JP5391058B2 - Vehicle characteristic evaluation system and control system, and riding type vehicle and bank vehicle characteristic evaluation method - Google Patents

Description

  The present invention relates to a system and method for evaluating characteristics of vehicles such as motorcycles and rough terrain vehicles, and a control system for such vehicles.

  A motorcycle, which is an example of a vehicle, generally includes an internal combustion engine as a power source, and the generated torque of the internal combustion engine is transmitted to the rear wheel via a power transmission path, and the rear wheel transmits power to an external road surface. To do. In order to propel a motorcycle, the wheels need to be gripped to some extent on the road surface, but when traveling on rough roads or rough terrain, the rear wheels may slip significantly (see, for example, Patent Document 1).

  Slip occurs when the generated torque is excessive and exceeds the grip performance of the vehicle, so if both the generated torque and grip performance during traveling can be grasped, the occurrence of slip can be judged well. Become.

JP 2008-111430 A

  However, in order to accurately grasp the generated torque and grip performance during running by numerical calculation, many parameters are required and the calculation formula becomes very complicated. .

  For example, as a method of grasping the generated torque, a map is created based on an engine speed-torque diagram that has been well known as a form showing the characteristics of the vehicle related to the generated torque, and generated during traveling using the map It is conceivable to obtain torque. However, the diagram is composed of a plurality of curves having different transitions depending on the throttle opening, and each curve shows a complicated transition that is difficult to function. Therefore, when the diagram is mapped, the amount of data becomes enormous and the configuration of the control system becomes complicated.

  The grip performance is determined by the load acting on the road surface from the vehicle body via the wheel, the degree of wear of the tire attached to the wheel, and the like. However, the load acting on the road surface is the weight of the load including the driver and passengers, the lift and drag acting on the vehicle body based on the driving wind, the slope of the road surface, the load absorption performance by the suspension, the centrifugal force acting on the vehicle body Since the vehicle body is tilted when turning, particularly in a motorcycle, the vertical component of the vehicle weight changes depending on the traveling state. On the other hand, the degree of wear of the tire varies depending on the period of use. For this reason, in order to accurately grasp the grip performance, it is necessary to perform a complicated load calculation using detection values of various sensors, and it is extremely difficult to detect the degree of wear of the tire itself.

  Therefore, the present invention provides a new form representing vehicle characteristics, and an object of the present invention is to make it possible to favorably evaluate the vehicle characteristics and to favorably control the vehicle using the form.

The present invention has been made in view of the above circumstances, and a vehicle characteristic evaluation system according to the present invention includes an output request detecting means for detecting an output increase / decrease request value indicating a request for an output increase / decrease of a power source of the vehicle, A slip value measuring means for measuring a slip value representing the degree of idling of the drive wheel that is rotationally driven by the output of the power source, and a traveling relationship that indicates a correlation between the output increase / decrease request value and the slip value during traveling. Evaluation value storage means for storing the vehicle characteristic evaluation value, wherein the vehicle characteristic evaluation value represents a slip value corresponding to the output increase / decrease request value in a two-dimensional coordinate system based on the output increase / decrease request value and the slip value, respectively. It is set as a value indicating an area where a plurality of plot points are gathered in a band shape .

  According to the above configuration, the evaluation value storage means stores the running relationship between the output increase / decrease request value and the slip value as the vehicle characteristic evaluation value. This vehicle characteristic evaluation value represents the torque generated during actual driving and the transition of the grip performance that absorbs this in response to the output increase / decrease request. By referring to the vehicle characteristic evaluation value, it is possible to grasp how the generated torque and the grip performance are balanced against the output increase / decrease request, and to appropriately evaluate the vehicle characteristics related to the generated torque and the grip performance. can do.

  The travel time relationship may indicate a correlation between the output increase / decrease request value equal to or greater than a predetermined value and a slip value measured at the same time as the output increase / decrease request value equal to or greater than the predetermined value.

  Thereby, it is possible to obtain a vehicle characteristic evaluation value by excluding a minute output increase / decrease request value, and it is possible to improve evaluation accuracy by referring to the vehicle characteristic evaluation value.

  The storage means includes characteristic determination means for storing the correlation as an evaluation reference as a reference relation before evaluation, and determining vehicle characteristics based on a comparison result between the traveling relationship and the reference relation. May be.

  Thereby, when the reference relationship memorize | stored in the evaluation value memory | storage means differs from the relationship at the time of driving | running | working, the change of a vehicle characteristic can be determined suitably based on the said difference.

  An evaluation value for deriving a running time relationship indicating a correlation between the output increase / decrease request value and the slip value based on the detected value of the output request detecting device and the measured value of the slip value measuring device during running There may be provided deriving means and evaluation value correcting means for correcting the reference relationship stored in the evaluation value storing means based on the running relationship derived by the evaluation value deriving means.

  Thereby, the reference relationship memorize | stored in an evaluation value memory | storage means according to the change of the vehicle characteristic by aging etc. can be updated.

  The slip value measuring means detects an angular speed of a rotating member that rotates to transmit the power supplied from the power source to the outside of the vehicle, and uses the detected value of the angular speed detecting means to Difference value calculating means for calculating a difference value of angular velocities of the rotating member as the slip value.

  Thereby, a vehicle characteristic evaluation value can be calculated | required using the difference value of the angular velocity of the rotating member per unit time. Since the angular velocity detecting means for detecting the angular velocity of the rotating member is generally used in the past, it is possible to avoid complication of the present system when obtaining the vehicle characteristic evaluation value.

  The slip value measuring means is a wheel speed detecting means for detecting the rotational speed of the wheel, and a value corresponding to the rotational speed difference between the driving wheel and the driven wheel is detected using the detected value of the wheel speed detecting means. Speed difference equivalent value calculating means for calculating as follows.

  As a result, the vehicle characteristic evaluation value can be obtained using a value corresponding to the rotational speed difference between the driving wheel and the driven wheel. Since the wheel speed detecting means for detecting the rotation speed of the wheel has been generally used, it is possible to avoid complication of the present system when obtaining the vehicle characteristic evaluation value.

  The power source is an internal combustion engine that changes a generated output according to an opening degree of a throttle valve operated by a driver, and the output request detecting means detects the opening degree of the throttle valve as the output increase / decrease request value. The throttle position detecting means may be used.

  Thereby, in the vehicle driven by the internal combustion engine, the vehicle characteristic evaluation value can be obtained using the opening degree of the throttle valve. Since the throttle position detecting means for detecting the opening degree of the throttle valve has been generally used, it is possible to avoid complication of the present system when obtaining the vehicle characteristic evaluation value.

The vehicle control system according to the present invention includes an output request detecting means for detecting an output increase / decrease request value indicating a request for an increase / decrease in output of a power source of the vehicle, and a degree of idling of drive wheels that are rotationally driven by the output of the power source. A slip value measuring means for measuring a slip value representing the vehicle, a travel time relationship indicating a correlation between the output increase / decrease request value during travel and the slip value is obtained as a vehicle characteristic evaluation value, and based on the vehicle characteristic evaluation value Control means for controlling the vehicle, and the vehicle characteristic evaluation value is an instantaneous value of the slip value according to the instantaneous value of the output increase / decrease request value in the two-dimensional coordinate system based on the output increase / decrease request value and the slip value, respectively. It is set as an approximate line passing through a region where a plurality of plot points to be expressed are gathered in a band shape .

  According to the above configuration, the vehicle is suitable in consideration of the generated torque and the grip performance based on the vehicle characteristic evaluation value capable of grasping how the generated torque and the grip performance balance with respect to the output increase / decrease request. Can be controlled.

  Storage means for storing the correlation as an evaluation reference as a reference relation before evaluation may be provided, and the control means may control the vehicle according to a comparison result between the reference relation and the running relation. .

  As a result, the vehicle can be suitably controlled according to the comparison result between the reference relationship and the running relationship.

  You may provide the input device input by the driver | operator, and the evaluation value adjustment means which adjusts the said reference relationship according to the input in the said input device.

  Thereby, the reference relationship can be adjusted according to the driver's preference, and the control of the vehicle can be adjusted according to the driver's preference.

  The characteristic evaluation method for a riding type vehicle according to the present invention detects a drive increase / decrease request value indicating a request for increase / decrease in output of a power source of a mounted type vehicle during traveling, and is a driving wheel that is driven to rotate by the output of the power source. A detection step for measuring a slip value representing the degree of idling of the vehicle, an evaluation value deriving step for obtaining a relationship between the output increase / decrease request value and the slip value as a vehicle characteristic evaluation value, and the evaluation value deriving step And a characteristic evaluation step for evaluating the characteristics of the riding type vehicle based on a vehicle characteristic evaluation value.

  According to the method, in the same manner as described above, it is possible to grasp how the generated torque and the grip performance are balanced with respect to the output increase / decrease request, and vehicle characteristics relating to the generated torque and the grip performance are preferably evaluated. can do.

  A characteristic evaluation method for a bank vehicle according to the present invention is a detection step of detecting a bank angle of a bank vehicle during traveling and measuring a slip value representing a degree of idling of a driving wheel that is rotationally driven by an output of the power source. And a characteristic evaluation method for evaluating a characteristic of the bank vehicle based on a vehicle characteristic evaluation value for a relationship between the bank angle and the slip value. Also in this method, the grip performance of the vehicle that changes in accordance with the bank angle can be suitably evaluated.

  According to the present invention described above, it is possible to provide a novel form representing vehicle characteristics relating to generated torque and grip performance, and to use the form to suitably evaluate the vehicle characteristics and to suitably control the vehicle. it can.

1 is a left side view of a motorcycle shown as an example of a vehicle according to a first embodiment of the present invention. Fig. 2 is a schematic diagram showing a configuration of a drive system of the motorcycle shown in Fig. 1. 1 is a block diagram illustrating an overall configuration of a vehicle characteristic evaluation system according to a first embodiment of the present invention. It is a block diagram which shows the detailed structure of the vehicle characteristic evaluation system which concerns on 1st Embodiment of this invention. 6 is a graph for explaining vehicle characteristic evaluation values derived by an evaluation value deriving unit shown in FIG. 4. It is a block diagram which shows the whole structure of the control system of the vehicle which has the vehicle characteristic evaluation system which concerns on 2nd Embodiment of this invention. It is a block diagram which shows the detailed structure of the control system of the vehicle which concerns on 2nd Embodiment of this invention shown in FIG. It is a block diagram which shows the structure of the control system of the vehicle which concerns on 3rd Embodiment of this invention. The characteristic evaluation value stored in the evaluation value storage unit shown in FIG. 8, the characteristic evaluation value derived by the evaluation value deriving unit, the characteristic evaluation value corrected by the evaluation value correcting unit, and the adjustment by the evaluation value adjusting unit It is a graph which shows each characteristic evaluation value after being done. It is a block diagram which shows the structure of the slip measurement part which concerns on 4th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is a left side view of a motorcycle 1 shown as an example of a vehicle according to a first embodiment of the present invention. The concept of direction in the following description is based on the direction seen by the driver riding on the motorcycle 1. A motorcycle 1 shown in FIG. 1 includes a front wheel 2 that is a driven wheel and a rear wheel 3 that is a driving wheel, and the front wheel 2 and the rear wheel 3 are rotatably supported by a vehicle body 4. The front wheels 2 and the rear wheels 3 are equipped with rubber tires 2a and 3a. The front wheels 2 and the rear wheels 3 roll on the road surface in a state where the peripheral surfaces of the tires 2a and 3a are in contact with the road surface.

  The vehicle body 4 includes a front fork 5, a steering shaft 6, a head pipe 7, a pair of left and right main frames 8, a pair of left and right pivot frames 9, a pair of left and right swing arms 10, and the like. The front wheel 2 is rotatably supported by a lower end portion of a front fork 5 that extends substantially in the vertical direction. An upper end portion of the front fork 5 is connected to a lower end portion of the steering shaft 6, and the steering shaft 6 is rotatably supported by the head pipe 7. The upper end portion of the steering shaft 6 is connected to a handle 11 having a pair of left and right grips. When the handle 11 is rotated, the front wheel 2 turns around the steering shaft 6 as a rotation axis.

  The head pipe 7 is connected to a pair of left and right main frames 8 extending rearward and downward, and the rear portion of each main frame 8 is connected to a pivot frame 9. Each pivot frame 9 is pivotally supported by a front end portion of a swing arm 10 extending substantially in the front-rear direction. The rear wheel 3 is rotatably supported at the rear end portion of the swing arm 10.

  A front suspension 12 is provided on the front fork 5. When a load is transmitted from the road surface side to the vehicle body 4 via the front wheel 2, the front suspension 12 can expand and contract to absorb this load. A load transmitted from the road surface side to the vehicle body 4 via the rear wheel 3 can be absorbed by the swing of the swing arm 10.

  A reciprocating four-stroke parallel four-cylinder engine 13 using gasoline as fuel is supported on the main frame 8 and the pivot frame 9 as a driving source of the motorcycle 1. The fuel supplied to the engine 13 is stored in a fuel tank 14 provided above the main frame 8 and behind the handle 11. External fresh air is taken into the engine 13 via the air cleaner 15 and the throttle device 16 and mixed with fuel in the engine 13. The engine 13 burns the air-fuel mixture to generate torque, and the generated torque of the engine 13 is transmitted to the rear wheel 3 through the power transmission path 17. Thereby, the rear wheel 3 is rotationally driven, and the motorcycle 1 can be propelled on the road surface.

  A seat 18 is provided behind the fuel tank 14, and a driver and a passenger can ride on the seat 18 side by side. An electronic control unit 41 (ECU) is accommodated below the seat 18.

  A driver riding on the seat 18 can handle the motorcycle 1 while holding the grip of the handle 11. The right side of the handle 11 is a throttle grip 19 (see FIG. 2), and the throttle device 16 is configured to operate in accordance with the operation position of the throttle grip 19.

  FIG. 2 is a schematic diagram showing the configuration of the drive system of the motorcycle 1 shown in FIG. The throttle device 16 includes an intake pipe 21 connected to the engine 13, a main throttle valve 22 and a sub-throttle valve 23 that open and close an intake passage in the intake pipe 21, and a valve actuator that drives the sub-throttle valve 23. 24.

  When the throttle grip 19 is rotated, the opening of the main throttle valve 22 is mechanically changed to increase or decrease the intake air amount of the engine 13, thereby increasing or decreasing the generated torque of the engine 13. Thus, the throttle grip 19 functions as a member for the driver to input a request for increase or decrease in the output of the engine 13. Therefore, the operation position can be set as an output increase / decrease request value indicating a request for an increase / decrease in the output of the engine 13. The opening of the main throttle valve 22 reflects the operation position of the throttle grip 19 and affects the increase / decrease in the output of the engine 13. Therefore, the opening degree of the main throttle valve 22 can also be set as the output increase / decrease request value. Hereinafter, the opening of the main throttle valve 22 may be described simply as “throttle opening”.

  The opening degree of the sub-throttle valve 23 is changed according to the operation of the valve actuator 24. Therefore, the intake air amount of the engine 13 of the present embodiment can be adjusted regardless of the operation position of the throttle grip 19. Although the throttle device 16 of this embodiment includes two valves of a mechanical drive type and an electric drive type, it may include only one of these two valves.

  Further, the engine 13 includes a fuel supply device 25 for supplying an appropriate amount of fuel to the cylinder at an appropriate timing, and an ignition device 26 for igniting and burning the air-fuel mixture in the cylinder at an appropriate timing. In preparation. When the air-fuel mixture in the cylinder is combusted, the crankshaft 27 rotates according to the generation of torque. The rotation of the crankshaft 27 is transmitted to the rear wheel 3 through the power transmission path 17. The power transmission path 17 of this embodiment includes a speed reduction mechanism 28, a clutch mechanism 29, a transmission input shaft 30, a transmission 31, a transmission output shaft 32, and a chain transmission mechanism 33. The transmission 31 can set a plurality of forward travel speeds, and each speed level corresponds to a different speed ratio. The rotation of the transmission input shaft 30 is changed at a predetermined gear ratio corresponding to the gear set in the transmission 31 and transmitted to the transmission output shaft 32.

  When the rear wheel 3 is rotationally driven by the engine 13, power is transmitted from the rear wheel 3 to an external road surface, and the rear wheel 3 rolls on the road surface. As a result, the front wheels 2 also roll on the road surface, and the motorcycle 1 propels on the road surface. Brake devices 34 and 35 are provided on the front wheel 2 and the rear wheel 3, respectively. The brake devices 34 and 35 brake the wheels 2 and 3 by consuming the power for rotating the wheels 2 and 3 by friction. The power transmitted from the rear wheel 3 to the external road surface is suppressed by the operation of the brake devices 34 and 35.

  When the power for rotating the rear wheel 3 is balanced with the frictional force generated between the tire 3a and the road surface, the rear wheel 3 is gripped on the road surface, and the driver can stably operate the motorcycle 1. It becomes. The power transmitted from the rear wheel 3 to the external road surface depends on the torque generated by the engine 13 and the operating state of the brake devices 34 and 35. When the generated torque of the engine 13 is excessive and the brake devices 34 and 35 are not operating, the power transmitted from the rear wheel 3 to the external road surface exceeds the frictional force, causing the rear wheel 3 to idle.

  The frictional force is determined based on the load acting on the road surface from the vehicle body via the wheel and the friction coefficient between the tire and the road surface. The load acting on the road surface from the vehicle body side depends on the vehicle weight and the position of the center of gravity, the aerodynamic force (downforce and drag force) acting on the vehicle body, and the load absorption performance of the suspension. The vehicle weight and the position of the center of gravity change depending on the weight of the load including the driver and passengers, the load movement during acceleration / deceleration, and the like. Although centrifugal force acts on the vehicle body at the time of turning, the driver of the motorcycle 1 obtains centripetal force by tilting the vehicle body and changing his / her posture. The vertical component of the vehicle weight changes according to the inclination of the vehicle body and the inclination of the road surface, and the aerodynamics changes according to the traveling wind pressure. On the other hand, the coefficient of friction between the tire and the road surface changes depending on the specification of the tire and the period of use of the tire.

  Thus, the frictional force depends on the vehicle design parameters, the vehicle running posture, the vehicle speed and acceleration, and the tire condition. In this document, among the various indicators that affect the securing of the frictional force, the indicators on the vehicle side including the tire are collectively referred to as “vehicle grip performance”. “Vehicle grip performance is good” means that it is possible to secure a large amount of frictional force that can counteract the generated torque. More specifically, the design of the vehicle body contributes to securing the frictional force. Or the condition of the tire contributes to ensuring the coefficient of friction with the road surface.

  FIG. 3 is a block diagram showing the overall configuration of the vehicle characteristic evaluation system 40 according to the first embodiment of the present invention. As shown in FIG. 3, the vehicle characteristic evaluation system 40 according to the present embodiment includes an electronic control unit 41 (ECU) mounted on the motorcycle 1, an outside computer 42 provided outside the motorcycle 1, and a throttle. A throttle position sensor 43 for detecting the opening degree, an angular speed sensor 44 for detecting the angular speed of the crankshaft 27, and a shift speed sensor 45 for detecting the shift speed are provided.

  The ECU 41 has an in-vehicle evaluation unit 46, and the in-vehicle computer 42 has an out-of-vehicle evaluation unit 47, and includes a display device 48 and an input device 49 for an operator to operate. The in-vehicle evaluation unit 46 and the out-of-vehicle evaluation unit 47 include portions 51 to 51 required for deriving and storing a vehicle characteristic evaluation value f1 used for characteristic evaluation of the motorcycle 1 based on detection values of the sensors 43 to 45 during traveling. 54 are provided in a distributed manner. In the present embodiment, the in-vehicle evaluation unit 46 stores an angular acceleration calculation unit 51 that calculates a difference value of the angular velocity of the crankshaft 27 per unit time based on a detection value of the crankshaft sensor 44, and a detection value and a calculation value. A data storage unit 52 is provided. The vehicle exterior evaluation unit 47 includes an evaluation value deriving unit 53 that performs processing for deriving a vehicle characteristic evaluation value f1 based on data stored in the data storage unit 52, and an evaluation value storage unit that stores the vehicle characteristic evaluation value f1. 54. Note that data exchange between the data storage unit 52 and the evaluation value deriving unit 53 is performed by an appropriate method using a wired, wireless, or recording medium.

  The system 40 can be used, for example, in the design process and manufacturing process of the motorcycle 1. In this case, data used for deriving the vehicle characteristic evaluation value f1 is acquired during traveling on a test course, for example. Moreover, if the evaluation value storage unit is mounted on the ECU as will be described later, the present system can be utilized even at the user use stage.

  Data used for deriving the vehicle characteristic evaluation value f1 is sequentially acquired every predetermined period (for example, 5 to 40 msec). In the following description, the subscript (n) represents an instantaneous value acquired at a certain time point, and the subscript (n−1) is acquired in the past by one cycle from the time point corresponding to (n). It shows that it is an instantaneous value.

  Data used for deriving the vehicle characteristic evaluation value f1 is acquired over a sufficiently long period (for example, several minutes) during traveling. This sufficiently long period is a period necessary to prevent acquisition of only a short period of time such as a minute period before and after the start of idling, or a very short period of time such as a transient period. This is a period necessary to acquire a significant number of data when deriving the vehicle characteristic evaluation value f1 in consideration of the cycle of acquiring data.

  FIG. 4 is a block diagram showing a detailed configuration of the vehicle characteristic evaluation system 40. As shown in FIG. 4, the throttle position sensor 43 detects the throttle opening θ (n) as the output increase / decrease request value D (n). Note that, as described above, the output increase / decrease request value D can also be expressed by the operation position of the throttle grip 19, so a grip position sensor may be applied instead of the throttle position sensor 43. The throttle opening degree θ (n) (D (n)) detected by the throttle position sensor 43 is stored in the data storage unit 52 in association with the time of detection. The gear stage G (n) detected by the gear stage sensor 45 is also stored in the data storage unit 52 in association with the time of detection.

  In addition, the vehicle characteristic evaluation system 40 includes a slip value measurement unit 50 that measures a slip value S that represents the degree of idling of the rear wheel 3 that is rotationally driven by the engine 13. Here, regarding the slip value S, if the generated torque of the engine 13 is excessive, the degree of idling increases, so that a value depending on the generated torque can be set as the slip value S. The generated torque of the engine 13 is a product of the angular acceleration of the engine output shaft, that is, the crankshaft 27 and the inertia moment of the drive system, and the inertia moment is a constant corresponding to the gear stage G. Therefore, as long as the gear stage G is not changed, the angular acceleration of the crankshaft 27 is proportional to the generated torque. For this reason, the angular acceleration of the crankshaft 27 can be set to the slip value S as a value depending on the generated torque. The angular acceleration of the crankshaft 27 is proportional to the rotational member that rotates to transmit power from the rear wheel 3 to the external road surface, that is, the rotational member that constitutes the power transmission path 17 and the angular acceleration of the rear wheel 3 itself. The angular acceleration of the rotating member constituting the power transmission path 17 or the rear wheel 3 may be used as the slip value S. Further, when the rear wheel 3 idles, the rotational speed of the rear wheel 3 becomes larger than the rotational speed of the front wheel 2. Therefore, a value corresponding to the rotational speed difference between the front and rear wheels 2 and 3 may be set as the slip value S. The slip value S as a value corresponding to the rotational speed difference may be obtained by subtracting the rotational speed of the front wheel 2 from the rotational speed of the rear wheel 3, and the subtracted value is further divided by the rotational speed of the front wheel 2. It may be sought. Further, it may be the difference in rotational speed between the front and rear wheels 2 and 3, or may be obtained by dividing the rotational speed difference by the rotational speed of the front wheel 2. Further, it may be a difference between the rear wheel 3 and the traveling vehicle speed. Other physical phenomena may be used, or a combination of the above physical phenomena may be used. Thus, the slip value is a value that changes according to the idling amount of the drive wheel.

  The slip value measuring unit 50 according to the present embodiment measures the angular acceleration Δω of the crankshaft 27 as the slip value S. Therefore, the slip value measurement unit 50 includes the angular velocity sensor 44 and the angular acceleration calculation unit 51 described above. The angular velocity sensor 44 detects the rotational speed per unit time of the crankshaft 27 as the angular velocity ω of the crankshaft 27. The angular acceleration calculation unit 51 calculates a difference value Δω (n) per unit time of the angular velocity ω of the crankshaft 27 detected by the angular velocity sensor 44 (hereinafter referred to as angular acceleration of the crankshaft 27). The angular acceleration calculation unit 51 sequentially calculates the angular acceleration Δω (n) of the crankshaft 27 as a slip value S (n) from the following equation (1). For this calculation process, the detected value ω (n) of the angular velocity sensor 44 is temporarily stored in the data storage unit 52.

S (n) = Δω (n) = ω (n) −ω (n−1) (1)
The angular acceleration Δω (n) calculated by the angular acceleration calculation unit 51 is associated with the time point of the calculation, strictly, the time point when the angular velocity ω (n) used to obtain the calculated value is detected, and the data storage unit 52.

  In this way, in the data storage unit 52, the throttle opening θ (n) during traveling, the angular acceleration Δω (n) of the crankshaft 27, and the gear stage G (n) are associated with each other through the time of acquisition. ing. The evaluation value deriving unit 53 processes these data stored in the data storage unit 52, and calculates the throttle opening θ (that is, the output increase / decrease request value D) and the angular acceleration Δω (that is, the slip value S) of the crankshaft 27. A correlation during traveling is derived as a vehicle characteristic evaluation value f1.

  First, the evaluation value deriving unit 53 obtains the instantaneous value and the crank value of the throttle opening θ obtained from the data stored in the data storage unit 52 at the time when a certain predetermined shift speed (for example, the first speed) is set. The instantaneous value of the angular acceleration Δω of the shaft 27 is extracted. Further, an instantaneous value of the throttle opening θ equal to or greater than the predetermined opening θA and an instantaneous value of the crankshaft angular acceleration Δω acquired at the same time as the instantaneous value are extracted.

  FIG. 5 is a graph for explaining the vehicle characteristic evaluation value f1 derived by the evaluation value deriving unit 53, where the horizontal axis represents the throttle opening θ and the vertical axis represents the angular acceleration Δω of the crankshaft 27. In the two-dimensional orthogonal coordinate system of FIG. 5, a plurality of plotted points at one gear stage of interest are shown. Each plot point represents two data, that is, an instantaneous value of the throttle opening θ that is related to each other through the time of acquisition, and an instantaneous value of the angular acceleration Δω of the crankshaft 27 when the instantaneous value is generated. . In other words, each plot point represents the degree of the instantaneous value of the generated torque actually generated by the engine 13 according to the instantaneous value of a certain throttle opening θ.

  When the extracted data is arranged in the two-dimensional orthogonal coordinate system in this way, a region A where plot points gather is formed in a band shape in the coordinate system. This region A is formed in an upwardly convex parabolic shape.

  As described above, when the rear wheel 3 is gripping the road surface, the generated torque balances with the frictional force generated between the rear wheel 3 and the road surface at that time, and if the generated torque exceeds the frictional force, the rear wheel 3 Is idle. On the other hand, the driver who is traveling tends to keep the idling of the rear wheel 3 within the permissible range. When the idling exceeds the allowable range and it becomes difficult to control the vehicle depending on its own driving ability, the driver reduces the throttle opening θ and / or brakes the rear wheel 3 to suppress the idling. Thus, the grip operation and the brake operation tend to be performed. The data storage unit 52 stores data acquired over a sufficiently long period as described above.

  For these reasons, in the area A, data obtained when the driver travels with the degree of idling of the rear wheel 3 within his tolerance and the rear wheel 3 is gripped as desired on the road surface. Can be said to have gathered. Therefore, the plot points that fall within the region A not only indicate the degree of the generated torque actually generated by the engine 13 according to a certain throttle opening θ, but also indicate the friction force balanced with the generated torque. Yes.

  Plot points are also scattered below the region A. These plot points may fall within the region A due to a delay in the response of the torque generated by the engine 13 in the process of increasing the throttle opening θ in response to an input of a request for an increase in output (that is, an acceleration request). It indicates that the data was acquired at the time when there was not. Therefore, the responsiveness of the engine 13 can be evaluated based on the density of plot points scattered below the region A. If it repeats, the data memorize | stored in the data memory | storage part 52 are long enough so that only the data scattered under the area | region A may not be acquired, and the area | region A where plot points gather may be formed. Acquired over a period of time.

  Then, the evaluation value deriving unit 53 obtains an approximate curve that applies to the plurality of data (see FIG. 5). The curve fitting method (interpolation method) is not particularly limited, and the approximate expression can be changed as appropriate. In the present embodiment, the quadratic polynomial is derived using the least square method, but interpolation or extrapolation may be used, and the approximate expression may be a third-order polynomial, logarithmic function, or trigonometric function. .

  As described above, since the area A in which data gathers exists in a band shape, and the band-like area A has a parabolic shape, an approximate curve represented by a quadratic polynomial is preferably applied in this area A. Further, since it is a quadratic polynomial, it is possible to execute a suitable curve fitting in this way, and to reduce the calculation load when deriving the approximate curve. Even if the approximate curves obtained in this way are obtained from drivers with different operational tendencies, for example, when sudden acceleration / deceleration is performed and when slow acceleration / deceleration is performed, the vehicle body and road surface used for measurement are the same. If so, the tendency is almost the same. Therefore, it is a quantitative value that does not depend on the rider.

  In the vehicle characteristic evaluation system 40 according to the present embodiment, this approximate curve is stored in the evaluation value storage unit 54 as the vehicle characteristic evaluation value f1. The vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 54 is an approximate curve that is applied to the area A in which data is collected, and suitably represents the feature of the plotted data. That is, this vehicle characteristic evaluation value f1 suitably represents the grip performance of the motorcycle 1 that balances with the torque generated by the engine 13 with respect to the output increase / decrease request value D. If the grip performance is relatively improved with respect to the output performance of the engine 13, the approximate curve shifts further downward. If the output performance of the engine 13 is relatively improved with respect to the grip performance, the approximate curve is increased. Move higher.

  Thus, referring to the vehicle characteristic evaluation value f1, the grip performance of the vehicle and the output performance of the engine 13 can be relatively evaluated. More specifically, regarding the grip performance, it is possible to evaluate vehicle design parameters such as the rigidity and weight of the vehicle body, the weight of the load including the driver and passengers, and the friction coefficient between the wheels 2 and 3 and the road surface. it can. And if this vehicle characteristic evaluation value f1 is referred in a design process and a manufacture process, it can be effectively used for the design support of the motorcycle 1. For example, by designing the engine and the vehicle body so that the evaluation value f1 is high, it is possible to realize a vehicle that is less likely to slip and has improved grip characteristics. Further, the grip characteristics of vehicles of various vehicle types can be relatively evaluated using the evaluation value f1. Even if the same vehicle body is used, the grip characteristics change due to the difference in friction coefficient between the driving wheel and the road surface. Therefore, the friction coefficient of the traveling road surface can be estimated by using the evaluation value f1. In addition, since the grip characteristics change due to different vertical drags, the evaluation value f1 is used to estimate the weight of the vehicle body including the vehicle (difference between one person and two persons, whether there is a load). can do.

  Further, when the vehicle characteristic evaluation value f1 is derived, data in which the instantaneous value of the throttle opening θ is equal to or larger than the predetermined opening θA is used, and a minute opening near the idle opening is excluded. Thereby, the correlation during traveling can be derived with high accuracy, and the evaluation accuracy can be improved. Furthermore, since only data in which a certain same gear stage G is set is extracted, it is possible to prevent the slip value S with respect to the throttle opening θ from varying due to the difference in the gear stage. It should be noted that the vehicle characteristic evaluation value when another gear stage is set is the vehicle characteristic evaluation value f1 derived using only data at the time of setting a certain predetermined gear stage G. It can be easily obtained by multiplying a predetermined coefficient.

  Referring to the vehicle characteristic evaluation value f1 according to the present embodiment, it is possible to evaluate the equilibrium point between the both without generating both the generated torque and the frictional force individually. The vehicle characteristic evaluation value f1 is derived by using the throttle position sensor 43, the angular velocity sensor 44, the shift speed sensor 45, and the curve fitting method that have been used in the past, and the configuration of the vehicle characteristic evaluation system 40 is complicated. Can be avoided.

[Second Embodiment]
FIG. 6 is a block diagram showing an overall configuration of a vehicle control system 60 having a vehicle characteristic evaluation system 140 according to the second embodiment of the present invention. In addition, about the structure same as the said 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  As shown in FIG. 6, the vehicle control system 60 according to the present embodiment includes a vehicle characteristic evaluation system 140 in which an evaluation value storage unit 154 is provided in an in-vehicle evaluation unit 146 of the ECU 141. By providing the evaluation value storage unit 154 in the ECU 141, the motorcycle 1 can be controlled with reference to the vehicle characteristic evaluation value f1.

  The vehicle control system 60 includes a propulsion control unit 61 that controls the motorcycle 1 in addition to the configuration of the vehicle characteristic evaluation system 140 described above. The propulsion control unit 61 is provided in the ECU 141, and controls the valve actuator 24, the fuel supply device 25, the ignition device 26, and the brake devices 34 and 35 of the throttle device 16 according to the driving state and the vehicle characteristic evaluation value f1.

  FIG. 7 is a block diagram showing a detailed configuration of the vehicle control system 60 according to the present embodiment. As shown in FIG. 7, the propulsion control unit 61 refers to the evaluation value input unit 62 that inputs the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154, and the vehicle characteristic evaluation value f1, thereby determining the throttle position. The reference value S1 of the slip value (in this example, the angular acceleration Δω (n) of the crankshaft 27) according to the throttle opening θ (n) detected by the sensor 43 (that is, the output increase / decrease request value D (n)). a reference value calculation unit 63 for calculating (n). When the vehicle characteristic evaluation value f1 is expressed by a quadratic polynomial of the following equation (2), the reference value calculation unit 63 can obtain the reference value S1 (n) from the following equation (3). Here, a1 and b1 are coefficients, and c1 is a constant term (“·” indicates multiplication).

S = a1 · θ ² + b1 · θ + c1 (2)
S1 (n) = a1 · {D (n)} ² + b1 · D (n) + c1 (3)
The propulsion control unit 61 includes a reference value S1 (n) of the slip value S calculated by the reference value calculation unit 63 and a slip value S (n) measured by the slip value measuring unit 50 (hereinafter referred to as a measured value). ) And a slip value comparison unit 64. The slip value comparison unit 64 measures the reference value S1 (n) and the measured value S (n acquired at the same time as the detection of the throttle opening θ (n) used to acquire the reference value S1 (n). ).

  The propulsion control unit 61 includes an opening degree control unit 65, a fuel control unit 66, an ignition control unit 67, and a braking control unit 68. The opening control unit 65, the fuel control unit 66, and the ignition control unit 67 determine the opening of the sub-throttle valve 23, the supply amount and supply timing of the fuel, and the target value of the ignition timing according to the operating state. The valve actuator 24, the fuel supply device 25, and the ignition device 26 are controlled according to the target values. The brake control unit 68 can control the front and rear brake devices 34 and 35 according to the driving state, and can perform so-called ABS control and CBS control through the control.

  The slip value comparison unit 64 is connected to the opening degree control unit 65, the fuel control unit 66, the ignition control unit 67, and the braking control unit 68. When the value obtained by subtracting the reference value S1 (n) from the measured value S (n) exceeds a predetermined positive value, the slip value comparison unit 64 reduces the power transmitted from the rear wheel 3 to the external road surface. A correction value for correcting the value is output to the opening degree control unit 64, the fuel control unit 65, the ignition control unit 66, and / or the braking control unit 67. By the output of the correction value, the opening degree control unit 65 controls the valve actuator 24 so as to reduce the opening degree of the sub-throttle valve 23, and the fuel control unit 66 controls the fuel supply device 25 so that the fuel supply amount decreases. The ignition control unit 67 controls the ignition device 26 so as to retard the ignition timing. Thereby, the generated torque of the engine 13 is suppressed. Further, the slip value comparison unit 64 may give a command to the braking control unit 68 to brake the rear wheel 3, and in response to this, the braking control unit 68 may control the brake device 35 to operate for a minute time. The output regulation method is not limited to this, and a controllable control element may be used.

  Thus, when the value obtained by subtracting the reference value S1 (n) from the measured value S (n) exceeds a positive predetermined value, the generated torque may be excessive and the rear wheel 3 may idle. In such a case, since the power transmitted from the rear wheel 3 to the road surface is suppressed, the idling of the rear wheel 3 can be preferably suppressed.

  As described above, the vehicle control system 60 according to the present embodiment can determine whether or not to execute the traction control, the ABS control, and the CBS control by using the vehicle characteristic evaluation value f. Note that the larger the deviation between the reference value S1 (n) and the measured value S (n), the more the output is suppressed, and a larger braking force may be applied. Moreover, you may perform other than the above as vehicle control using a measured value and a reference value. For example, when the value obtained by subtracting the reference value from the measured value exceeds a predetermined value, it may be determined that the road surface is easy to grip, and start control and acceleration / deceleration control may be performed based on the determination result. Conversely, if the value obtained by subtracting the reference value from the measured value becomes a negative value, it may have been changed to a road surface that is easy to grip, such as a circuit, or a tire that is easy to grip, and the output may be improved than usual. . In addition to deciding whether to perform traction control or ABS / CBS control, the traction control amount may be varied or the ABS / CBS control amount may be varied depending on the magnitude of the subtraction value.

[Third Embodiment]
FIG. 8 is a block diagram showing a configuration of a control system 160 having a vehicle evaluation characteristic system 240 according to the third embodiment. As shown in FIG. 8, in the control system 160 and the vehicle evaluation characteristic system 240, an evaluation value deriving unit 153 is provided in the in-vehicle ECU 241. As a result, the vehicle characteristic evaluation value f2 can be derived using data during traveling of the motorcycle 1 at the user use stage. That is, the vehicle characteristic evaluation value f2 is obtained by the vehicle-mounted ECU 241 using data acquired at a time later than the acquisition time of the data used for deriving the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154. Can be derived.

  The in-vehicle evaluation unit 246 of the ECU 241 includes an evaluation value comparison unit 74 that compares the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 with the vehicle characteristic evaluation value f2 derived by the evaluation value deriving unit 153, and evaluation. And a characteristic evaluation unit 80 for evaluating vehicle characteristics based on the comparison result in the value comparison unit.

  Here, for example, when the passenger is riding, the load acting on the tire is increased, so that the grip performance is improved compared to when the passenger is not riding. Therefore, the characteristic evaluation unit 80 can compare the two vehicle characteristic evaluation values f1 and f2 to determine the presence or absence of a passenger, more broadly, the weight of the load. It is also possible to evaluate fluctuations in engine output performance.

  The in-vehicle evaluation unit 246 of the ECU 241 derives the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 by using the data during traveling of the motorcycle 1 by the evaluation value deriving unit 153. An evaluation value correction unit 71 is provided for correcting the vehicle characteristic evaluation value f1 ′ after correction based on the value f2.

  In FIG. 9, the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154, the vehicle characteristic evaluation value f2 derived by the evaluation value deriving unit 154, and the vehicle characteristic evaluation value f1 corrected by the evaluation value correcting unit 71 are shown. 'Is shown respectively. The evaluation value correction unit 71 corrects the vehicle characteristic evaluation value f1 by averaging, for example. In this case, an arithmetic average or a geometric average may be used. If the vehicle characteristic evaluation value f1 is expressed by the above-described equation (2) and the vehicle characteristic evaluation value f2 is expressed by the following equation (4), the corrected vehicle characteristic evaluation value f1 ′ is, for example, It is represented by the second order polynomial of 5), and the coefficient and constant term of the polynomial can be obtained by the arithmetic mean of the following expressions (6) to (8). Here, the magnitude relationship between the weights w1 and w2 may be determined in any way. FIG. 9 illustrates a case where the vehicle characteristic evaluation value is corrected by increasing the weight w2 for the vehicle characteristic evaluation value f2 derived by the evaluation value deriving unit 154.

S = a2 · θ ² + b2 · θ + c2 (4)
S = a1 ′ · θ ² + b1 ′ · θ + c1 ′ (5)
a1 ′ = (w1 · a1 + w2 · a2) / (w1 + w2) (6)
b1 ′ = (w1 · b1 + w2 · b2) / (w1 + w2) (7)
c1 ′ = (w1 · c1 + w2 · c2) / (w1 + w2) (8)
Returning to FIG. 8, the corrected vehicle characteristic evaluation value f1 ′ obtained by the evaluation value correction unit 71 is stored in the evaluation value storage unit 154 instead of the vehicle characteristic evaluation value f1 before correction. As a result, the vehicle characteristic evaluation value is updated based on the latest vehicle characteristic evaluation value f2 that takes into account fluctuations in the output performance of the engine 13 over time, tire wear over time, the allowable range of idling of each driver, and the like. be able to. Thus, the traction control, the ABS control, and the CBS control using the vehicle characteristic evaluation value f1 as described above are executed in consideration of the output performance variation of the engine 13, tire wear, and the driver's preference. Can do.

  In equations (6) to (8), the weight w1 for the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 is a concept including zero. That is, the vehicle characteristic evaluation value f2 derived by the evaluation value deriving unit 153 may be stored in the evaluation value storage unit 154 as it is.

  Timing for starting derivation of the vehicle characteristic evaluation value f2 by the evaluation value deriving unit 153, correction of the vehicle characteristic evaluation value f1 by the evaluation value correcting unit 71, and updating of the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 is as follows. There is no particular limitation. For example, it may be started when the ignition switch 72 of the motorcycle 1 is turned on, or may be started when the dedicated correction command switch 73 is turned on. Moreover, you may make it perform every predetermined period (for example, 10 minutes) during driving | running | working.

  Further, when the vehicle characteristic unit 80 determines from the comparison result of the vehicle characteristic evaluation values f1 and f2 in the evaluation value comparison unit 74 that the two vehicle characteristic evaluation values f1 and f2 are different from each other beyond a predetermined allowable range. Alternatively, the correction of the vehicle characteristic evaluation value f1 by the evaluation value correction unit 71 may be started. As a result, the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 can be immediately changed according to changes in vehicle characteristics such as the weight of the load and the output performance of the engine 13. Thus, the motorcycle 1 can be controlled in accordance with the characteristic change with reference to the changed vehicle characteristic evaluation value.

  Further, the ECU 241 of the present embodiment has an evaluation value adjustment unit 75 that adjusts the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154, and the driver adjusts the vehicle characteristic evaluation value f1 in this ECU 241. An adjustment command switch 76 for inputting a command to perform is connected. The evaluation value adjustment unit 75 is interposed between the evaluation value storage unit 154 and the evaluation value input unit 62, and uses the vehicle characteristic evaluation value f1 stored in the evaluation value storage unit 154 as an input value α in the adjustment command switch 76. The vehicle characteristic evaluation value f1 ″ after adjustment is output to the evaluation value input unit 62. If the vehicle characteristic evaluation value f1 is expressed by the above-described equation (2), the vehicle characteristic after adjustment is adjusted. The evaluation value f1 ″ is expressed by the following equation (9) using the input value α.

f1 ″ = a1 · θ ² + b1 · θ + (c1 + α) (9)
9 also shows the vehicle characteristic evaluation value f1 ″ after adjustment by the evaluation value adjustment unit 75. As shown in FIG. 9, the driver uses the adjustment command switch 76 to input a positive input value. It is possible to input α, that is, input that translates the vehicle characteristic evaluation value f1 upward.With this configuration, the vehicle characteristic evaluation value f1 ″ input to the evaluation value input unit 62 is referred to. When the reference value of the slip value is calculated, the reference value is adjusted so as to increase. As a result, the driver can expand the allowable range of idling according to his / her driving ability, and can control the motorcycle 1 while allowing a little idling.

[Fourth Embodiment]
FIG. 10 is a block diagram showing a configuration of a slip value measuring unit 350 according to the fourth embodiment of the present invention. As shown in FIG. 10, the slip value measuring unit 350 includes a front wheel speed sensor 77 that detects the rotational speed VF (n) of the front wheel 2 and a rear wheel speed sensor 78 that detects the rotational speed VR (n) of the rear wheel 3. On the basis of the rotational speed VF (n) of the front wheel 2 detected by the front wheel speed sensor 77 and the rotational speed VR (n) of the rear wheel 3 detected by the rear wheel speed sensor 78. And a speed difference equivalent value calculation unit 79 that calculates a value corresponding to a difference in rotational speed as a slip value S. The speed difference equivalent value calculation unit 79 is provided in the in-vehicle evaluation unit 346 of the in-vehicle ECU 341 in place of the angular acceleration calculation unit 51 (see FIG. 3). As described above, the speed difference equivalent value calculation unit 79 sequentially calculates the slip value S (n) from the following equation (10), for example. Even when the slip value S is obtained in this way, the vehicle characteristic evaluation value f1 similar to that shown in FIG. 5 can be derived.

S = {VR (n) −VF (n)} / VF (n) (10)
As mentioned above, although embodiment of this invention was described, the said structure can be suitably changed within the scope of the present invention. A motorcycle is a riding type vehicle that turns in an inclined state. In such a vehicle, instead of the output increase / decrease request value, the bank angle at the time of traveling is detected sequentially, and then the bank is A running relationship indicating the correlation between the corner and the slip value may be derived as the vehicle characteristic evaluation value. In this case, the horizontal axis in FIGS. 5 and 9 is replaced with the bank angle, but the vehicle characteristic evaluation value is derived in the same manner as in FIGS. When the bank angle is changed, the grip performance of the vehicle changes, but the vehicle grip performance corresponding to the bank angle can be evaluated by referring to the vehicle characteristic evaluation value derived in this way.

  For example, although the vehicle characteristic evaluation value is a formula derived by curve fitting, any form may be used as long as it appropriately expresses the data feature as shown in FIG. A control map table may be created using the stored data. Although the vehicle drive source is a four-cycle engine, the present invention is not limited to this, and the present invention is applicable to any vehicle that can output a driving force. For example, the drive source may be an electric motor or a so-called hybrid type equipped with an engine and an electric motor. Further, the vehicle is not limited to a motorcycle, and can be widely applied to other vehicles such as rough terrain vehicles. Since the embodiment according to the present invention has the above-described effects, it is useful to apply the present invention to a riding type vehicle in which the vehicle weight is relatively light and the grip performance easily changes depending on the weight of the load, and the vehicle body is inclined. Thus, the present invention is suitably used for a bank vehicle that is a vehicle that turns and moves while grip performance changes.

  The present invention provides a novel form representing vehicle characteristics, and can use the form to suitably evaluate the vehicle characteristics and to suitably control the vehicle, and is widely applicable to vehicles. It is useful when used for riding type vehicles such as motorcycles and bank vehicles.

DESCRIPTION OF SYMBOLS 1 Motorcycle 2 Front wheel 3 Rear wheel 4 Car body 13 Engine 24 Valve actuator 25 Fuel supply device 26 Ignition device 34, 35 Brake device 40, 140, 240 Vehicle characteristic evaluation system 41, 141, 241, 341 ECU
42 Outside Computer 43 Throttle Position Sensor 44 Angular Speed Sensor 45 Shift Stage Sensors 46, 146, 246, 346 In-vehicle Evaluation Unit 47 Outside Vehicle Evaluation Unit 50 Slip Value Measurement Unit 51 Angular Acceleration Calculation Unit 52 Data Storage Units 53, 153 Evaluation Value Deriving Unit 54 , 154 Evaluation value storage units 60, 160 Control system 61 Propulsion control unit 63 Reference value calculation unit 64 Comparison unit 71 Evaluation value correction unit 74 Evaluation value comparison unit 75 Evaluation value adjustment unit 76 Adjustment command switch 77 Front wheel rotational speed sensor 78 Rear wheel Rotational speed sensor 79 Speed difference equivalent value calculation unit 80 Characteristic evaluation unit

Claims (12)

Output request detecting means for detecting an output increase / decrease request value indicating a request for increase / decrease in output of the power source of the vehicle;
Slip value measuring means for measuring a slip value representing the degree of idling of the drive wheel rotated by the output of the power source;
Evaluation value storage means for storing a running time relationship indicating a correlation between the output increase / decrease request value and the slip value during running as a vehicle characteristic evaluation value ;
The vehicle characteristic evaluation value is set as a value indicating a region where a plurality of plot points each representing a slip value corresponding to the output increase / decrease request value in the two-dimensional coordinate system based on the output increase / decrease request value and the slip value are gathered in a band shape. vehicle characterization system according to claim Rukoto is.   2. The travel time relationship indicates a correlation between the output increase / decrease request value equal to or greater than a predetermined value and a slip value measured at the same time as the output increase / decrease request value equal to or greater than the predetermined value. The vehicle characteristic evaluation system described. The storage means stores the correlation as an evaluation criterion as a reference relationship before evaluation,
The vehicle characteristic evaluation system according to claim 1, further comprising a characteristic determination unit that determines a vehicle characteristic based on a comparison result between the traveling relationship and the reference relationship. An evaluation value for deriving a running time relationship indicating a correlation between the output increase / decrease request value and the slip value based on the detected value of the output request detecting device and the measured value of the slip value measuring device during running Deriving means;
The evaluation value correcting means for correcting the reference relation stored in the evaluation value storage means based on the running time relation derived by the evaluation value deriving means. The vehicle characteristic evaluation system described.   The slip value measuring means detects an angular speed of a rotating member that rotates to transmit the power supplied from the power source to the outside of the vehicle, and uses the detected value of the angular speed detecting means to The vehicle characteristic evaluation system according to any one of claims 1 to 4, further comprising difference value calculation means for calculating a difference value of an angular velocity of the rotating member as the slip value.   The slip value measuring means is a wheel speed detecting means for detecting the rotational speed of the wheel, and a value corresponding to the rotational speed difference between the driving wheel and the driven wheel is detected using the detected value of the wheel speed detecting means. The vehicle characteristic evaluation system according to any one of claims 1 to 4, further comprising: a speed difference equivalent value calculation means that calculates as follows. The power source is an internal combustion engine that changes a generated output according to an opening of a throttle valve operated by a driver;
7. The vehicle characteristic evaluation according to claim 1, wherein the output request detection means is throttle position detection means for detecting an opening degree of the throttle valve as the output increase / decrease request value. system. Output request detecting means for detecting an output increase / decrease request value indicating a request for increase / decrease in output of the power source of the vehicle;
Slip value measuring means for measuring a slip value representing the degree of idling of the drive wheel rotated by the output of the power source;
A control means for obtaining a running time relationship indicating a correlation between the output increase / decrease request value and the slip value during running as a vehicle characteristic evaluation value, and controlling the vehicle based on the vehicle characteristic evaluation value ;
The vehicle characteristic evaluation value includes a plurality of plot points each representing an instantaneous value of a slip value corresponding to an instantaneous value of the output increase / decrease request value in a two-dimensional coordinate system based on the output increase / decrease request value and the slip value. control system for a vehicle, characterized in Rukoto configured as an approximation line through the region. Storage means for storing the correlation as an evaluation criterion before evaluation as a reference relationship;
The vehicle control system according to claim 8, wherein the control unit varies the control of the vehicle in accordance with a comparison result between the reference relationship and the traveling relationship. An input device input by the driver;
The vehicle control system according to claim 9, further comprising: an evaluation value adjusting unit that adjusts the reference relationship according to an input in the input device. A detection step of detecting an output increase / decrease request value indicating a request for an increase / decrease in output of the power source of the riding type vehicle during traveling, and measuring a slip value indicating a degree of idling of the driving wheel rotated by the output of the power source When,
An evaluation value deriving step for obtaining a running time relationship indicating a correlation between the output increase / decrease request value and the slip value as a vehicle characteristic evaluation value;
A characteristic evaluation step of evaluating the characteristics of the riding type vehicle based on the vehicle characteristic evaluation value derived in the evaluation value deriving step;
A characteristic evaluation method for a riding type vehicle characterized by comprising: A detection step of detecting a bank angle of the bank vehicle during traveling and measuring a slip value representing a degree of idling of the drive wheel rotated by the output of the power source;
An evaluation value deriving step for obtaining a running time relationship indicating a correlation between the bank angle and the slip value as a vehicle characteristic evaluation value;
A characteristic evaluation step for evaluating the characteristic of the bank vehicle based on the vehicle characteristic evaluation value derived in the evaluation value deriving step;
A characteristic evaluation method for a bank vehicle characterized by comprising:

Images