JP5416558B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that controls the operation of an engine.

  In order to operate the throttle valve, the vehicle is provided with operation members such as an accelerator pedal and a throttle grip, and the driver can input an acceleration request and a deceleration request by operating the operation member. While the vehicle is traveling at a reduced speed, the operation member is operated so that the opening degree of the throttle valve is closed, so that the amount of intake air is reduced, which makes the combustion state worse and tends to generate unburned gas. If fuel cut control is executed during deceleration traveling in order to suppress the generation of unburned gas, the generated torque may become too small and the engine braking force may become too strong.

  For example, in Patent Document 1, in order to reduce the engine braking force, when the operation member is not operated and fuel cut control is being executed, the opening of the throttle valve is changed to the open side to reduce the pumping loss. Techniques for reducing are disclosed.

Japanese Patent Laid-Open No. 11-30144

  However, according to the technique disclosed in Patent Document 1, control for reducing the pumping loss is not started unless the operating member is completely non-operated. Therefore, when the driver inputs a deceleration request but the operation member is not completely non-operated, the engine braking force is not reduced. Further, since the target of fuel cut control is all cylinders, the shock at the time of fuel return tends to increase.

  Therefore, an object of the present invention is to achieve both suppression of unburned gas generation and relaxation of engine braking force.

The present invention has been made in view of the above circumstances, and an engine control apparatus according to the present invention is an engine control apparatus that controls the operation of an engine of a riding type vehicle while traveling at a reduced speed, and a driver makes an output request. If the throttle grip operating position for input is determined to be decelerating before the fully closed position is reached, and if it is decelerated, the intake air amount supplied to the engine is normally set according to the output request. The number of combustion cylinders is set in accordance with the running state while setting the intake air amount during deceleration larger than the normal intake air amount to be set, and causing one or more combustion cylinders to be supplied with fuel to exist.

  By adopting such a configuration, if the vehicle is traveling at a reduced speed, the intake air amount can be increased more than usual even if the member that operates the output request is not completely non-operated. Thereby, excessive engine braking force can be relieved and generation | occurrence | production of unburned gas can be suppressed. At this time, since the fuel cut is performed after one or more cylinders that supply fuel are present, the engine braking force can be controlled while the fuel consumption is suppressed, and further the deceleration is performed. The shock when the running is finished and the fuel supply is restored can also be reduced.

After setting the intake air amount to the deceleration intake air amount, the number of combustion cylinders may be set to decrease .

The ignition timing may be retarded before the number of combustion cylinders is set to decrease, and the ignition timing may be advanced after the number of combustion cylinders is set to decrease .

Is set before Symbol number of combustion cylinders according to the engine speed or output request, the number of combustion cylinders, which is set according to the first engine speed or output request, than the first engine speed or output request It may be smaller than the larger second engine speed or the number of combustion cylinders set according to the output demand. For the same engine speed, the smaller the intake amount, the greater the degree of deceleration. In the present invention, the greater the degree of deceleration, the smaller the number of combustion cylinders. Therefore, by setting as described above, unnecessary fuel consumption is suppressed when the degree of deceleration is large. be able to.

Is the set deceleration intake air amount and the number of the combustion cylinders in accordance with formic ya position, the ignition timing may be set according to the running state and the number of the combustion cylinders. Thereby, it is possible to control the engine braking force and the fuel consumption more precisely according to the running state. In addition, the generated torque can be changed smoothly according to the output request, and even when the number of combustion cylinders is changed and the generated torque changes suddenly, the change in the generated torque can be achieved by changing the ignition timing. Can be offset. Therefore, the generated torque can be changed smoothly.

The ignition timing may be changed according to the number of combustion cylinders and the running state, and the ignition timing may be advanced after the ignition timing is retarded . As a result, the generated torque can be smoothly changed according to the output request. Further, even when the number of combustion cylinders is changed and the generated torque changes suddenly, the generated torque can be changed by changing the ignition timing setting. Changes can be offset. Therefore, the generated torque can be changed smoothly.

Whether or not the vehicle is decelerating may be determined by comparing the operation position of the throttle grip with a deceleration determination threshold value set according to the engine speed .

The deceleration intake air amount is set according to the engine speed without depending on the throttle grip operation position, and is set to increase as the engine speed increases, and the riding type vehicle is driven at a constant speed on a normal flat road surface. It may be set smaller than the R / L intake air amount that can be made .

  According to the present invention described above, it is possible to achieve both suppression of unburned gas generation and relaxation of engine braking force.

1 is a left side view of a motorcycle equipped with an engine control apparatus according to a first embodiment of the present invention. FIG. 2 is a schematic diagram showing a peripheral configuration of an engine of the motorcycle shown in FIG. 1 and an overall configuration of an engine control device. It is a block diagram of the engine control apparatus shown centering on the electronic control unit shown in FIG. FIG. 4 is a control map stored in the memory unit of the electronic control unit shown in FIG. 3, where (a) is a control map for setting a target value of throttle opening, and (b) is a control for setting the number of combustion cylinders. It is a map. It is a flowchart which shows the processing content in the deceleration driving | running which the electronic control unit shown in FIG. 3 performs. 6 is a timing chart exemplifying changes over time in grip position, throttle opening, number of combustion cylinders, ignition timing, generated torque, engine speed, and unburned gas when the processing shown in FIG. 5 is executed. FIG. 7 is a timing chart similar to FIG. 6, illustrating timing changes when the grip position does not change to the fully closed position. FIG. 7 is a timing chart similar to FIG. 6, illustrating timing changes when an acceleration request is input immediately after a deceleration request is input.

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

  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 an upper end portion of the front fork 4 is interposed via a steering shaft (not shown) rotatably supported by a head pipe 5. It is connected to a handle 6 having a pair of left and right 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. A grip gripped by the driver with the right hand is a throttle grip 7 (see FIG. 2), and a clutch lever 8 is provided on the front side of the grip gripped by the driver 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 12 is supported on the main frame 9 and the pivot frame 10. A throttle device 13 and an air cleaner 14 are connected to an intake port (not shown) of the engine 12. The output of the engine 12 is transmitted to the rear wheel 3 via the transmission 15 and the chain 16. A seat 18 for riding a driver is provided behind the handle 6 via a fuel tank 17, and an electronic control unit (ECU) 19 for controlling the operation of the engine 12 is accommodated in an internal space below the seat 18. Has been.

  The throttle grip 7 shown in FIG. 2 is rotatable in the axial direction. The operating position of the throttle grip 7 (hereinafter simply referred to as “grip position”) is rotationally displaced between the fully closed position and the fully open position, and is biased to the fully closed position in a non-operating state where no external force is applied. The The driver can change the grip position by rotating the throttle grip 7. At this time, an acceleration request can be input by changing the grip position to approach the fully open position, and a deceleration request can be input by changing the grip position to approach the fully closed position. Hereinafter, the side closer to the fully open position is referred to as “open side”, and the side closer to the fully closed position is referred to as “closed side”.

  The throttle device 13 includes an intake pipe 21 provided between the engine 12 and the air cleaner 14, a throttle valve 22 provided in an internal passage of the intake pipe 21, and a valve actuator 23 that drives the throttle valve 22. Yes. The throttle valve 22 is driven by a valve actuator 23 to open and close the internal passage of the intake pipe 21 with a variable opening, thereby adjusting the intake amount to the engine 12.

  Further, the engine 12 is provided with a fuel injection device 24 that injects fuel and an ignition device 25 that ignites the air-fuel mixture. When these devices 24 and 25 operate at appropriate timing, the air-fuel mixture is ignited and burned in the cylinders, whereby the engine 12 generates a rotational output. Generally, the throttle valve 22 has a large opening (hereinafter simply referred to as “throttle opening”), the amount of fuel injection from the fuel injection device 24 is large, and the ignition timing of the air-fuel mixture by the ignition device 25 is advanced. The output of the engine 12 and the engine speed increase, and the acceleration of the motorcycle 1 increases.

  While the engine 12 is in operation, the engine output shaft 26 rotates, and the rotational output of the engine output shaft 26 is transmitted to the rear wheel 3 via the power transmission path 27. The power transmission path 27 includes a speed reduction mechanism 28, a clutch 29, a transmission input shaft 30, a transmission 15, a transmission output shaft 31, and a chain 16 in order from the engine 12 side. The clutch 29 is mechanically connected to the clutch lever 8. When the clutch lever 8 is not operated, the clutch 29 is engaged and the power transmission path 26 is connected. When the clutch lever 8 is operated, the clutch 29 is released. As a result, the power transmission path 26 is cut off. The transmission 15 changes the rotational power of the transmission input shaft 30 and transmits it to the transmission output shaft 31. The transmission 15 can selectively set one of a plurality of shift speeds. The shift speeds include a plurality of forward shift speeds having different gear ratios, a transmission input shaft 30 and a transmission output shaft. The neutral stage which interrupts | blocks the power transmission between 31 is included.

  The ECU 19 inputs a signal from sensors that detect the traveling state of the motorcycle 1 and controls the engine 12 and its associated devices according to the detected traveling state. In FIG. 2, as sensors connected to the input side of the ECU 19, a grip position sensor 32 that detects a grip position, a throttle position sensor 33 that detects a valve body position of the throttle valve 22 (ie, throttle opening), and an engine speed The engine speed sensor 34 for detecting the engine speed, the crank angle sensor 35 for detecting the rotational position of the engine output shaft 26, and the gear position sensor 36 for detecting the gear position of the transmission 15 are illustrated.

  Further, as the devices on the engine 12 side connected to the output side, the valve actuator 23, the fuel injection device 24, and the ignition device 25 of the throttle device 13 described above are illustrated. The engine 12 is a multi-cylinder engine having four cylinders, but one valve actuator 23 of the throttle device 13 is provided in common for all the cylinders, and a fuel injection device 24 and an ignition device 25 are individually provided for each cylinder. Is provided. That is, the ECU 19 can control the fuel injection amount and the ignition timing for each cylinder.

  With reference to FIG. 3, the ECU 19 according to the present embodiment determines whether or not the vehicle is decelerating based on the inputs from the sensors 32 to 36. A control is performed so that the opening is larger than that during normal travel, thereby controlling the intake air amount to be larger than that during normal operation, and changing the number of combustion cylinders and ignition timing. According to the contents of such control, the ECU 19 has a determination unit 43 and a calculation output unit 44 together with the input unit 41 and the memory unit 42. The calculation output unit 44 includes a valve control unit 45, a fuel control unit 46, and an ignition control. A portion 47 is included.

  Signals from sensors are input to the input unit 41. The input unit 41 outputs the input signal to the determination unit 43 and the calculation output unit 44. The memory unit 42 calculates a program for performing a deceleration determination process executed by the determination unit 43, a throttle opening, a fuel injection amount, the number of combustion cylinders, and a target value of the ignition timing executed by the calculation output unit 44. The program and the control map are stored.

  The determination unit 43 determines whether or not the motorcycle 1 is decelerating according to a control map (see FIG. 5B) stored in the memory unit 42 in accordance with the traveling state indicated by the input signal from the input unit. judge. Further, as will be described later, a return control (see S30 in FIG. 4) executed as a transient control when returning to the normal control (see S10 in FIG. 4) from the deceleration control during the deceleration travel (see S20 in FIG. 4). ) Is completed.

  The arithmetic output unit 44 controls the engine-side equipment connected to the output side according to the program and the control map stored in the memory unit 42 according to the running state indicated by the input signal from the input unit. Among them, the valve control unit 45 calculates a target value of the throttle opening, and drives and controls the valve actuator 23 so that the actual opening of the throttle valve 22 becomes the target value. The fuel control unit 46 calculates a set value of the number of combustion cylinders (that is, the number of fuel cut cylinders) and a target value of the fuel injection amount, and a fuel injection device provided corresponding to each cylinder based on the calculation result 24 is driven and controlled. The ignition control unit 47 calculates a target value of the ignition timing, and drives and controls each ignition device 25 provided corresponding to each cylinder based on the calculation result.

  In addition, the calculation output unit 44 receives a determination result as to whether or not the vehicle is decelerating from the determination unit 43, and refers to a different control map according to the determination result. The control mode of the equipment on the engine 12 side is made different between when it is not and when it is not.

  Next, with reference to FIG. 4, processing contents executed by the ECU 19 during traveling will be described. The process shown in FIG. 4 is repeatedly performed every predetermined control cycle (for example, 10 msec), and a flag carried over to the process of the next control cycle is used. As will be described later, the flag is turned on until the vehicle shifts to decelerating travel and then returns to normal travel.

  First, it is determined whether or not this flag is ON (step S1). If the flag is ON (S1: Y), it is determined whether or not the vehicle is decelerating in step S2. If the flag is OFF (S1: N), it is determined in step S4 whether or not the vehicle is decelerating.

  If it is determined in step S2 that the vehicle is not decelerating (S2: N), normal control (step S10) is executed. In normal control, the target value of the throttle opening is calculated according to the grip position. At this time, the target value of the throttle opening is set to an idle opening if the grip position is a fully closed position, and to a predetermined opening determined according to the engine speed or the like if the grip position is a fully open position. And is set so as to change substantially linearly according to the change of the grip position. The number of combustion cylinders is set to four, which is the total number of cylinders, and the ignition timing is set to a predetermined normal crank angle.

  Here, regarding step S2, whether or not the vehicle is traveling at a reduced speed is determined based on, for example, the engine speed and the grip position. As described above, the grip position and the throttle opening have a linear relationship, but in FIG. 5B, a solid line indicates that the motorcycle 1 can normally travel on a flat road surface at a constant speed (hereinafter referred to as a throttle opening). The relationship between the grip position corresponding to the opening degree of the throttle valve 22 (referred to as “R / L opening degree”) and the engine speed is shown. As the engine speed increases, the grip position corresponding to the R / L opening degree also increases. On the other hand, whether or not the vehicle is decelerating is determined by comparing the grip position with a deceleration determination threshold set according to the engine speed. If the grip position is equal to or less than the deceleration determination threshold, the vehicle is decelerating. It is determined. However, when the engine speed is less than the predetermined value, this deceleration determination threshold is set at the fully closed position on the horizontal axis, and it is not determined that the vehicle is decelerating. When the engine speed is greater than or equal to a predetermined value, the deceleration determination threshold is set to increase as the engine speed increases. As described above, the grip position corresponding to the R / L opening and the deceleration determination threshold show a transition to the right in FIG. 5B, but the deceleration determination threshold corresponds to the R / L opening for the same engine speed. It is a value smaller than the grip position. That is, when the grip position is equal to or less than the deceleration determination threshold, it is completely below the grip position for enabling traveling at a constant speed, so it makes sense to determine that the motorcycle 1 is traveling at a reduced speed. It becomes. When the grip position and the engine speed are within the deceleration determination area, if the driver requests acceleration and the grip position changes to the open side, the grip position is in the deceleration determination area immediately after the change. However, this may be invalidated and it may be determined that the vehicle is not decelerating.

  If it is determined in step S2 that the vehicle is decelerating (S2: Y), the flag is switched from OFF to ON (step S3), and deceleration control is executed (step S20). In this deceleration control, a process for setting the target value of the throttle opening to a value larger than that set in the normal control (S10) (step S21), a process for setting the number of combustion cylinders (step S21), and an ignition timing Is set (step S22).

  FIG. 5A is a control map that is referred to when the opening degree setting process in step S21 is performed. As indicated by a broken line in FIG. 5A, in the deceleration control, a target value of the throttle opening is set according to the engine speed. As indicated by the broken line rising to the right, the target value of the throttle opening is set to a larger value as the engine speed increases. Note that the grip position is often in the fully closed position during deceleration, but if the grip position is in the fully closed position during execution of normal control, the target value of the throttle opening regardless of the engine speed. Is set to the idling opening degree, and therefore, the horizontal axis of FIG. On the other hand, during execution of the deceleration control, the target value of the throttle opening is set to the opening side with respect to the idle opening as the engine speed increases regardless of the grip position. As a result, when the vehicle is traveling at a reduced speed, the target value of the throttle opening is set to a larger value than when it is not, and the intake air amount increases.

  FIG. 5A also shows the relationship between the R / L opening and the engine speed (see the solid line). As described above, the R / L opening increases as the engine speed increases. However, the target value of the throttle opening set during execution of the deceleration control is not limited to any value of the engine speed. The R / L opening is set to a smaller value. Therefore, during deceleration travel, the motorcycle 1 accelerates despite the deceleration request being input when setting the throttle opening target value according to the engine speed without depending on the grip position. Can be prevented.

  Further, when the engine speed is below a predetermined throttle opening at a certain engine speed, the intake air amount becomes too small, combustion becomes unstable, and the amount of unburned gas tends to increase. In FIG. 5A, the region where the combustion becomes unstable is shown by hatching. As the engine speed increases, the throttle opening that determines whether combustion is unstable increases. The target value of the throttle opening set during execution of the deceleration control indicated by the broken line is set to exceed the throttle opening that divides whether combustion is unstable or not, and moves above the combustion unstable region indicated by hatching. . For this reason, generation | occurrence | production of unburned gas can be suppressed favorably during execution of deceleration control.

  FIG. 5B is a control map that is referred to when performing the process of setting the number of combustion cylinders in step S22. The number of combustion cylinders is determined according to the engine speed and the grip position as in the case of determining whether or not the vehicle is decelerating. In FIG. 5B, the area determined to be traveling at a reduced speed is indicated by hatching, and the inside of the deceleration control area is subdivided into four areas by dotted lines. The numbers given in each subdivided region represent the number of combustion cylinders when the engine speed and the grip position are in the region. With respect to the combustion control region indicated by hatching, the right side and the lower side tend to deviate from the grip position corresponding to the R / L opening, and the degree of deceleration tends to be larger, and the left and upper side the R / L opening. The degree of deceleration tends to be small as it approaches a considerable grip position.

  The number of combustion cylinders is set based on whether the engine speed and the grip position at that time are located in the deceleration control region indicated by hatching. The combustion cylinder number is set to a smaller value as the engine speed is larger and the grip position is closer to the closed side and the degree of deceleration request tends to increase. On the contrary, the number of combustion cylinders is set to a larger value as the engine speed is smaller and the grip position is on the open side and the degree of deceleration request tends to be smaller.

  Here, in the deceleration control region, the number of combustion cylinders is not set to zero. That is, all cylinders are not deactivated, and one or more cylinders to be burned are always present. Although not shown, the ignition timing is set according to the number of combustion cylinders and other running conditions.

  Returning to FIG. 4, when the deceleration control is executed in this way, the process ends with the flag kept ON. If the flag is determined to be ON (S1: Y), and if it is further determined that deceleration travel is continuing (S4: Y), this deceleration control (S20) is continuously executed.

  If it is determined that the flag is ON (S1: Y) and it is determined that the vehicle has decelerated (S4: N), return control (step S30) is executed. This return control will be described in detail with reference to FIG. 8 later. The throttle opening, the number of combustion cylinders, and the target values of the ignition timing set in the execution of the deceleration control (S20) are set to the same values as those of the deceleration travel. Also, it is executed not for a sudden change to what should be set in the normal control but for a transient change. That is, until the deceleration control is terminated and the normal control is resumed, the target values of the throttle opening, the number of combustion cylinders, and the ignition timing are set in step S30.

  When each target value is calculated in step S30, it is determined whether or not the return is completed (step S31), and if the return is not completed (S31: N), the process is ended as it is. Therefore, in the next control cycle, the process proceeds from step S1 to step S4 to step S30, and the return control is continuously executed. When it is determined that the return is completed (S31: Y), the flag is switched to OFF (step S32), and the process ends. Therefore, in the next control cycle, the process proceeds from step S1 to step S10 through step S2, and normal control is resumed.

  Hereinafter, with reference to FIG. 6 to FIG. 8, changes with time in the grip position, the throttle opening, the number of combustion cylinders, the ignition timing, the generated torque, the engine speed, and the amount of unburned gas when such processing is executed will be described. To do. FIG. 6 shows a change with time when a very general deceleration request is input to the throttle grip 7, that is, when the grip position changes to the fully closed position, and FIG. 7 shows the grip position when the deceleration request is input. FIG. 8 shows the change over time when the acceleration request is input immediately after the input of the deceleration request. FIG. 8 shows the change over time when the change has been made only to the predetermined position slightly open from the fully closed position. Yes.

  6 to 8, the change with time in the present embodiment is shown by a solid line, and the change with time in the conventional form is shown by a dotted line. Here, as a conventional form compared with the present embodiment, the target value of the throttle opening is set in proportion to the grip position regardless of whether or not the vehicle is decelerating and the throttle opening changes to the closing side. Assuming that when the idle opening is reached, control is performed to cut the combustion of all cylinders and the ignition timing is set to a constant normal crank angle regardless of whether or not the vehicle is decelerating. To do.

  Referring to FIG. 6, between time t1 and time t3, the driver requests deceleration, the grip position changes from the fully open position to the fully closed position, and then the grip position changes to the fully closed position. Not done. In this case, in the conventional configuration, the throttle opening changes from fully open to the idle opening in proportion to the change in the grip position (time t1 to time t3), and thereafter remains the idle opening (after time t3). ). In this case, immediately after the time point t3, a large amount of unburned gas is generated because the intake air amount has rapidly decreased in a short period from the time point t1 to the time point t3.

  Further, fuel cut control is executed at time t3 when the idle opening is reached, and the number of combustion cylinders becomes zero. Thereby, the output (generated torque) of the engine 12 rapidly decreases. Here, regarding the generated torque, the “R / L torque” is a generated torque that allows the vehicle to travel on a flat road at a constant speed, and when the generated torque is lower than the R / L torque, The greater the difference, the greater the engine braking force. In the conventional configuration, since the number of combustion cylinders is 0, the generated torque is significantly lower than the R / L torque, and a large engine braking force acts.

  Thereafter, when a predetermined condition for the fuel cut control is satisfied, the state in which all the cylinders are not combusted returns to the state in which all the cylinders are combusted (time t5). As a result, the generated torque increases rapidly. That is, the engine braking force is suddenly reduced. Moreover, since the fuel injection amount also increases rapidly, a lot of unburned gas is generated.

  On the other hand, in the present embodiment, in the process of changing the grip position between time t1 and time t3, the grip position falls below the deceleration determination threshold value, and deceleration control is started (time t2). When the deceleration control is started, the throttle opening is set according to the engine speed regardless of the change of the grip position to the closing side, and the opening to be set in the normal control (that is, in the conventional form) The value is larger than the set opening degree (see time t2). Moreover, the throttle opening is set outside the combustion unstable region (see FIG. 5A) determined from the relationship with the engine speed. Therefore, even immediately after the time point t3 when the grip position reaches the fully closed position, the amount of fresh air sucked into the cylinder is secured, and generation of unburned gas can be suppressed.

  The ignition timing is allowed from the normal crank angle to perform combustion during the period from the start of the deceleration control to the end of the change of the grip opening to the closing side (time t2 to time t3). The crank angle is changed to the most retarded angle. When the ignition timing is set to the most retarded angle, the number of combustion cylinders is set according to the grip position and the engine speed. In this example, since the grip position has reached the fully closed position, the number of combustion cylinders is one that is the smallest value in the set range. However, in this embodiment, the number of combustion cylinders during deceleration control is not set to zero. For this reason, the drop in the generated torque is reduced, and the engine braking force can be reduced. Moreover, immediately after the number of combustion cylinders is reduced in this way, the ignition timing is changed to the advance side. For this reason, the drop in the generated torque when the number of combustion cylinders is reduced is further reduced, and the engine braking force mitigating effect is improved.

  Although the throttle opening during execution of deceleration control is set to the open side compared to normal control and conventional forms, it is on the closed side compared to before deceleration, so the engine speed gradually decreases. . The number of combustion cylinders increases one by one with time according to the engine speed changing in this way (time points t4, t6, t7). Since the combustion of the cylinder is restored in this way, a sudden increase in the generated torque can be avoided as in the conventional embodiment. In addition, the ignition timing is changed to the advance side as the engine speed decreases, and is set to the most retarded point when the number of combustion cylinders increases. That is, even if the number of combustion cylinders is restored one by one, the generated torque itself may increase, but the ignition timing is set to the most retarded angle to alleviate this. Thereby, the generated torque can be smoothly changed in the process of increasing the number of combustion cylinders.

  Further, when the deceleration control region shown in FIG. 5B is removed based on the engine speed and the grip position, the return control is started. In this return control, the number of combustion cylinders decreased by the deceleration control is transiently and quickly returned to four, which is the total number of cylinders. In this example, since the number of combustion cylinders has increased to four when leaving the deceleration control region, the normal control is shifted to without performing this return control.

  Referring to FIG. 7, between time t11 and time t3, the driver requests deceleration, and the grip position changes from the fully closed position to the closed side, but does not reach the fully closed position. Thereafter, the grip position remains unchanged at the predetermined position on the closing side. In this case, in the conventional form, the throttle opening changes to the closing side in proportion to the change of the grip position as in the example of FIG. 6, so that a lot of unburned gas is generated. Further, since the grip position has not reached the fully closed position, the number of combustion cylinders remains four, ie, the total number of cylinders, and the ignition timing is not changed.

  In contrast, in the present embodiment, in the process of changing the grip position due to the deceleration request, the grip position falls below the deceleration determination threshold value, and deceleration control is started (time point t2). As in the example of FIG. 6, the throttle opening has a larger value than the opening that should be set in the normal control and the conventional form (see time t2 and thereafter). Since the throttle opening is set outside the unstable combustion region, generation of unburned gas can be suppressed during execution of the deceleration control.

  Note that if the ignition timing is changed from the normal crank angle to the most retarded angle and the ignition timing is set to the most retarded angle after the deceleration control is started and the change to the closing side of the grip opening is completed. The number of combustion cylinders is set according to the grip position and the engine speed. In this example, since the grip position does not reach the fully closed position, the number of combustion cylinders is set to two, which is larger than the example of FIG. Thus, when the deceleration request is not large, by suppressing the decrease in the number of combustion cylinders, the request can be reflected and the generation of excessive engine braking force can be suppressed.

  Then, as in the example of FIG. 6, the engine speed decreases with time, so the number of combustion cylinders increases by 1 with time (see time points t14 and t15), and the ignition timing is determined by the engine speed. In the process of decreasing, the angle is changed to the advance side, and when the number of combustion cylinders is increased, the angle is changed to the most retarded angle, and the generated torque can be smoothly changed. In the example of FIG. 7 as well, when the engine speed and the grip position are out of the deceleration control region, the number of combustion cylinders has increased to four, so that the normal control is performed without executing the return control. To do.

  Thus, in the present embodiment, the motorcycle 1 is traveling at a reduced speed based on whether or not the traveling state is within the deceleration control region derived from the relationship with the R / L opening, regardless of the grip position. When it is determined whether or not the vehicle is decelerating, the throttle opening is made larger than the opening that should be set in the normal control. For this reason, generation | occurrence | production of excess unburned gas can be suppressed favorably.

  Referring to FIG. 8, between time t21 and time t23, the driver requests deceleration, the grip position changes from the fully open position to the fully closed position, and then the grip position is fully closed until time t27. The position remains unchanged, and the driver requests acceleration from time t27 to time t29, and the grip position changes from the fully closed position to the fully open position. In this case, in the conventional form, as in the example of FIG. 6, the throttle opening changes in proportion to the change in the grip position, and when the grip position reaches the fully closed position, the number of combustion cylinders is equal to the total number of cylinders. The number of combustion cylinders is changed from 0 to 4 after satisfying a predetermined return condition. The ignition timing usually remains unchanged at the crank angle. For this reason, a large amount of unburned gas is generated immediately after the throttle opening reaches the fully closed position, an excessive engine braking force is applied, and a large amount of unburned gas is immediately after the number of combustion cylinders returns to four. As it occurs, the generated torque increases rapidly.

  In contrast, in the present embodiment, the transition from the time point t21 when the input of the deceleration request is started to the time point t26 when the input of the acceleration request is started shows the same transition as illustrated in FIG. The same remarkable effect is produced as compared with the above.

  On the other hand, at the time t26 when the input of this acceleration request is started, the number of combustion cylinders is 2, and it has not increased to 4 of the total number of cylinders. For this reason, the return control is executed after time t26.

  In this return control, first, the ignition timing is rapidly advanced to the normal crank angle. The advance speed may be set in accordance with the grip position changing speed (that is, the degree of acceleration request from the driver), or may be a predetermined constant value. When the ignition timing is advanced to the normal crank angle, the number of combustion cylinders is increased by one and the ignition timing is changed to be retarded to a predetermined crank angle (time t27). The retard amount of the ignition timing at this time may also be set according to the changing speed of the grip position, or may be a predetermined constant value. Thereafter, the same control is repeated until the number of combustion cylinders returns to four. Here, since the number of combustion cylinders is set to three at time t27, the ignition timing is advanced to the normal crank angle after time t27, and when the normal crank angle is reached, the number of combustion cylinders is returned to four (time point). t28). When the number of combustion cylinders is set to 4, it is determined that the return control has been completed, and the routine proceeds to normal control (after time t28).

  By performing such a return control, even if the number of combustion cylinders is decreased by executing the deceleration control, the generated torque can be increased smoothly according to the acceleration request, and drivability is ensured. Can do.

  Although the embodiments of the present invention have been described so far, the above configuration can be appropriately changed within the scope of the present invention.

  For example, the throttle opening during the deceleration control is variably set according to the engine speed, but may be set to a constant value. Further, the throttle opening, the number of combustion cylinders, and the ignition timing during the deceleration control may be set according to the gear position.

  Moreover, although the form which adjusts the opening degree of a single throttle valve electronically was illustrated as an apparatus for adjusting intake air quantity, it is not necessarily restricted to such a structure. A throttle valve that is mechanically connected to the throttle grip and mechanically changes the opening according to the grip position may be provided, and a valve device that allows the intake air amount to be adjusted by electronic control may be attached to the throttle valve.

  The engine control device according to the present invention is not limited to a parallel four-cylinder engine, and can be widely applied as a device for controlling other forms of a multi-cylinder engine. Moreover, the engine controlled by the engine control apparatus according to the present invention is not limited to being mounted on a motorcycle, and may be mounted on other vehicles.

  INDUSTRIAL APPLICABILITY The present invention has a remarkable effect that it is possible to achieve both suppression of unburned gas generation and relaxation of engine braking force, and is widely used as an apparatus for controlling an engine mounted on a vehicle such as a motorcycle. In particular, the present invention can be suitably applied to a riding type vehicle that tends to have a large influence on the vehicle body when engine braking force is applied.

1 Motorcycle 7 Throttle grip 12 Engine 19 Electronic control unit 22 Throttle valve 23 Valve actuator 24 Fuel injection device 25 Ignition device

Claims (8)

An engine control device for controlling the operation of an engine of a riding type vehicle during traveling at a reduced speed,
It is determined that the driver is decelerating before the throttle grip operating position for the driver to input an output request becomes the fully closed position,
If the engine speed is equal to or greater than the predetermined value, and it is determined that the vehicle is decelerating, the intake air amount supplied to the engine is set to a deceleration intake air amount that is larger than the normal intake air amount that is normally set according to the output request. An engine control apparatus characterized in that the number of combustion cylinders is set according to a traveling state while the number of combustion cylinders to which fuel is supplied is set to be 1 or more.   2. The engine control device according to claim 1, wherein the number of combustion cylinders is set to decrease after the intake air amount is set to the deceleration intake air amount.   3. The engine control device according to claim 2, wherein the retard of the ignition timing is started before the number of combustion cylinders is set to decrease, and the advance of the ignition timing is started after the number of combustion cylinders is set to decrease. . The number of combustion cylinders is set according to the engine speed or output request,
A combustion cylinder set in response to a second engine speed or output request, wherein the number of combustion cylinders set in response to the first engine speed or output request is smaller than the first engine speed or output request The engine control device according to any one of claims 1 to 3, wherein the engine control device is smaller than the number.   5. The deceleration intake air amount and the number of combustion cylinders are set according to a gear position, and an ignition timing is set according to the number of combustion cylinders and a running state. The engine control device according to item.   6. The ignition timing is changed according to the number of combustion cylinders and the running state, and the ignition timing is advanced after the ignition timing is retarded. Engine control device.   7. The method according to claim 1, wherein whether or not the vehicle is decelerating is determined by comparing an operation position of the throttle grip with a deceleration determination threshold value set according to an engine speed. The engine control device according to any one of claims.   The deceleration intake air amount is set according to the engine speed without depending on the throttle grip operation position, and is set to increase as the engine speed increases, and the riding type vehicle is driven at a constant speed on a normal flat road surface. The engine control device according to any one of claims 1 to 7, wherein the engine control device is set to be smaller than an R / L intake amount that can be made.

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