example, and opens according to a valve opening command signal from the control device C.

  In the illustrated example, the speed difference detecting means S includes a front wheel speed detection sensor Sf that detects the rotational speed Vf of the front wheel Wf, a rear wheel speed detection sensor Sr that detects the rotational speed Vr of the rear wheel Wr, and both sensors. It is comprised with the calculating part of the said control apparatus C which calculates the said speed difference (Vf-Vr) from the detection signal of Sf, Sr.

  In addition to the front wheel speed detection sensor Sf and the rear wheel speed detection sensor Sr, the control device C is connected to a throttle opening degree sensor Ss for detecting the opening degree θth of the throttle valve Vs. Based on the detection signal from the opening sensor Ss, the control device C can determine whether or not the vehicle is in a deceleration state.

  Each of the air supply passages 8 is provided for each of the intake passages 4 corresponding to at least two (all in the illustrated example) cylinders Cy out of all (five) cylinders Cy. Each of the air supply passages 8 is provided with the opening / closing valve Va individually.

  Next, the operation of the reference example will be described.

  During normal running of the motorcycle V, the throttle valve Vs is opened and closed in accordance with the driver's accelerator operation to control the amount of intake air to each cylinder Cy, thereby controlling the rotation of the engine E and thus the vehicle running speed. Control is performed arbitrarily.

  Assume that the driver suddenly decelerates the vehicle by fully closing the throttle valve Vs from the normal traveling state. During such rapid deceleration, a large back torque may be transmitted from the rear wheel Wr as the drive wheel to the engine E side. In the present reference example, the following control process is executed in the control device C. .

  First, after initialization in step S1, the throttle opening θth detected by the throttle opening sensor Ss is read into the control device C in step S2.

  Next, at step S3, it is determined whether or not the throttle opening θth has decreased to a predetermined opening θx or less. If not, the routine proceeds to step S7, where the on / off valve Va of the air supply passage 8 is closed. Is maintained.

  If it is determined in step S3 that the throttle opening .theta.th has decreased below the predetermined opening .theta.x, that is, the motorcycle V is in a decelerating state, the process proceeds to step S4 and detected by the front wheel speed detection sensor Sf. The front wheel speed Vf and the rear wheel speed Vr detected by the rear wheel speed detection sensor Sr are read into the control device C.

  Next, in step S5, it is determined whether or not the front wheel speed Vf exceeds the rear wheel speed Vr, that is, whether or not the speed difference (Vf−Vr) exceeds 0. If not, an excessive back torque is applied to the rear wheel Wr. Therefore, the process proceeds to step S7, and the closed state of the on-off valve Va of the air supply passage 8 is maintained.

  If it is determined in step S5 that the speed difference (Vf−Vr) has exceeded 0, the process proceeds to step S6, where the open / close valves Va of the air supply passages 8 are simultaneously opened. Thus, since air is supplied from the air supply passage 8 to the intake passage 4 downstream of the throttle valve Vs, the engine braking effect is moderately weakened, and the back torque transmitted from the rear wheel Wr to the engine E is controlled to be reduced. Further, after the speed difference (Vf−Vr) disappears again, the open / close valve Va of each air supply passage 8 returns to the closed state, and after deceleration, it can be rapidly accelerated again.

  By the way, in the first reference example, when it is determined in step S5 that the speed difference (Vf−Vr) between the front wheel Wf and the rear wheel Wr has exceeded 0, the process proceeds to step S6, and each air supply passageway. The eight on-off valves Va are operated to be opened simultaneously. As a first modification of the first reference example, it is determined that the speed difference (Vf−Vr) exceeds a predetermined value other than zero. In this case, the process may proceed to step S6 so that the open / close valves Va of the air supply passages 8 are simultaneously opened. In this case, the predetermined value may be a constant value, or may be a predetermined value that is changed according to the vehicle running situation or the operating situation of the engine E.

  As a second modification of the first reference example, the valve opening control mode for the five on-off valves Va may be changeable according to the magnitude of the speed difference (Vf−Vr). For example, when it is determined that the speed difference (Vf−Vr) exceeds a first predetermined value, only some (for example, two) on-off valves Va are opened, and the speed difference (Vf−Vr) is first. When it is determined that the second predetermined value larger than the predetermined value has been exceeded, all the on-off valves Va including the remaining on-off valves Va are opened.

  Thus, according to the second modification, the aforementioned engine brake reduction effect based on the opening of the on-off valve Va can be variably adjusted according to the degree of the speed difference (Vf−Vr). The engine brake action on the wheel Wr can be maintained in an appropriate state.

FIG. 5 shows an embodiment of the present invention. In this embodiment, a pair of air supply passages 8 is provided for one intake passage 4 corresponding to one cylinder Cy , and one end of each of the air supply passages 8 is connected to one intake passage 4. across the center line on the other hand respectively to the intake passage side wall of the intake passage side wall and the other side of the side not open 8a Rutotomoni, the on-off valve Va is provided separately to the air supply passage 8 of each.

And the control apparatus C can change the valve-opening control aspect with respect to the on-off valve Va according to the magnitude of the speed difference (Vf-Vr) between the front wheel Wf and the rear-wheel Wr. That is, in the illustrated example, when it is determined that the speed difference (Vf−Vr) exceeds the first predetermined value, only one on-off valve Va is opened, and the speed difference (Vf−Vr) is the first predetermined value. When it is determined that the second predetermined value that is larger than this is exceeded, all the on-off valves Va including the remaining on-off valves Va are opened.

  Thus, according to this embodiment, the aforementioned engine brake reduction effect based on the opening of the on-off valve Va can be variably adjusted according to the degree of the speed difference (Vf−Vr). The engine braking action on the engine can be maintained in an appropriate state.

  The above-described embodiment can be implemented in an intake passage corresponding to at least a part of cylinders of an intake passage of a single-cylinder engine and various multi-cylinder engines including a V type.

  Further, FIG. 6 shows a second reference example. This reference example is applied to various multi-cylinder engines including the V type. In other words, the air supply passage 8 has at least two (all in the illustrated example) intake passages 4 respectively corresponding to at least two (all in the illustrated example) cylinders Cy among the plurality of cylinders Cy of the multi-cylinder engine. A plurality of downstream passage portions 8D each having an opening 8a on the downstream side of the throttle valve Vs, and a single upstream passage portion 8U in which the upstream sides of the downstream passage portions 8D are connected in parallel to each other. The A single on-off valve Va is provided in the middle of the single upstream-side passage portion 8U or at the connection portion of the upstream-side passage portion 8U with the downstream-side passage portion 8D, and the on-off valve Va is opened and closed. The timing is the same as that of the on-off valve Va of the first reference example.

  Thus, according to the second reference example, the same effect as the first reference example can be expected, and the on-off valve Va and the upstream side passage portion 8U of the air supply passage 8 are common to the plurality of cylinders Cy. Since only one piece can be used, the number of parts can be reduced and the weight can be reduced.

  In the second reference example, the plurality of downstream passage portions 8D of the air supply passage 8 are in communication with each other, but the intake timings of the cylinders Cy corresponding to the plurality of downstream passage portions 8D, respectively. If the cylinders are different from each other, it is possible to secure a necessary amount of air from the air supply passage 8 to the intake passage 4 without specially increasing the diameter of the common upstream side passage portion 8U of the air supply passage 8. In addition, the intake negative pressure fluctuation among the plurality of cylinders Cy can be solved by arranging a one-way valve (not shown) in each downstream passage portion 8D.

  Further, FIGS. 7 to 9 show a third reference example. In this reference example, the air supply passage and the piping configuration of the on-off valve are the same as those of the second reference example, but the specific configuration of the on-off valve Va ′ and its control mode are different from those of the second reference example. Only the following differences will be described.

  In this reference example, an idle control valve Va ′ that performs intake air amount control during idling operation of the engine E is used as an on-off valve for back torque reduction control. Therefore, the air supply passage 8 is used as a throttle valve Vs during idling operation. It functions as a bypass intake passage that circulates idle intake air and bypasses the engine.

  Therefore, the idle control valve Va ′ provided in the middle of the upstream passage portion 8U of the air supply passage 8 or at the connection portion with the downstream passage portion 8D of the upstream passage portion 8U is inflow in the illustrated example. A valve body 10 having a port 10i and an outflow port 10o, and a cylindrical sliding valve body 11 slidably fitted and supported in a support hole 10a formed in the valve body 10; The upper part of the hole 10a communicates with the inflow port 10i. Further, a notch-shaped valve hole 12 communicating with the outflow port 10o is opened on the inner peripheral surface of the support hole 10a. Further, between the valve body 10 (top) and the sliding valve body 11, A valve spring 13 is provided for biasing the sliding valve body 11 downward (thus, in an engagement direction with an actuator actuator 20 described later).

  Then, the sliding valve body 11 opens and closes the valve hole 12 by the sliding, and thereby, the valve opening amount of the idle control valve Va ′ can be controlled steplessly. An adjustment bolt 14 for finely adjusting the valve opening amount is screwed into the lower portion of the sliding body 11, and the bolt 14 is interposed between the head of the bolt 14 and the sliding valve body 11. A spring 15 for holding the screwing position is interposed.

  An actuator AD having an actuator 20 connected to the sliding valve body 11 via an adjusting bolt 14 and capable of forcibly sliding the sliding valve body 11 is attached to the lower part of the valve body 10. The connected state of the sliding valve body 11 and the actuator 20 (adjustment bolt 14) is maintained by the urging force of the valve spring 13. The actuator AD includes an output shaft 21 and a conversion mechanism (not shown) including a screw mechanism or a cam mechanism that converts the rotational displacement of the output shaft 21 into the axial displacement of the actuator 20.

  Then, when the actuator AD rotates the output shaft 21 by a predetermined amount in accordance with a command signal from the control device C, the actuator 20 is displaced in the axial direction by a predetermined amount in conjunction with this, and the sliding valve body 11 is displaced by the displacement. Then, the valve hole 12 is opened according to the sliding amount. Thus, the opening amount of the idle control valve Va ′ is steplessly increased and decreased by the actuator AD.

  A control device C composed of a microcomputer is connected to a front wheel speed detection sensor Sf, a rear wheel speed detection sensor Sr, and a throttle opening sensor Ss, as in the previous embodiment and reference example. Various sensors (not shown) (for example, an engine temperature sensor, a vehicle speed sensor, a transmission shift position detection sensor, etc.) for detecting the driving state and the running state of the vehicle are connected, and the engine is based on the detection signals of these sensors. During idle operation of E, the valve opening amount of the idle control valve Va ′ is controlled to perform intake air amount control necessary for maintaining idle operation. In this case, the valve opening amount is variably set according to the operating state of the engine (for example, engine temperature).

  Further, the control device C keeps the idle control valve Va ′ in a closed state during normal running of the vehicle (that is, in a load running state where the engine E is not idling and the vehicle is not decelerating), Further, during the deceleration operation of the vehicle, the idle control valve is based on the speed difference (Vf−Vr) detected by the speed difference detecting means S that can detect the speed difference (Vf−Vr) between the driving wheel Wr and the driven wheel Wf. Va ′ can be controlled to be opened. In this case, the idle control valve Va ′ is controlled to be opened in accordance with the speed difference (Vf−Vr). The

  The engine E is provided with known ignition timing changing means T that can change the ignition timing. The ignition timing changing means T is also connected to the control device C. Then, the control device C advances the ignition timing of the engine E based on the speed difference (Vf−Vr) detected by the speed difference detecting means S when the vehicle is decelerated.

  Thus, in the present reference example, the control device C executes the following control process.

  First, after initialization in step S11, the throttle opening degree θth detected by the throttle opening degree sensor Ss is read into the control device C in step S12.

  Next, at step S13, it is determined whether or not the throttle opening θth has decreased to a predetermined opening θx or less. If not, the routine proceeds to step S20 where the idle control valve Va ′ is held in the closed state. The

  If it is determined in step S13 that the throttle opening θth has decreased below the predetermined opening θx, the process proceeds to step S14, where various sensors (for example, a vehicle speed sensor (front wheel speed detection) are detected. It is determined whether the engine E is in idle operation from the detection result of the sensor Sf) or the shift position detection sensor of the transmission). If the engine E is in idle operation, the process proceeds to step S15 and the idle control valve Va is determined. ′ Is controlled to be opened to an optimum valve opening amount (idle opening) for idling operation under the current engine operating conditions in order to maintain idling operation.

  If it is determined in step S14 that the vehicle is not idling (ie, the vehicle is decelerating), the process proceeds to step S16, where the front wheel speed detection sensor Sf detects the front wheel speed Vf and the rear wheel speed detection sensor Sr. The detected rear wheel speed Vr is read into the control device C.

  Next, in step S17, it is determined whether or not the front wheel speed Vf exceeds the rear wheel speed Vr, that is, whether or not the speed difference (Vf−Vr) exceeds 0. If not, an excessive back torque is applied to the rear wheel Wr. Therefore, the process proceeds to step S20, and the idle control valve Va 'is held in the closed state.

  If it is determined in step S17 that the speed difference (Vf−Vr) exceeds 0, the process proceeds to step S18, and the valve opening amount is set in advance according to the speed difference (Vf−Vr). The idle control valve Va ′ is controlled to open, whereby air is supplied from the air supply passage 8 to the intake passage 4 downstream of the throttle valve Vs, so that the engine braking effect is moderately weakened and the engine from the rear wheel Wr is reduced. The back torque transmitted to E is controlled to be reduced. Further, the process proceeds to step S19, where the ignition timing of the engine E is advanced to a predetermined advance amount according to the speed difference (Vf−Vr), and the engine output is slightly increased. Combined with the intake control effect by the valve opening control of the idle control valve Va ′, the output of the engine E can be controlled more optimally and precisely, and the back torque reduction control can be performed more accurately.

  Further, after the speed difference (Vf−Vr) disappears again, the idle control valve Va ′ returns to the closed state, and the ignition timing of the engine E is also returned to the normal ignition timing.

  In the third reference example, when it is determined in step S17 that the speed difference (Vf−Vr) between the front wheel Wf and the rear wheel Wr exceeds 0, the routine proceeds to step S18 and the idle control valve Va ′. However, as a modification of the third reference example, when it is determined that the speed difference (Vf−Vr) exceeds a predetermined value other than 0, the process proceeds to step S18. Good. In this case, the predetermined value may be a constant value, or may be a predetermined value that is changed in accordance with the vehicle traveling state or the operating state of the engine E.

  Further, in the third reference example, when the control device C is in a normal traveling state of the vehicle (that is, a load traveling state where the engine E is not idling and the vehicle is not decelerating), the idle control valve Va ′ is set. Although the valve is held in a closed state, as another modification of the third reference example, the control device C is operated not only during the idling operation of the engine E but also during the normal running of the vehicle, the idle control valve Va ′. Is kept open at a predetermined idle opening, and when a speed difference (Vf−Vr) between the driving wheel Wr and the driven wheel Wf occurs during deceleration of the vehicle, the speed difference (Vf−Vr) is set. Accordingly, the open control of the idle control valve Va ′ may be controlled to reduce the back torque by opening the valve so as to be larger than the idle opening.

  As mentioned above, although the reference example and the Example of this invention were demonstrated, this invention is not limited to the Example, A various Example is possible within the scope of the present invention.

  For example, in the above-described embodiment, the vehicle is applied to the motorcycle V. However, in the present invention (claims 1 to 8), various vehicles other than the motorcycle, such as a four-wheel vehicle, a three-wheel vehicle, or a four-wheel vehicle, are used. You may implement in a wheel buggy car.

  In the third reference example, when the vehicle is decelerated, the engine E is ignited based on the speed difference (Vf−Vr) between the driving wheel and the driven wheel, in addition to the intake control by the idle control valve Va ′ as the on-off valve. Although the embodiment has been shown in which the timing is controlled to advance, in the present embodiment, the speed difference between the driving wheel and the driven wheel (Vf−Vr) in addition to the intake control by the on-off valve Va when the vehicle is decelerated. In other words, the ignition timing of the engine E is advanced based on the control method.

  Further, in the third reference example, an embodiment in which the process (step S19) of controlling the advance angle of the ignition timing of the engine E based on the speed difference (Vf−Vr) between the driving wheel and the driven wheel is also possible.

Overall outline side view of motorcycle showing first reference example Main part enlarged side view of the motorcycle (enlarged view of the part indicated by arrow 2 in FIG. 1) Control block diagram for back torque reduction control The flowchart which shows an example of the process sequence of back torque reduction control FIG. 2 is a diagram corresponding to FIG. Piping configuration diagram simply showing the piping configuration of the second reference example Piping configuration diagram simply showing the piping configuration of the third reference example Enlarged longitudinal sectional view showing an idle control valve as an on-off valve according to a third reference example and its peripheral part The flowchart which shows an example of the process sequence of the back torque reduction control of a 3rd reference example.

A Back torque reduction device AD Actuator C Control device Cy Cylinder E Engine S Speed difference detection means Sf Front wheel speed detection sensor Sr Rear wheel speed detection sensor T Ignition timing change means Va On-off valve Vf-Vr Speed difference Vs Throttle valve Wf Front wheel Driving wheel)
Wr Rear wheel (drive wheel)
4 Intake passage 8 Air supply passage 8a Opening

Claims (3)

The engine (E) mounted on the vehicle body and driving the drive wheels (Wr) is provided with an intake passage (4) corresponding to the cylinder (Cy). The intake passage (4) is connected to the cylinder (Cy). In a vehicle equipped with a throttle valve (Vs) for controlling the intake air amount of
Air that has one end opening (8a) downstream of the throttle valve (Vs) of the intake passage (4) and that is directly connected to the air cleaner (Ac) and communicates with the atmosphere via the air cleaner (Ac). The supply passage (8), the on-off valve (Va) that can open and close the air supply passage (8), and the speed at which the speed difference (Vf−Vr) between the drive wheel (Wr) and the driven wheel (Wf) can be detected. The difference detection means (S) and the on-off valve (Va) are normally kept closed, and based on the speed difference (Vf−Vr) detected by the speed difference detection means (S) when the vehicle is decelerated. A control device (C) capable of controlling the opening and closing of the on-off valve (Va),
A pair of the air supply passages (8) are arranged in parallel to one intake passage (4) corresponding to one cylinder (Cy) of the engine (E) , and both air supply passages ( The one end of 8) opens (8a) to the intake passage side wall on one side and the intake passage side wall on the other side across the center line of the one intake passage (4), and each air The on-off valve (Va) is individually provided in the supply passage (8),
The control device (C) opens only one of the on-off valves (Va) when the speed difference (Vf−Vr) exceeds a first predetermined value during deceleration of the vehicle, and the speed difference (Vf−Vr). ) Exceeds a second predetermined value larger than the first predetermined value, the valve opening control mode for the on-off valve (Va) is set to the speed difference (Va) so that both the on-off valves (Va) are opened. A back torque reduction device for a vehicle, which can be changed according to the magnitude of Vf−Vr).   The engine (E) includes ignition timing changing means (T) that can change the ignition timing of the engine (E), and the control device (C) detects the speed difference (Vf) detected by the speed difference detecting means (S) when the vehicle decelerates. The back torque reduction device for a vehicle according to claim 1, wherein the ignition timing of the engine (E) is advanced based on -Vr).   The back torque reduction device for a vehicle according to claim 1, wherein the vehicle is a motorcycle (V), and the driving wheel is a rear wheel (Wr).

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