JP5271137B2 - Engine output control device - Google Patents

Description

  The present invention relates to an engine output control device, and more particularly to an engine output control device that reduces an engine output when a wheelie state of a vehicle body is detected and appropriately recovers from the wheelie state.

  Conventionally, as a characteristic of motorcycles, it is known that a wheelie state in which the front wheels are separated from the road surface occurs when the rotational driving force transmitted to the driving wheels becomes excessive due to a sudden operation such as a throttle grip or a clutch. .

  Patent Document 1 discloses an engine in which a wheelie state is detected based on an output signal of an acceleration sensor attached to a vehicle body, and when the wheelie state is detected, an engine output is gradually reduced to recover from the wheelie state. An output control device is disclosed.

JP 2002-70709 A

  However, in the engine output control device described in Patent Document 1, since the acceleration sensor generally detects and outputs a force as a gravitational component, the acceleration is controlled so as not to erroneously detect a running vibration or the like. There is a problem that the sensitivity has to be set low in a low pitch angle region where the output of the sensor is low. Therefore, it is difficult to control the output near the landing of the front wheel, and depending on the degree of the wheelie, it may take time to return from the wheelie state, or an impact may occur due to the front wheel suddenly landing on the road surface.

  An object of the present invention is to provide an engine output control device that solves the above-described problems of the prior art and that can execute reduction control of engine output in accordance with the degree of wheelie by detecting a wheelie state with an angular velocity sensor. It is in.

  In order to achieve the above object, according to the present invention, in an engine output control device (70) for detecting a wheelie state of a vehicle body and controlling an engine output, an angular velocity sensor (30) for detecting at least an angular velocity in a pitch direction of the vehicle body. And a vehicle body angle calculation unit (71) that calculates the pitch angle (θA) of the vehicle body based on the angular velocity in the pitch direction, and a wheelie that detects the wheelie state of the vehicle body according to at least the pitch angle (θA). A first feature is that it includes a state determination unit (73) and an output control unit (74) that reduces the engine output by a reduction amount corresponding to the pitch angle when the wheelie state is detected. .

  The output control unit (74) has a second feature in that the reduction amount of the engine output is increased as the pitch angle (θA) of the vehicle body is increased.

  A third feature is that when the pitch angle (θA) is smaller than a predetermined angle (θA1), the engine output reduction control is not executed.

  The vehicle further includes a travel mode determination unit (72) that determines whether the vehicle is in a start mode or a mode other than the start mode, and the output control unit (74) is determined by the travel mode determination unit (72). There is a fourth feature in that different engine output reduction control is executed depending on the travel mode.

  Further, the output control unit (74) has a fifth feature in that the reduction amount of the engine output is made larger in the travel mode at the start than in the travel mode other than the start.

  A sixth feature is that a changeover switch (22) for arbitrarily switching the travel mode is provided.

  A seventh feature is that the number of conditions for determining the wheelie state in the travel mode at the time of starting is smaller than the number of conditions for determining the wheelie state in the travel mode other than at the time of starting.

  Further, the engine output reduction control by the output control unit (74) has an eighth feature in that it is executed by opening degree reduction control of the throttle valve (62) and retardation control of the ignition device (60).

  Furthermore, the angular velocity sensor (30) has a ninth feature in that the angular velocity sensor (30) is disposed in the vehicle width direction center of the vehicle body and in the vicinity of the vehicle body front end.

  According to the first feature, according to at least an angular velocity sensor that detects an angular velocity in the pitch direction of the vehicle body, a vehicle body angle calculation unit that calculates a pitch angle of the vehicle body based on the angular velocity in the pitch direction, and at least according to the pitch angle, A wheelie state determination unit that detects the wheelie state of the vehicle body and an output control unit that reduces the engine output by a reduction amount according to the pitch angle when the wheelie state is detected. It is possible to perform optimal engine output reduction control in accordance with the pitch angle of the vehicle, that is, the degree of wheelie. As a result, even in an area where the pitch angle is small, the engine output reduction control can be performed satisfactorily without lowering the sensitivity of the sensor.For example, a shock or the like does not occur when the front wheels land due to a sudden decrease in output. Moreover, it is possible to recover from the wheelie state in a short time.

  According to the second feature, since the output control unit increases the reduction amount of the engine output as the pitch angle of the vehicle body increases, even when the degree of the wheelie is large, the output control unit can return from the wheelie state in a short time.

  According to the third feature, when the pitch angle is smaller than the predetermined angle, the engine output reduction control is not executed. Therefore, it is possible to limit the range in which the engine output reduction control is performed. It is possible to prevent loss of the maximum grip force of the rear wheels obtained in the state of being lifted up and maintain high acceleration performance.

  According to a fourth feature, the vehicle is provided with a travel mode determination unit that determines whether the travel mode at the start or a travel mode other than at the start, and the output control unit responds to the travel mode determined by the travel mode determination unit. Thus, since different engine output reduction control is executed, more accurate engine output reduction control can be executed according to the state of occurrence of the wheelie.

  According to the fifth feature, since the output control unit increases the reduction amount of the engine output in the driving mode at the time of starting than the driving mode other than at the time of starting, the engine at the start when the wheelie state is likely to occur. By increasing the output reduction amount, it is possible to return from the wheelie state at the time of starting in a short time.

  According to the sixth feature, since the changeover switch for arbitrarily switching the travel mode is provided, for example, the passenger can arbitrarily set the travel mode at the time of start by operating the travel mode changeover switch before starting. It becomes possible.

  According to the seventh feature, since the number of conditions for determining the wheelie state in the driving mode at the time of starting is smaller than the number of conditions for determining the wheelie state in the driving mode other than at the time of starting, the wheelie state is It is possible to quickly determine that the vehicle is in the wheelie state at the time of a start that is likely to occur, thereby quickly returning from the wheelie state.

  According to the eighth feature, the engine output reduction control by the output control unit is executed by the throttle valve opening reduction control and the retard control of the ignition device, so that the accuracy of the engine output reduction control can be improved. Become.

  According to the ninth feature, since the angular velocity sensor is disposed in the center of the vehicle width direction and in the vicinity of the front end portion of the vehicle body, the angular velocity sensor is disposed on the vehicle body centerline and at a position farthest from the rear wheel. As a result, the detection accuracy of the vehicle wheelie state is improved.

1 is a side view of a motorcycle to which an engine output control device according to an embodiment of the present invention is applied. 1 is a front view of a motorcycle. It is a block diagram which shows the structure of an engine output control apparatus and its peripheral devices. It is a flowchart which shows the procedure of the output reduction control at the time of a wheelie. It is a pitch angle-retard amount map. It is a pitch angle-target throttle opening map.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a motorcycle 1 to which an engine output control device according to an embodiment of the present invention is applied. FIG. 2 is a front view of the motorcycle 1. A steering stem (not shown) is pivotally supported on the head pipe 3 provided at the front end of the main frame 2 so as to be rotatable. A pair of left and right front forks 4 that rotatably support the front wheel WF are attached to the steering stem, and the front wheels WF can be steered by a pair of left and right handle bars 5 attached to the upper end of the front fork 4. It is said that. A front fork stroke sensor 40 that detects the stroke amount is attached to the lower portion of the front fork 4.

  A swing arm 12 that rotatably supports a rear wheel WR as a drive wheel is rotatably supported by a pivot shaft 10 at a lower rear portion of the main frame 2. A rear cushion 11 is disposed between the swing arm 12 and the main frame 2 to connect each other via a link mechanism.

  An engine 14 is disposed in front of the pivot shaft 10 and below the main frame 2. An intake pipe 21 including a fuel injection device and a throttle body is attached to the upper part of the engine 14, and an air cleaner box 13 is connected to the upper part thereof. An exhaust pipe 15 that guides the combustion gas of the engine 14 to a muffler 16 disposed at the rear end of the vehicle body is attached to the front side of the engine 14.

  A front cowl 6 is disposed on the front side of the head pipe 3, and a front fender 20 is disposed above the front wheel WF. A fuel tank 7 is disposed on the upper part of the main frame 2. A seat 8 and a seat cowl 9 are attached to a seat frame 17 that extends rearward and upward from the main frame 2. Below the seat 8, a battery 19 and an ECU 70 as an engine output control device are arranged.

  In FIG. 1, a solid line G indicates a substantially horizontal road surface, a two-dot chain line H indicates a line parallel to the road surface G, and a one-dot chain line J indicates a vehicle body horizontal line in a state where the front wheel WF is in contact with the road surface. This figure shows a wheelie state that occurs when the rotational driving force transmitted to the driving wheels becomes excessive due to a sudden operation of the throttle grip, clutch, etc., and the motorcycle 1 has a pitch angle with respect to the road surface G. The wheelie is in θA.

  Referring to FIG. 2, a gyro sensor 30 capable of detecting the movement of the vehicle body in the roll direction, the yaw direction, and the pitch direction in the vicinity of the front end portion of the front cowl 6 at the vehicle width direction center across the vehicle body center line C. Is arranged. Further, at the base of the handle 5 on the left side in the vehicle width direction, when the vehicle is started, an occupant operates to set the vehicle driving mode to a normal driving mode for performing output reduction control suitable for normal driving and an output suitable for starting. A traveling mode changeover switch 22 that can be arbitrarily switched between the start mode and the reduction control is attached.

  The gyro sensor 30 is an angular velocity sensor that takes out, as an electric signal, electric charges generated when the piezoelectric element is slightly distorted when an inertial force is applied to the piezoelectric element held in a hollow state in the ceramic case. Thereby, it is possible to detect the angular velocity in the three-dimensional direction including the roll direction, the pitch direction, and the yaw direction, and the ECU 70 calculates the three-dimensional angle and the angular velocity change rate of the vehicle body based on the angular velocity. Hereinafter, a procedure for calculating the absolute angle of the vehicle body based on the angular velocity detected by the gyro sensor 30 will be described.

  The angle in the three-dimensional direction is calculated by integrating the angular velocity, and the calculated angle is a relative angle. Therefore, the gravitational acceleration detected by the acceleration sensor is used as the reference value in order to calculate the absolute angle with respect to the horizontal plane. At this time, since the output value of the acceleration sensor is affected by the running state of the vehicle, such as the lateral acceleration generated during cornering, for example, the lateral acceleration is calculated based on the output value of the vehicle speed sensor, By subtracting this calculated value from the output value of the acceleration sensor, it is possible to always obtain the reference direction for calculating the angle, that is, the acting direction of the gravitational acceleration even when the vehicle is traveling.

  In addition, when calculating the absolute angle of the vehicle body based on the output signal of the gyro sensor 30, in addition to the correction based on the output values of the acceleration sensor and the vehicle speed sensor described above, noise generated by the outside air temperature and various devices, The bias correction is also performed for the drift error caused by the rotation angle of the earth. This bias correction is also performed on the output value of the acceleration sensor. The correction for the sensor output as described above can be executed, for example, every time the main power of the vehicle is turned on, or automatically every time a predetermined period elapses.

  FIG. 3 is a block diagram showing the configuration of the engine output control device and its peripheral devices according to the present embodiment. The same reference numerals as those described above denote the same or equivalent parts. The ECU 70 includes a vehicle body angle calculation unit 71 that detects a vehicle body angle based on an output signal of the gyro sensor 30, a wheelie state determination unit 73 that determines that the vehicle is in a wheelie state according to various sensor signals, and a traveling A traveling mode determination unit 72 that determines a traveling mode of the vehicle in accordance with an output signal of the mode changeover switch 22 and an output control unit 74 that executes engine output reduction control are included.

  The wheelie state determination unit 73 includes a front wheel speed sensor 51, a rear wheel speed sensor 52, an engine speed sensor 53, and a throttle valve opening sensor 55 that detects the opening degree of the throttle valve 62 driven by the throttle valve motor 61. The throttle grip opening sensor 55 for detecting the rotation angle of the throttle grip operated by the occupant, the gear position sensor 56 for detecting the number of gears of the transmission of the engine 17, and the output signals from the front fork stroke sensor 40 are input. The

  The output control unit 74 includes a pitch angle-retard (retard angle) amount map 75 and a pitch angle-target throttle valve opening map 76. The output control unit 74 is based on the output signals from the wheelie state determination unit 73 and the travel mode determination unit 72, and the ignition timing retard amount derived from the two maps 75 and 76 and the throttle valve 62 opening reduction amount. Are used to drive the throttle valve motor 61 and the ignition device 60, respectively.

  FIG. 4 is a flowchart showing a procedure of wheely output reduction control according to the present embodiment. In step S1, detection of output signals of various sensors shown in FIG. 3 is executed. In step S2, the vehicle body angle calculation unit 71 of the ECU 70 calculates the pitch angle of the vehicle body. In subsequent step S <b> 3, the traveling mode determination unit 72 determines whether or not it is the start mode based on the output signal of the traveling mode changeover switch 22.

  If an affirmative determination is made in step S3, that is, if the start mode is determined, the process proceeds to step S4, where the pitch angle of the vehicle body in the direction in which the front wheels WF are separated from the road surface is a predetermined value (for example, 10 degrees) or more. It is determined whether or not. If an affirmative determination is made in step S4, it is determined in step S5 that the vehicle is in a wheelie state, and the process proceeds to step S6. If a negative determination is made in step S4, the process returns to the determination in step S4.

  In step S6, the retard amount for the start mode and the throttle valve opening corresponding to the pitch angle are derived using the pitch angle-retard amount map 75 and the pitch angle-target throttle valve opening map 76. In the subsequent step S7, the ignition device 60 is driven according to the derived retard amount. In step S8, the throttle valve motor 61 is driven in accordance with the derived target throttle valve opening.

  In step S9, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value. If a negative determination is made, the process returns to the determination in step S9. On the other hand, when an affirmative determination is made, i.e., when it is determined that the period immediately after the start when the vehicle speed is greater than or equal to the predetermined value and the wheelie state is likely to occur, the process proceeds to step S10 to reset the start mode and perform a series of controls. finish. In step S9, it is determined that the period immediately after the start when the wheelie state is likely to occur is ended according to the gear position detected by the gear position sensor (for example, shifted up from the first gear to the third gear). You may judge.

  On the other hand, when a negative determination is made in step S3, that is, when it is determined that the travel mode is the normal travel mode, the process proceeds to step S11. Hereinafter, whether or not the vehicle is in the wheelie state is determined by the determination in steps S11 to S16. First, in step S11, it is determined whether or not the front and rear wheel rotational speeds are each equal to or higher than a predetermined value (for example, 50 km / h in terms of vehicle speed). In step S12, the engine rotational speed is within a predetermined range (for example, 5000 rpm or higher). ) Or not. In step S13, it is determined whether or not the throttle valve opening is within a predetermined range (for example, 50% or more). In step S14, is the stroke amount of the front fork 4 less than a predetermined value (for example, 5 mm)? It is determined whether or not.

  In the following step S15, it is determined whether or not the front wheel speed has not changed or decreased. In step S16, whether the pitch angle of the vehicle body in the direction in which the front wheel WF is separated from the road surface is a predetermined value (for example, 10 degrees) or more. It is determined whether or not. Note that the determination in step S15 is to determine that if the front wheel WF is separated from the road surface in a wheelie state, it is not driven and rotated by the road surface, and the rotational speed decreases.

  If all the determinations in steps S11 to S16 are affirmative, it is determined in step S17 that the vehicle is in the wheelie state, and output reduction control is started when the wheelie state occurs in the normal travel mode. If a negative determination is made in any of steps S11 to S16, the process proceeds to step S21, and the series of control is terminated without executing the output reduction control.

  In step S18, the retard amount and the target throttle valve opening for the normal travel mode corresponding to the pitch angle are derived using the pitch angle-retard amount map 75 and the pitch angle-target throttle valve opening map 76. . In step S19, the ignition device 60 is driven in accordance with the derived retard amount, and in step S20, the throttle valve motor 61 is driven in accordance with the derived target throttle valve opening, and a series of control is completed.

  Note that, as described above, the number of conditions for determining the wheelie state in the start mode is smaller than the number of conditions for determining the wheelie state in the normal travel mode. It is possible to quickly determine that the state is the wheelie state, and thereby it is possible to quickly return from the wheelie state.

  FIG. 5 is a pitch angle-retard amount map 75 according to this embodiment. FIG. 6 is a pitch angle-target throttle opening map 76 according to this embodiment. As shown in the figure, in this embodiment, the period until the pitch angle θA reaches θA1 is set as a dead zone, and the control of the retard amount R and the throttle valve opening θB for reducing the engine output is not performed. Yes. As a result, the maximum grip force of the rear wheel WR obtained with the front wheel WF slightly lifted can be prevented, and high acceleration performance can be maintained.

  The pitch angle-retard amount map 75 in FIG. 5 is set so that the retard amount is increased from the pitch angle θA1 and reaches the maximum retard amount R1 at θA2 in the start mode. In contrast, in the normal travel mode, the retard amount starts to increase from the pitch angle θA1, but the rising curve is gentler than that in the start mode, and reaches the maximum retard amount R1 after greatly exceeding the pitch angle θA2. Is set to

  Further, the pitch angle-target throttle valve opening map 76 in FIG. 6 is set so that the throttle valve opening θB is reduced from the pitch angle θA1 and reaches the minimum opening θB2 at the pitch angle θA3 in the start mode. Yes. In contrast, in the normal driving mode, the throttle valve opening θB starts to be reduced from the pitch angle θA1, but the falling curve is gentler than that in the start mode, and after the pitch angle θA3 is greatly exceeded, the opening is minimum. It is set to reach degree θB2. According to the setting of both maps 75 and 76 as described above, the engine output reduction amount at the time of start where the wheelie state is likely to occur increases, and it is possible to return from the wheelie state at the time of start in a short time.

  As described above, according to the engine output control device according to the present invention, as the pitch angle of the vehicle body is increased, the reduction amount of the engine output is increased. Therefore, when the wheelie state is detected, depending on the degree of the wheelie. It is possible to perform optimum engine output reduction control. As a result, for example, a shock or the like does not occur when the front wheels land due to a sudden output drop, and the wheelie can be restored in a short time.

  The structure and shape of the gyro sensor, travel mode change switch, etc., the internal configuration of the ECU, the configuration of the pitch angle-retard amount map, the pitch angle-target throttle opening map, etc. are not limited to the above embodiment, and various changes are possible. It is. For example, the output reduction control in the present embodiment is performed using both the pitch angle-retard amount map and the pitch angle-target throttle opening map, but is not limited to this and is performed using either one of the maps. It may be.

  DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 14 ... Engine, 30 ... Gyro sensor (angular velocity sensor), 50 ... Traveling mode changeover switch, 70 ... ECU (engine output control apparatus), 71 ... Vehicle body angle calculation part, 72 ... Traveling mode determination part, 73 ... Wheely state determination unit, 74 ... Output control unit, 75 ... Pitch angle-retard amount map, 76 ... Pitch angle-target throttle valve opening map

Claims (7)

In an engine output control device (70) for controlling the engine output by detecting the wheelie state of the vehicle body,
An angular velocity sensor (30) for detecting at least an angular velocity in the pitch direction of the vehicle body;
A vehicle body angle calculation unit (71) for calculating a pitch angle (θA) of the vehicle body based on the angular velocity in the pitch direction;
A wheelie state determination unit (73) for detecting a wheelie state of the vehicle body according to at least the pitch angle;
An output control unit (74) that reduces the engine output by a reduction amount according to the pitch angle (θA) when the wheelie state is detected ;
The output control unit (74) increases the reduction amount of the engine output as the pitch angle (θA) of the vehicle body increases.
A travel mode determination unit (72) for determining whether the travel mode at the start or a travel mode other than the start,
The output control unit (74) executes different engine output reduction control according to the travel mode determined by the travel mode determination unit (72) . The engine output control apparatus according to claim 1 , wherein when the pitch angle (θA) is smaller than a predetermined angle (θA1), the engine output reduction control is not executed. 3. The engine output according to claim 1, wherein the output control unit (74) increases the reduction amount of the engine output in the travel mode at the start than in the travel mode other than the start. Control device. The engine output control device according to any one of claims 1 to 3, further comprising a changeover switch (22) for arbitrarily switching the travel mode. The number of conditions for the launch-time running mode determining Willie state, of claims 1 to 4, characterized in that less than the number of conditions for determining the wheelie state in the travel mode than during the starting The engine output control apparatus in any one. Wherein the engine output reduction control by the output control unit (74), any claims 1, characterized in that it is performed by the retardation control of the opening degree reduction control and the ignition device of the throttle valve (62) (60) 5 The engine output control device according to claim 1. The engine output control device according to any one of claims 1 to 6 , wherein the angular velocity sensor (30) is disposed in the vehicle width direction center of the vehicle body and in the vicinity of the front end portion of the vehicle body.

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