JP5386273B2 - Saddle-type vehicle engine control system - Google Patents

Description

  The present invention relates to a vehicle engine control apparatus capable of controlling an engine using a plurality of control modes.

  As an engine control device applied to vehicles such as motorcycles, select one from multiple control modes such as high output mode that emphasizes acceleration, economy mode that emphasizes high fuel efficiency, and normal mode that does not have such characteristics In some cases, the engine is controlled using the set control mode. In the engine control device configured as described above, there is one in which a mode change switch is connected to the input side thereof, and the driver can freely switch the control mode by operating this switch (for example, Patent Document 1). reference).

JP 2005-23991 A

  The engine control device obtains command values such as ignition timing and fuel injection amount according to the input values indicating the running state such as the accelerator opening and the engine speed, and controls the engine according to the command values. The command value obtained in this way differs for each control mode. On the other hand, in the conventional engine control device, in any driving state, when the mode change switch is operated, the control mode is switched accordingly. For this reason, depending on the traveling state, switching of the control mode may cause travel fluctuations such as engine behavior fluctuations, which may impair driving feeling.

  Accordingly, an object of the present invention is to improve the driving feeling of a vehicle equipped with a vehicle engine control device capable of controlling an engine using a plurality of control modes.

The present invention has been made in view of the circumstances as described above, and the saddle riding type vehicle engine control device according to the present invention is a vehicle engine control device capable of controlling an engine using a plurality of control modes. Then, the first control mode and the second control mode in which the engine can operate while suppressing the fuel consumption compared to the first control mode are selectively set, and the engine is controlled using the set control mode. and control means for being connected to the control unit, the driver for entering the switching operation exchange El command between the control mode and the first control mode and the second control mode set in said control means Switching input means, and the control means validates the command when a predetermined travel condition is satisfied when a command to switch the control mode is input to the switch input means, and the predetermined travel Article It is characterized in that for disabling the instruction in the case of but not satisfied.

  According to the said structure, when predetermined driving | running conditions are not satisfy | filled, a control mode does not switch, but the driving | running | working fluctuation | variation resulting from switching of a control mode can be suppressed. Therefore, it becomes possible to keep driving feeling favorable.

  Acceleration determining means for determining whether or not the vehicle has a predetermined acceleration is provided, and the predetermined traveling condition is a condition that the vehicle is determined to be less than the predetermined acceleration by the acceleration determining means. You may have.

  According to the above configuration, when the vehicle is in an accelerating state and there is a possibility that engine behavior fluctuations or speed fluctuations may occur when the control mode is switched, the switching of the control mode is rejected. Travel fluctuations caused by mode switching can be suppressed.

  Power transmission determining means for determining whether or not power transmission from the engine to the drive wheels is interrupted, and the predetermined traveling condition is determined by the power transmission determining means that the transmission path is interrupted. You may have the condition that it is.

  According to the above configuration, even when the control mode is switched and the behavior of the engine fluctuates when the power transmission path is interrupted, it is unlikely to lead to fluctuations in travel. Therefore, by allowing the switching of the control mode in such a case, the control mode can be switched without impairing the driving feeling.

  A gear position sensor for detecting a gear position of the vehicle transmission, an engine speed sensor for detecting the engine speed, and an opening of a throttle for adjusting an intake air amount to the engine. The predetermined travel condition is a gear position at which a gear position detected by the gear position sensor is less than a predetermined reduction ratio that is equal to or less than a maximum reduction ratio, and the engine rotation There may be a condition that the detection value of the number sensor is equal to or less than a predetermined rotation speed and the detection value of the throttle opening sensor is equal to or less than a predetermined opening.

  According to the above configuration, when the vehicle is in an accelerating state and there is a possibility that engine behavior fluctuations or speed fluctuations may occur when the control mode is switched, the switching of the control mode is rejected. Travel fluctuations caused by mode switching can be suppressed. And since the structure which detects whether it is an acceleration state is realized, without using a dedicated acceleration sensor, the number of parts can be reduced and manufacturing cost can be reduced.

The control means controls the engine of the straddle-type vehicle and executes control to change the output of the engine, and the switching input means is disposed adjacent to a grip of a handle of the straddle-type vehicle, and is controlled A mode display device for displaying the mode may be disposed on the instrument panel of the saddle riding type vehicle. The predetermined traveling condition includes a condition that the vehicle acceleration is positive and less than a first predetermined value, and a condition that the vehicle acceleration is negative and exceeds a second predetermined value. You may have. The predetermined traveling condition may have a condition that the vehicle is traveling at a constant speed. The predetermined traveling condition may have a condition that the vehicle is not in the high speed traveling region or not in the starting traveling region. The predetermined traveling condition may have a condition that the vehicle is not in a decelerating traveling area or does not perform an engine braking operation.

  As is clear from the above description, according to the present invention, the driving feeling can be kept good.

1 is a left side view of a motorcycle equipped with a vehicle engine control device according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing a peripheral configuration of the engine shown in FIG. 1 and an overall configuration of an engine control device mounted on the motorcycle shown in FIG. 1. FIG. 3 is a block diagram of an engine control device that is shown centering on an electronic control unit shown in FIG. 2. It is a flowchart which shows the determination process of the establishment / non-establishment of the driving conditions which the condition determination part shown in FIG. 3 performs. It is a flowchart which shows the modification of the determination process shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to these drawings. In the following description, a motorcycle is illustrated as an embodiment of a vehicle according to the present invention, and the concept of direction is based on a direction viewed from a driver riding on the motorcycle.

  FIG. 1 is a left side view of a motorcycle 1 equipped with an engine control apparatus according to an embodiment of the present invention. A motorcycle 1 shown in FIG. 1 includes a front wheel 2 and a rear wheel 3. The front wheel 2 is rotatably supported by a lower end portion of a front fork 4 extending substantially in the vertical direction, and the upper end portion of the front fork 4 is connected to a left and right side via a steering shaft (not shown) rotatably supported by a head pipe 5. It is connected with a handle 6 having a pair of grips. When the driver grips the grip and rotates the handle 6, the front wheel 2 turns around the steering shaft as a rotation axis. The grip gripped by the driver with the right hand is the throttle grip 7 (see FIG. 2) for operating the throttle device 17 by rotating it by twisting the wrist. A clutch lever 8 is provided on the front side of the grip that the driver holds with the left hand.

  A pair of left and right main frames 9 extend rearward and downward from the head pipe 5, and a pair of left and right pivot frames 10 are connected to the rear part of the main frame 9. The rear wheel 3 is rotatably supported at the rear end of the swing arm 11. An engine 14 is supported on the main frame 9 and the pivot frame 10, and the output of the engine 14 is transmitted to the rear wheel 3 through the transmission 15 and the chain 16. A throttle device 17 and an air cleaner 18 are connected to an intake port (not shown) of the engine 14. In addition, a seat 13 for riding a driver is provided behind the handle 6 via a fuel tank 12, and an electronic control unit 19 (control means) for controlling the operation of the engine 14 is accommodated in an internal space below the seat 13. Has been.

  FIG. 2 is a schematic diagram showing the peripheral configuration of the engine 14 shown in FIG. 1 and the overall configuration of the engine control device 50 mounted on the motorcycle 1 shown in FIG. As shown in FIG. 2, the throttle device 17 drives the intake pipe 20 provided between the engine 14 and the air cleaner 18, the throttle valve 21 provided in the internal passage of the intake pipe 20, and the throttle valve 21. And a valve actuator 22. The throttle valve 21 is driven by a valve actuator 22 to open and close the internal passage of the intake pipe 20 with a variable opening, thereby adjusting the intake amount to the engine 14. The engine 14 is provided with a fuel injection device 23 and an ignition device 24. When these devices 23 and 24 operate at an appropriate timing, ignition combustion is performed in the cylinder, whereby the engine 14 generates a rotational output.

  The rotational output of the engine 14 is transmitted to the rear wheel 3 via the power transmission path 25. 2, the engine output shaft 26, the speed reduction mechanism 27, the clutch 28, the transmission input shaft 29, the transmission device 15, the transmission output shaft 30 and the chain 16 are illustrated as the power transmission path 25 in order from the engine 14 side. The clutch 28 is connected to the clutch lever 8 via a wire 8a. When the clutch lever 8 is not operated, the clutch 28 is engaged and power can be transmitted between the speed reduction mechanism 27 and the transmission input shaft 29. On the other hand, when the clutch lever 8 is operated, the wire 8a By this operation, the clutch 28 is released and the power transmission path 25 is shut off. The transmission 15 shifts the rotation of the transmission input shaft 29 and transmits it to the transmission output shaft 30. The transmission 15 is, for example, a dog clutch type multi-stage transmission in which a plurality of gear trains are arranged in parallel, and one of the plurality of shift stages can be selectively set. These shift stages include a plurality of forward shift stages having different gear ratios and a neutral stage that blocks power transmission between the transmission input shaft 29 and the transmission output shaft 30. Note that the gear setting is changed by operating a shift pedal (not shown) to change the gear position.

  The electronic control unit 19 inputs a signal from sensors that detect the traveling state, and controls the engine 14 and its associated devices according to the detected traveling state and the set control mode. One of a plurality of control modes is selectively set in the electronic control unit 19. In the present embodiment, the control mode that can be set in the electronic control unit 19 includes two control modes, a normal mode and an economy mode in which the engine 14 can be operated while suppressing fuel consumption compared to the normal mode. 19 can switch on and off the economy mode. More specifically, a control map corresponding to each control mode is stored in advance in the electronic control unit 19, and operation command values for the engine 14 and associated devices are obtained with reference to these control maps. When the reference control map is switched, the control mode is switched.

  In FIG. 2, as sensors connected to the input side of the electronic control unit 19, a grip position sensor 31 for detecting the operation position of the throttle grip 7, a throttle position sensor 32 for detecting the opening of the throttle valve 21, and the engine speed An engine speed sensor 33 for detecting the gear position, a gear position sensor 34 for detecting the gear position of the transmission 15, a clutch operation switch 35 for detecting whether or not the clutch lever 8 is operated, and a vehicle speed sensor for detecting the vehicle speed. 36 is illustrated. The electronic control unit 19 can detect which gear stage is set in the transmission 15 based on the input from the gear position sensor 34, and can detect the clutch based on the input from the clutch operation switch 35. Whether or not 28 is in the released state can be detected. Specifically, the vehicle speed sensor 36 is configured to detect the rotational speed of the front wheel 2, and the electronic control unit 19 is configured to be able to measure the vehicle speed by performing a predetermined calculation on the detection value of the vehicle speed sensor 36. Although not shown in the drawings, an acceleration sensor that detects acceleration and a neutral gear position sensor that detects that the neutral stage is set in the transmission 15 may be connected to the electronic control unit 19.

  Further, a mode changeover switch 37 (switching input means) for inputting a command for switching the control mode to the electronic control unit 19 is connected to the input side of the electronic control unit 19. The mode changeover switch 37 is disposed adjacent to the grip of the handle 6 and can be easily operated even when the driver is traveling. The mode changeover switch 37 is not particularly limited to a push button type, a toggle type, or a rocker type. However, when the electronic control unit 19 performs a determination process by the input time determination unit 41 (see FIG. 3) described later, A button type is suitably applied.

  In FIG. 2, as the equipment on the engine 14 side connected to the output side of the electronic control unit 19, the valve actuator 22, the fuel injection device 23, and the ignition device 24 of the throttle device 17 described above are illustrated.

  Further, a mode display device 38 for displaying which control mode is currently set is connected to the output side of the electronic control unit 19. The mode display device 38 is arranged on an instrument panel (not shown) close to the handle 6 (see FIG. 1) and can be easily seen even when the driver is traveling. The liquid crystal display is not particularly limited.

  In addition, an eco lamp 39 is connected to the output side of the electronic control unit 19 to display that when the current driving state is a high fuel consumption driving state. It has a high fuel consumption travel determination part (not shown) which determines whether it is in a state. For example, the high fuel consumption travel determination unit determines whether or not the engine speed is within a predetermined range, whether or not the amount of change in the engine speed is within the predetermined range, and the opening of the throttle valve 21 is Whether it is within a predetermined opening range, whether the amount of change in opening of the throttle valve 21 is within a predetermined range, whether the vehicle speed exceeds 0, or whether the clutch lever 8 is operated If at least one determination result is “YES”, a control for turning on the eco lamp 39 is performed assuming that the vehicle is in a highly fuel-efficient driving state. Since the eco lamp 39 is also arranged on the instrument panel, the driver can easily check the lighting state of the eco lamp 39 even while driving, and high fuel efficiency driving is supported. Regarding the engine speed and the opening of the throttle valve 21, the upper limit value and the lower limit value that respectively define the rotation speed range and the opening range may be changed according to the gear stage set in the transmission 15. Good.

  Thus, the engine control apparatus 50 according to the present embodiment includes the electronic control unit 19, the sensors 31 to 36 and the mode changeover switch 37 connected to the input side thereof, and the engine side connected to the output side thereof. 14 devices 22 to 24, a mode display device 38 and an eco lamp 39.

  FIG. 3 is a block diagram of the engine control device 50 shown with a focus on the configuration of the electronic control unit 19 shown in FIG. The electronic control unit 19 shown in FIG. 3 determines whether to enable or disable the command when a command to switch the control mode is input by operating the mode changeover switch 37. Control to switch the control mode is executed. The operations of the devices 22 to 24 and the mode display device 38 are controlled according to the set control mode. In accordance with the contents of such control, the electronic control unit 19 includes a storage unit 40, an input time determination unit 41, an abnormality determination unit 42, a condition determination unit 43, a mode setting unit 44, a throttle control unit 45, a fuel control unit 46, and an ignition. A control unit 47 is provided. Hereinafter, the command for switching the control mode may be simply referred to as “command”.

  In the storage unit 40, a control map corresponding to each control mode is stored in advance. This control map is based on the input from the sensors 31 to 36, and the amount of operation of the valve actuator 22 corresponding to the target opening of the throttle valve 21 and the fuel injection corresponding to the target fuel amount injected from the fuel injection device 23. Reference is made to determine the operating time of the device 23 and the operating timing of the ignition device 24 corresponding to the target ignition timing.

  When the mode changeover switch 37 is operated and a command to switch the control mode is input, the input time determination unit 41 has a predetermined first time as the operation time (that is, the time from the operation start time to the operation release time). It is determined whether it is within the range between the second time. If the input time determination unit 41 determines that the operation time is within this range, the input time determination unit 41 determines that the command is input, and otherwise determines that the command is not input. That is, only when the mode changeover switch 37 is properly pressed and pressed, it is determined that the command is input. The first time is set to about 1 second, for example, and the second time is set to, for example, It is set to about 3 seconds. As a result, it is possible to prevent the control mode from being unexpectedly switched when something is accidentally simply touched the mode changeover switch 37 or when it simply continues to hit. The electronic control unit 19 changes the display mode of the instrument panel when the operation time is within the range between the first time and the second time. As a result, the driver can know that the operation time is within this predetermined range, and when the mode change is desired, the operation of the mode changeover switch 37 is canceled while the display mode is changed. Can be prevented from exceeding the second time.

  The abnormality determination unit 42 determines whether an abnormality such as a disconnection has occurred in the sensors 31 to 36 connected to the input side. When determining whether the command is valid or invalid, the determination result of whether or not a predetermined traveling condition is satisfied is taken into consideration as will be described later, and an abnormality occurs in the sensors 31 to 36 However, it is difficult to accurately determine the traveling condition. For this reason, only when the abnormality determination unit 42 determines that the sensors 31 to 36 are normal, the condition determination unit 43 performs a process of determining whether the command is valid or invalid. Otherwise, even if the input time determination unit 41 determines that a command has been input, switching of the control mode is prohibited. This abnormality determination process is performed every time the ignition is turned on, which is the time of starting the motorcycle. If it is determined by the abnormality determination unit 42 that an abnormality has occurred, this determination is maintained until the ignition is turned off, which is the time when the motorcycle is commanded to end, and switching of the control mode is prohibited. For example, even if the abnormality of the sensors is resolved after the ignition is turned on, the control mode switching prohibition is continued. When it is determined that the sensors are normal when the ignition is turned on as the next opportunity, the condition determination unit 43 performs a process of determining whether the command is valid or invalid.

  The condition determination unit 43 is connected to the input side when the input time determination unit 41 determines that a command is input and the abnormality determination unit 42 determines that the sensors 31 to 36 are normal. It is determined whether or not a predetermined traveling condition is established based on inputs from the sensors 31 to 36. At this time, if a predetermined traveling condition is established, it is determined that the command is valid, and otherwise, it is determined that the command is invalid. The traveling condition is a condition related to the traveling state of the vehicle at the time of the mode switching command, and includes, for example, at least one of the vehicle speed, the engine speed, the gear ratio, and the clutch state. The specific contents of this traveling condition will be described later.

  When the condition determination unit 43 determines that the command is valid, the mode setting unit 44 reads a control map corresponding to the control mode after switching from the storage unit 40. When it is determined to be invalid, the control map currently being read is maintained as it is.

  In addition, when the read control map corresponds to the economy mode, the mode setting unit 44 outputs a signal for displaying the fact on the mode display device 38. When the mode display device 38 is, for example, a lamp, a signal for turning on the lamp is output when the economy mode is set, and a signal for turning off the lamp is set when the normal mode is set. Therefore, the driver can know the currently set control mode by visually recognizing the mode display device 38. And after operating the mode switch 37, it can be confirmed whether the command which switches a control mode was validated.

  The throttle control unit 45, the fuel control unit 46, and the ignition control unit 47 refer to the control map read by the mode setting unit 44, and based on the inputs of the sensors 31 to 36 connected to the input side, , The operation time of the fuel injection device 23, and the operation timing of the ignition device 24 are obtained, and the valve actuator 22, the fuel injection device 23, and the ignition device 24 are driven and controlled in accordance with the obtained operation command values.

  Here, the control map is designed according to the concept of the control mode, and even if the control map is different even if it is based on the same running state, that is, the same input, the operation command value may be different. For example, when the vehicle is in a driving state where an acceleration request is made and the economy mode is set, the control map designed with an emphasis on reducing fuel consumption is referred to. In comparison, the target fuel amount is set low, or the change rate of the target fuel amount is set low. Therefore, when the control mode is switched in such a traveling state, it is conceivable that the behavior of the engine 14 (see FIG. 2) fluctuates to cause a traveling variation.

  The condition determining unit 43 determines that the predetermined driving condition is satisfied if the driving state does not increase even when the control mode is switched, and switches the control mode when the driving condition is satisfied. It is the structure which accepts. For this reason, a driving | running | working fluctuation | variation can be suppressed at the time of control mode switching, and a driving | operation feeling can be improved now.

  FIG. 4 is a flowchart showing a determination process of whether or not the running condition is satisfied, which is executed by the condition determination unit 43 of FIG. The determination process shown in FIG. 4 is executed when it is determined that a command is input by the input time determination unit 41 and the sensors 31 to 35 are determined to be normal by the abnormality determination unit 42. In the following, reference numerals shown in FIGS. 1 to 3 are also referred to as appropriate.

  As shown in FIG. 4, the condition determination unit 43 determines whether or not the vehicle speed V is 0 (step S1). If it is determined that the vehicle speed V is not 0 (S1: N), the process proceeds to step S2. If it is determined that the vehicle speed V is 0 (S1: Y), it is determined that the traveling condition is satisfied and the command is valid (step S10).

Condition determining unit 43 determines whether falls within the speed range where the vehicle speed V is the second vehicle speed V ₂ less a first vehicle speed V ₁ Exceeded by larger than the first vehicle speed V ₁ of greater than 0 (Step S2). If it is determined that the vehicle speed V is within this speed range (S2: Y), the process proceeds to step S3. If it is determined that the vehicle speed V is outside this speed range (S2: N), it is determined that the traveling condition is not satisfied and the command is invalid (step S20).

The condition determination unit 43 determines whether or not the acceleration α of the motorcycle 1 is less than a first predetermined value α ₁ that is a positive value (step S3). If it is determined that the acceleration α is less than the first predetermined value α ₁ (S3: Y), the process proceeds to step S4. When acceleration alpha is determined that the first predetermined value alpha ₁ or more (S3: N), the traveling conditions are to be non-established, the command is determined to be invalid (step S20).

The condition determination unit 43 determines whether or not the acceleration α of the motorcycle 1 exceeds a second predetermined value α ₂ that is a negative value (step S4). That is, it is determined here whether or not the deceleration is within the allowable range. If it is determined that the degree of deceleration is relatively small and the acceleration α exceeds the second predetermined value α ₂ (S4: Y), the process proceeds to step S5. If it is determined that the degree of deceleration is relatively large and the acceleration α is equal to or less than the second predetermined value α ₂ (S4: N), it is determined that the traveling condition is not established and the command is invalid (step S20). ).

  Thus, the condition determination unit 43 that executes the processes of steps S3 and S4 also functions as an acceleration determination unit that determines whether or not the acceleration is a predetermined acceleration. In these steps S3 and S4, the acceleration α may be detected based on an input from a dedicated acceleration sensor (not shown), or obtained by time differentiation of the vehicle speed detected by the input from the vehicle speed sensor 36. May be.

In addition, by using the opening degree of the throttle valve 21 detected by the throttle position sensor 32, a process equivalent to the determination process for comparing the acceleration α with a predetermined value can be performed. That is, paying attention to the fact that the motorcycle 1 can be in an acceleration state when the opening of the throttle valve 21 exceeds the set throttle opening at which the vehicle can travel on a flat road at a constant speed, the set throttle opening and the throttle position sensor Acceleration α is obtained from the deviation from the opening of the throttle valve 21 detected by 32, and using the fact that the acceleration increases as this deviation increases, the obtained acceleration α is set to the predetermined values α ₁ , It may be compared with α ₂ . At this time, the value of the set throttle opening may be changed according to the engine speed and the gear position.

  As described above, by using the vehicle speed, the throttle opening, the engine speed, and the gear position, it is not necessary to provide a dedicated acceleration sensor, and the number of parts can be reduced and the manufacturing cost can be reduced.

  The condition determination unit 43 determines whether or not the power transmission path 25 is interrupted (step S5). The state where the power transmission path 25 is interrupted refers to a state where the output of the engine 14 is not transmitted to the rear wheel 3 which is a drive wheel. For example, in addition to the power cut-off state due to the clutch 28 being in a disengaged state, the state where the neutral stage is set in the transmission 15 is also included. If it is determined that the power transmission path 25 is interrupted (S5: Y), it is determined that the traveling condition is satisfied and the command is valid (step S10). If it is determined that the power transmission path 25 is connected (S5: N), the process proceeds to step S6.

  As described above, the power transmission path 25 is interrupted when the clutch 28 is in the disengaged state or when the transmission 15 is set to the neutral stage. Therefore, in step S5, when it is detected that the clutch lever 8 is operated by the clutch operation switch 35, or when it is detected that the neutral position is set by the gear position sensor 34, the power transmission is performed. It can be determined that the path 25 is interrupted, it is not detected that the clutch lever 8 is operated by the clutch operation switch 35, and a gear stage other than the neutral stage is set by the gear position sensor 34. When the power transmission path 25 is detected, it can be determined that the power transmission path 25 is connected.

In step S6, the gear ratio r in the transmission 15, whether the maximum reduction ratio r ₁ less than the following predetermined reduction ratio r _X settable it is determined. The speed ratio r is determined to be less than the predetermined speed reduction ratio r _X (S6: Y), the travel condition is satisfied, the command is determined to be valid (step S10). The speed ratio r is determined to be equal to or less than the predetermined speed reduction ratio r _X (S6: N), the traveling conditions are to be non-established, the command is determined to be invalid (step S20).

In step S6, the maximum speed reduction ratio r ₁ that can be set means the speed reduction ratio at the first speed, which is the lowest speed stage. The predetermined reduction ratio r _x is set to, for example, the reduction ratio at the second speed. In this example, when the third speed or higher is set, the process proceeds to step S10, and the second speed or lower is set. If so, the process proceeds to step S20. Therefore, in step S6, when the motorcycle 1 includes the transmission 15 capable of setting a plurality of forward shift stages, the currently set shift stage is on the low speed side with respect to the predetermined shift stage. It is determined whether or not there is. Therefore, the condition determination unit 43 can perform this determination process based on the gear position detected by the gear position sensor 34 without performing the process for obtaining the gear ratio.

  As described above, the condition determination unit 43 according to the present embodiment determines that the command is valid if the motorcycle 1 is stopped (step S1). When the vehicle is stopped, even if the control mode is switched, there is no fluctuation in travel, so the control mode can be switched without changing the driving feeling.

In addition, when the vehicle speed V exceeds 0, the condition determination unit 43 determines that the command is invalid if the vehicle speed V is not within the predetermined speed range (step S2). In step S2, the first vehicle speeds V ₁ to which the lower limit value of the speed range is a speed set in the start area, engine speed output torque is greater equal shift speed is set to speed 1 The vehicle speed may be set at, for example, 20 km / h. The second vehicle speed V _{2 that} is the upper limit value of the speed range may be set to a speed at which the suppression of the fuel consumption by the engine control is not expected. By defining the speed range in this way, when the vehicle speed V deviates from the speed range to the low speed side, switching of the control mode in the start area where the necessity for acceleration becomes high is rejected. Travel fluctuations due to switching can be prevented. When the vehicle speed V deviates from the speed range to the high speed side, there is no benefit in itself even if the control mode is switched. In such a situation, useless switching operation can be prevented. In addition, by disabling switching from normal mode to economy mode when starting, it is possible to achieve starting with higher output torque than in economy mode, and until reaching a speed that allows stable driving as a motorcycle after starting. Can be shortened, and convenience can be improved.

  If the condition determination unit 43 determines that the traveling state of the motorcycle 1 is in a transition period that is not constant speed traveling, the condition determining unit 43 determines that the command is invalid (steps S3 and S4). In this transition period, even if the same input is used, the target fuel amount differs between control modes, and as a result, the thrust applied to the rear wheel 3 is different, resulting in fluctuations in actual speed and actual acceleration / deceleration. There is a fear. Since the command becomes invalid when the running state is in such a transition period, it is possible to suppress running fluctuation caused by switching of the control mode.

  Further, since the command is determined to be invalid when the deceleration is large (step S4), for example, in the traveling state in which the engine brake is operating, switching of the control mode is rejected. When such an engine brake is applied, it is possible to eliminate travel fluctuations resulting from the switching of the control mode.

As described above, the concept of the processing in steps S3 and S4 is to determine whether or not the vehicle is in a transition period, and if so, the command is determined to be invalid. In other words, the vehicle travels at a substantially constant speed. If so, the process is based on the concept that the command is not invalidated. In this way, when traveling at a constant speed, it is possible to suppress the speed fluctuation when the control mode is switched compared to the transition period, and to switch the control mode without impairing the driving feeling. The first predetermined value α ₁ [m / s ² ] can be set in the range of 0 <α ₁ <5, for example, and the second predetermined value α ₂ [m / s ² ] can be set to, for example, −5 < A range of α ₂ <0 can be set. Based on the concept of determining whether or not the vehicle is traveling at a constant speed, the predetermined values α ₁ and α ₂ in steps S3 and S4 may be set as values close to zero.

  The condition determination unit 43 determines that the command is valid when the power transmission path 25 is interrupted (step S5). If the power transmission path 25 is interrupted in this way, even if the behavior of the engine 14 varies due to the switching of the control mode, the behavior variation is difficult to be transmitted to the rear wheel 3, so Fluctuation hardly occurs. Therefore, by permitting the switching of the control mode in such a case, the control mode can be switched without impairing the driving feeling during traveling.

  In addition, when the power transmission path 25 is connected, the condition determination unit 43 determines that the command is invalid when the set forward shift speed is a low speed, and the command when the power transmission path 25 is a middle or high speed. Is determined to be valid (step S6). When the low speed stage is set in this way, the torque transmitted from the engine 14 to the rear wheels is large, and there is often a high necessity for acceleration such as when starting. In such a case, since the switching of the control mode is rejected, it is possible to suppress travel fluctuations resulting from the control mode switching, and start is performed with the travel fluctuations suppressed.

  As described above, the condition determination unit 43 determines whether the command is valid or invalid based on whether or not the current running state satisfies a plurality of running conditions. When determined, the control mode is switched without impairing the driving feeling.

  Also, during traveling, the command is determined to be valid when the three traveling conditions of steps S2 to S4 are satisfied and one of the two traveling conditions of steps S5 and S6 is satisfied. The As described above, since the switching of the control mode is permitted when various traveling conditions are established, it is possible to satisfactorily suppress the traveling fluctuation caused by the switching of the control mode.

  However, the flow of the determination process executed by the condition determination unit 43 is not limited to that shown in FIG. FIG. 5 is a flowchart showing a modification of the determination process. In the modification shown in FIG. 5, the determination process (step S102) regarding the vehicle speed is changed as compared with the flowchart shown in FIG. 4 (see also S2 in FIG. 4). In step S102, it is determined whether or not the vehicle speed V is equal to or higher than the first vehicle speed V1 greater than zero. If it is determined that the vehicle speed V is equal to or higher than the first vehicle speed V1 (S102: Y), the process proceeds to step S3. If it is determined that the vehicle speed V is less than the first vehicle speed V1 (S102: N), the process proceeds to step S5. In step S3, a determination process similar to that shown in FIG. 4 is performed. If it is determined that the acceleration α exceeds the first predetermined value α1 (S3: Y), the process proceeds to step S4, where the acceleration α is If it is determined that it is 1 or less than the predetermined value α1 (S3: N), the process proceeds to step S5. In step S4, a determination process similar to that shown in FIG. 4 is performed. If it is determined that the acceleration α is less than the second predetermined value α2 (S4: Y), the process proceeds to step S10 and the command is validated. The If it is determined that the acceleration is greater than or equal to the second predetermined value α2 (S4: N), the process proceeds to step S5. In step S5, a determination process similar to that shown in FIG. 4 is performed. If it is determined that the power transmission path 25 is blocked (S5: Y), the process proceeds to step S10, where the power transmission path 25 is blocked. If it is determined that it is not (S5: N), the process proceeds to step S20 and the command is invalidated.

  As described above, in this modification, the motorcycle 1 is traveling at a substantially constant speed (step S3 and step S4) and the power transmission path 25 is interrupted (step S5). If one traveling condition is satisfied, the command is permitted. As described above, when the power transmission path 25 is cut off, even if the behavior of the engine 14 fluctuates, it is less likely to be transmitted to the rear wheels 3 to cause fluctuations in travel. Further, the determination process in step S102 prevents the command from being invalidated even if the vehicle speed V is in the high speed range.

  Further, as a modification of the determination process illustrated in FIG. 4, all the determination processes in steps S1 to S6 illustrated in FIG. 4 may not be performed. For example, in FIG. 5, step S6 shown in FIG. 4 is omitted. Further, in FIG. 5, when the vehicle speed V is in the high speed range, a process that does not invalidate the command (step S102) is performed, but when the command is not invalidated even in the start zone, step S2, S102 can be omitted. Furthermore, the command may be determined to be valid when at least one of the plurality of travel conditions defined by the steps illustrated in FIGS. 4 and 5 is satisfied.

  In addition, the travel fluctuation due to the engine output change caused by the switching of the control mode is likely to appear in a relatively lightweight saddle-type vehicle such as the motorcycle 1. For this reason, it is particularly beneficial to apply the engine control device 50 according to the present embodiment to the saddle riding type vehicle. Such a riding type vehicle includes a small planing boat and a buggy as well as a motorcycle.

  Although the embodiment of the present invention has been described so far, the above-described configuration can be appropriately changed within the scope of the present invention.

  An indicator for displaying the reason for invalidating the mode switching command may be connected to the output side of the electronic control unit 17 and disposed on the instrument panel. Then, when the electronic control unit 17 invalidates the mode switching command based on the traveling condition, the electronic control unit 17 may be configured to execute control for displaying a display in a different mode on the display depending on the reason. In this case, the driver can determine why the mode switching command has become invalid, and convenience is improved.

  Regarding the determination process of whether the driving condition is satisfied / not satisfied, the mode switching command may not be invalidated during deceleration. That is, the determination process in step S4 may be omitted from the determination process flowcharts shown in FIGS.

  In the above-described embodiment, the determination process for the traveling condition related to the negative acceleration is performed in step S4. However, a determination process for determining whether or not deceleration by the engine brake is being performed may be added thereto. Specifically, based on the detected values of the engine speed sensor and the brake sensor, the brake operating member is in a non-operating state, and the driving state is higher than the engine speed when the throttle grip is closed. If the vehicle is in the traveling state, it can be determined that the vehicle is being decelerated by engine braking. It may be determined that the driving condition is not established when the vehicle acceleration α is equal to or less than the second predetermined value α2 after determining whether or not the engine brake is in operation. This makes it impossible to switch modes in an engine brake operation state in which travel fluctuations are likely to occur due to mode switching, and enables mode switching during deceleration other than the engine brake operation state, thereby improving convenience.

  In the above description, the economy mode is related to on / off switching. In addition, for example, output restriction mode on / off switching, CBS (Combination breaking system) mode on / off switching, race mode (also referred to as sports mode), When switching between two or more control modes related to driving, such as on / off switching in highway mode, on / off switching in supercharger operation mode, and on / off switching in traction control, when predetermined driving conditions are established in the same way By allowing the switching of the control mode only in the case, it is possible to suppress the travel fluctuation caused by the switching of the control mode. As described above, the present invention can be preferably applied to switching between a plurality of control modes. Further, in the present embodiment, two control modes having different engine output characteristics have been described. However, the present invention also includes a case where three or more control modes are set with switching permission according to traveling conditions. Further, the present invention can be similarly applied not only to switching the control mode according to the driver's input command, but also to automatically changing the control mode. Similarly, the present invention can be applied not only when the operation command value is calculated discontinuously but also when the operation command value is continuously changed.

  Further, the form of the engine 14 and the form of the transmission 15 are not particularly limited. The vehicle engine control device according to the present invention is not limited to a motorcycle or a riding type vehicle, but can be applied to other vehicles such as a four-wheeled vehicle and an uneven terrain vehicle.

  As described above, the vehicle engine control device according to the present invention has an excellent effect of improving driving feeling, and it is beneficial to be widely applied to a vehicle such as a motorcycle that can exhibit the significance of this effect. is there.

1 Motorcycle (vehicle)
2 Front wheel 3 Rear wheel 7 Throttle grip 8 Clutch lever 14 Engine 15 Transmission 17 Throttle device 19 Electronic control unit (control means)
21 throttle valve 22 valve actuator 23 fuel injection device 24 ignition device 25 power transmission path 28 clutch 31 grip position sensor 32 throttle position sensor 33 engine speed sensor 34 gear position sensor 35 clutch operation switch 36 vehicle speed sensor 37 mode changeover switch (switching input) means)
38 mode display device 39 eco lamp 40 storage unit 41 abnormality determination unit 42 command input time determination unit 43 condition determination unit 44 mode setting unit 45 throttle control unit 46 fuel control unit 47 ignition control unit 50 engine control device

Claims (9)

A straddle-type vehicle engine control device capable of controlling an engine using a plurality of control modes,
Control that selectively sets the first control mode and the second control mode in which the engine can operate while suppressing the fuel consumption as compared with the first control mode, and controls the engine using the set control mode. Means,
Connected to said control means, and a switching input means for the driver to enter the Switching Operation exchange El command between the control mode and the first control mode and the second control mode set in said control means, With
The control means validates the command when a predetermined driving condition is satisfied when a command to switch the control mode is input to the switching input means, and when the predetermined driving condition is not satisfied, A straddle-type vehicle engine control device characterized by invalidating a command. Accelerating determination means for determining whether or not the vehicle has a predetermined acceleration,
The straddle-type vehicle engine control device according to claim 1, wherein the predetermined traveling condition has a condition that the vehicle is determined to be in a state of less than the predetermined acceleration by the acceleration determining means. . Power transmission determining means for determining whether a transmission path of power generated by the engine is interrupted;
The straddle-type vehicle engine control device according to claim 1 or 2, wherein the predetermined traveling condition has a condition that the power transmission determination means determines that the transmission path is interrupted. . A gear position sensor for detecting a gear position of the vehicle transmission, an engine speed sensor for detecting the engine speed, and an opening of a throttle for adjusting an intake air amount to the engine. A throttle opening sensor for
The predetermined traveling condition is a gear position at which a gear position detected by the gear position sensor is less than a predetermined speed reduction ratio that is equal to or less than a maximum speed reduction ratio, and a detection value of the engine speed sensor is a predetermined speed. less and, and the straddle-type vehicle engine control according to any one of the throttle opening detection value claims 1 to 3 has a condition to be less than a predetermined opening degree sensor apparatus. The control means controls the engine of the saddle riding type vehicle and executes control for changing the output of the engine,
The switch input means is arranged adjacent to a grip of a handle of the saddle type vehicle, and a mode display device for displaying a control mode is arranged on an instrument panel of the saddle type vehicle. The straddle-type vehicle engine control device according to any one of the above. The predetermined traveling condition includes a condition that the vehicle acceleration is positive and less than a first predetermined value, and a condition that the vehicle acceleration is negative and exceeds a second predetermined value. The straddle-type vehicle engine control device according to any one of claims 1 to 5. The vehicle engine control device according to any one of claims 1 to 6, wherein the predetermined traveling condition includes a condition that the vehicle is traveling at a constant speed. The straddle-type vehicle engine control device according to any one of claims 1 to 7, wherein the predetermined traveling condition has a condition that the vehicle is not in a high-speed traveling region or not in a starting traveling region. The engine control for a saddle riding type vehicle according to any one of claims 1 to 8, wherein the predetermined traveling condition has a condition that the vehicle is not in a decelerating traveling region or does not perform an engine braking operation. apparatus.

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