JP5634295B2 - Attitude control device and attitude control method for motorcycle - Google Patents

Description

  The present invention relates to a posture control device and a posture control method for a motorcycle for returning a lift of a rear wheel when a brake is operated.

  In motorcycles, when the brake is applied suddenly, a hopping phenomenon in which the rear wheel floats may occur. In order to prevent this hopping phenomenon, a configuration has been disclosed in which a valve mechanism for reducing engine braking is provided, and engine braking is generated within a range in which hopping phenomenon does not occur according to the running state of the motorcycle (for example, Patent Literature 1).

JP-A-10-159594

However, the conventional configuration requires a dedicated valve mechanism, which increases the number of parts and increases the cost.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a posture control device and a posture control method for a motorcycle capable of returning the lift of the rear wheel without increasing the number of parts. .

In order to solve the above-described problems, the present invention provides a front wheel (WF), a rear wheel (WR), an engine (11) that drives the rear wheel (WR), and an engine control unit that controls the engine (11) ( 51) including a lift detection unit (64) for detecting whether or not the rear wheel (WR) is lifted from the traveling surface when the brake is operated, and the engine control unit ( 51), when it is detected that the rear wheel (WR) is in a floating state, the rotation of the rear wheel (WR) is increased and the rear part of the vehicle body is lowered by the reaction to ground the rear wheel (WR). When both the front wheel brake device (21) for braking the front wheel (WF) and the rear wheel brake device (23) for braking the rear wheel are operated, the lift detection unit (64) The wheel speed of the wheel (WR) is the front wheel When it falls below the wheel speed of the WF), characterized in that determines that the rear wheel (WR) is floated.
According to this configuration, the lift detection unit detects whether or not the rear wheel is lifted from the traveling surface when the brake is operated, and if it is detected that the rear wheel is lifted, the engine control unit Since the rotation of the wheel is raised and the rear part of the vehicle body is lowered by the reaction to ground the rear wheel, the rear wheel can be lifted up by engine control without using a dedicated part. Therefore, the rear wheel can be lifted at a low cost without increasing the number of parts. Further, it is possible to accurately detect the state in which the rear wheel is lifted when the front and rear wheel brakes are operated.

In the above configuration, the engine control unit (51) performs at least fuel injection amount to the engine (11), fuel injection timing, ignition timing, intake air amount, transmission mechanism as control for increasing the rotation of the rear wheel (WR). Any one of the gear ratios of (17) may be adjusted. According to this arrangement, Ru can return the rear wheel lifting a simple control.

Further, the configuration smell Te, before Symbol front wheel brake device for braking (WF) (21) is activated, when rear wheel brake device for braking said rear wheel (23) is not actuated, the lift detecting unit (64) may determine that the rear wheel (WR) is in a floating state when the wheel speed of the rear wheel (WR) exceeds the wheel speed of the front wheel (WF). According to this configuration, it is possible to accurately detect a state where the rear wheel is lifted when only the front wheel brake is operated.

Further, the configuration smell Te, before SL engine control unit (51), when the rear wheel (WR) is detected to be floating state, based on the deceleration of the vehicle speed and the vehicle body, the rear wheel ( The rotation amount of the rear wheel (WR) for grounding WR) may be calculated. According to this configuration, the degree to which the rear wheel is floating is proportional to each of the vehicle speed and the deceleration of the vehicle body. If the vehicle body and the vehicle body deceleration are acquired, the rear wheel is grounded based on this. Therefore, it is possible to appropriately calculate the rotation amount of the rear wheel.

In the above configuration, there is no difference between the wheel speed of the front wheel (WF) and the wheel speed of the rear wheel (WR), the throttle opening is zero, and the front wheel brake device brakes the front wheel (WF). When (21) is in operation, it shifts to a standby state for starting attitude control, and after the transition to this standby state, if it is detected that the rear wheel (WR) is in a floating state, the rear wheel (WR) rotation may be increased to ground the rear wheel (WR). According to this configuration, it is possible to shift to the standby state immediately before the deceleration zone, and it is possible to reduce the processing load without performing the lifting detection process or the like outside the deceleration zone.
In the above configuration, the rotation of the rear wheel (WR) may be decelerated when a predetermined time elapses after the control for increasing the rotation of the rear wheel (WR) is started. According to this configuration, by setting the predetermined time to a time at which it can be determined that the rear part of the vehicle body has started to fall reliably by the rear wheel control, the deceleration can be started at the timing when the rear part of the vehicle body has started to fall, and the rotation of the rear wheel is excessive. Can be avoided.

Further, in the above configuration, the rotation of the rear wheel (WR) may be decelerated when the braking operation is finished after the control for increasing the rotation of the rear wheel (WR) is started. According to this configuration, it is possible to start decelerating at the timing when the rear part of the vehicle body has surely started to drop due to the end of the brake, and it is possible to avoid a situation in which the rotation of the rear wheels is excessively increased.
In the above configuration, when the rotation of the rear wheel (WR) is decelerated, if the number of rotations of the front wheel (WF) and the rear wheel (WR) is the same, the rear wheel (WR) is decelerated. You may make it stop. According to this configuration, it is possible to avoid a situation where the rear wheels are excessively decelerated.

  In the above configuration, when the rear wheel (WR) is decelerating, the deceleration of the rear wheel (WR) may be stopped when the lowering of the rear part of the vehicle body is detected. According to this configuration, according to this configuration, it is possible to avoid a situation in which the rear wheels are excessively decelerated.

The present invention also includes an automatic vehicle including a front wheel (WF), a rear wheel (WR), an engine (11) that drives the rear wheel (WR), and an engine control unit (51) that controls the engine (11). In the attitude control method for a motorcycle, a lift detection process for detecting whether or not the rear wheel (WR) is lifted from the running surface when the brake is operated, and detection that the rear wheel (WR) is in a lifted state. And the engine control unit (51) executes a control to raise the rotation of the rear wheel (WR) and lower the rear part of the vehicle body by the reaction to ground the rear wheel (WR), and to detect the lift Then, when both the front wheel brake device (21) for braking the front wheel (WF) and the rear wheel brake device (23) for braking the rear wheel are operated, the wheel speed of the rear wheel (WR) is Front wheel (WF) wheel When the below, characterized in that determines that the rear wheel (WR) is floated.
According to this configuration, it is detected whether or not the rear wheel is lifted from the traveling surface when the brake is operated, and when it is detected that the rear wheel is lifted, the engine control unit rotates the rear wheel. And the rear part of the vehicle body is lowered by the reaction to ground the rear wheel, so that the rear wheel can be lifted up by engine control without using a dedicated part. Therefore, the rear wheel can be lifted at a low cost without increasing the number of parts. Further, it is possible to accurately detect the state in which the rear wheel is lifted when the front and rear wheel brakes are operated.

In the present invention, the lift detection unit detects whether or not the rear wheel is lifted from the running surface when the brake is operated. When the rear wheel is detected to be lifted, the engine control unit detects the rear wheel. By raising the rotation and lowering the rear part of the vehicle body by the reaction, the rear wheel is grounded, so that the rear wheel can be lifted up by engine control without using a dedicated part. Therefore, the rear wheel can be lifted at a low cost without increasing the number of parts.
In addition, when both the front wheel brake device that brakes the front wheel and the rear wheel brake device that brakes the rear wheel are activated, the rear wheel floats when the wheel speed of the rear wheel falls below the wheel speed of the front wheel. As a result, it is possible to accurately detect the state in which the rear wheel is lifted when the front and rear wheel brakes are operated.
Further, if it is detected that the rear wheel is in a floating state, the amount of rotation of the rear wheel for grounding the rear wheel based on the vehicle speed and the deceleration of the vehicle body is calculated. It is possible to grasp how much the rear wheel is floating based on the deceleration of the vehicle body, and to appropriately calculate the rotation amount of the rear wheel for grounding.

Also, when there is no difference between the wheel speed of the front wheels and the wheel speed of the rear wheels, the throttle opening is zero, and the front wheel brake device that brakes the front wheels is operating, it shifts to the standby state for starting posture control. However, if it is detected that the rear wheels are in a floating state after shifting to the standby state, if the rear wheels are grounded by increasing the rotation of the rear wheels, the vehicle enters the standby state immediately before the deceleration zone. It is possible to shift, and it is possible to reduce the processing load without performing the lifting detection process or the like outside the deceleration zone.
In addition, if a predetermined time has elapsed since the start of the control for increasing the rotation of the rear wheel, if the rotation of the rear wheel is decelerated, the predetermined time is set to a time at which it can be determined that the rear part of the vehicle body has started to decrease. Thus, deceleration can be started at the timing when the rear part of the vehicle body starts to fall, and a situation in which the rotation of the rear wheel is excessively increased can be avoided.

In addition, after starting the control to increase the rotation of the rear wheel, when the brake operation is finished, if the rotation of the rear wheel is decelerated, the deceleration can be started at the timing when the rear part of the vehicle body has surely started to drop due to the end of the brake, A situation in which the rotation of the rear wheel is excessively increased can be avoided.
Further, when the rotation speed of the rear wheel is decelerated, if the rotation speed of the front wheel and the rear wheel becomes the same, the situation where the rear wheel is decelerated excessively can be avoided by stopping the deceleration of the rear wheel.
Further, when the rear wheel rotation is decelerated, if the lowering of the rear part of the vehicle body is detected, a situation in which the rear wheel is excessively decelerated can be avoided by stopping the deceleration of the rear wheel.

  Further, it is detected whether or not the rear wheel is lifted from the running surface when the brake is operated, and if it is detected that the rear wheel is lifted, the engine control unit raises the rotation of the rear wheel and reacts to it. Since the rear part of the vehicle body is lowered and the rear wheel is grounded, the lift of the rear wheel can be returned by engine control without using a dedicated part. Therefore, the rear wheel can be lifted at a low cost without increasing the number of parts.

1 is a left side view of a motorcycle according to a first embodiment of the invention. It is a figure which shows the vehicle control apparatus of a motorcycle with a periphery structure. It is a flowchart which shows rear-wheel floating suppression control. It is a flowchart which shows a floating detection process. It is a flowchart which shows the control which raises rotation of a rear wheel. It is a characteristic curve figure which shows an example in the case of decelerating only with a front-wheel brake device. It is a characteristic curve figure which shows an example in the case of decelerating with both a front-wheel brake device and a rear-wheel brake device. It is a figure which shows the vehicle control apparatus of the motorcycle which concerns on 2nd Embodiment with a periphery structure. It is a flowchart which shows the control which raises rotation of a rear wheel. It is a figure which shows the vehicle control apparatus of the motorcycle which concerns on 3rd Embodiment with a periphery structure.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the description, descriptions of directions such as front and rear, right and left and up and down are the same as directions relative to the vehicle body unless otherwise specified.
<First Embodiment>
FIG. 1 is a left side view of a motorcycle 1 according to a first embodiment of the present invention.
The motorcycle 1 is a racer type vehicle (also referred to as a competition vehicle) that travels on a circuit, and includes a body frame 2 and a pair of left and right front forks (front cushions) 3 that are supported by a front portion of the body frame 2 so as to be steerable. And a steering handle 4 mounted on the upper end of the front fork 3 and positioned at the upper part of the front of the vehicle body, a front wheel WF rotatably supported at the lower part of the front fork 3, and a rear lower part of the vehicle body frame 2. A swing arm 6 supported so as to be swingable up and down via a pivot shaft 5, a rear wheel WR supported at the rear end of the swing arm 6, and a rear cushion provided between the swing arm 6 and the vehicle body frame 2. 7.
The vehicle body frame 2 has a head pipe 2A and a pair of left and right main frames 2B extending rearward and downward from the head pipe 2A. The main frame 2B includes an engine (internal combustion engine) 11 serving as a driving source, a fuel tank 12, and the like. To support. The engine 11 is disposed below the main frame 2B and between the front wheel WF and the rear wheel WR, a fuel tank 12 is disposed above the engine 11, and an occupant seat 13 is disposed behind the fuel tank 12. . In the figure, reference numeral 14 denotes a main step on which a passenger (driver) puts his / her foot.

The front fork 3 is a telescopic fork that can expand and contract to move the front wheel WF in the vertical direction, and a front wheel brake device 21 that brakes the front wheel WF is disposed on the front wheel WF side. The front wheel brake device 21 is a disc brake type brake device, and includes a brake disc 21A that rotates integrally with the front wheel WF, and a brake caliper 21B that brakes the brake disc 21A. The front wheel WF is braked according to the operation of the brake lever.
A rear wheel brake device 23 for braking the rear wheel WR is disposed on the rear wheel WR side. The rear wheel brake device 23 is a disc brake type brake device, and includes a brake disc 23A that rotates integrally with the rear wheel WR, and a brake caliper 23B that brakes the brake disc 23A, and is operated by an occupant. The rear wheel WR is braked in accordance with the operation of the operator (brake pedal).

FIG. 2 is a diagram showing a vehicle control device 50 mounted on the motorcycle 1 together with peripheral components.
The vehicle control device 50 is an electrical unit that includes a computer including a CPU, a ROM, a RAM, and the like and various electronic components, and controls each part of the motorcycle 1.
The engine control unit 51 of the vehicle control device 50 includes a throttle valve 52 (electronic throttle valve driven by a motor or the like in this configuration) 52 that controls the amount of intake air sent to the engine 11, and an injector 53 that sends fuel to the engine 11. And an ignition device 54 for igniting a mixture of air and fuel sent to the engine 11, an engine speed sensor 55 for detecting the engine speed, and a throttle opening (throttle opening) operated by the occupant. The throttle valve 52, the injector 53, and the ignition device 54 are controlled according to an engine control program stored in advance so as to obtain an engine output according to the occupant's throttle operation. .
The configuration including the engine control is a configuration included in a conventional motorcycle, and a known configuration can be widely applied.

The motorcycle 1 also includes a front wheel speed sensor 61 that detects the wheel speed of the front wheel WF that is a driven wheel, and a rear wheel speed sensor 62 that detects the wheel speed of the rear wheel WR that is a driving wheel. The wheel speed detection unit 63 is configured to acquire the wheel speed of the front and rear wheels and the difference between the wheel speeds.
In addition, the motorcycle 1 includes a brake operation detection unit 57 that detects a brake operation of the occupant (operations of the front wheel brake operator and the rear wheel brake operator).
Here, the wheel speed sensors 61 and 62, the wheel speed detection unit 63, and the brake operation detection unit 57 excessively drive a known ABS brake system or rear wheel WR that prevents the front wheel WF and the rear wheel WR from being locked. It is the structure used for the well-known engine output adjustment system etc. which prevent this. That is, the above-described configuration of the motorcycle 1 is a configuration included in a conventional motorcycle.

By the way, in this type of motorcycle, the rear wheel WR may float from the running surface GD (see FIG. 1) during hard braking. For example, when the vehicle is decelerated only by the front wheel brake device 21, a force (F1 in FIG. 1) acting in the direction of contracting the front fork 3 acts by the inertial force of the vehicle body and the occupant, and the rear wheel WR is lifted from the traveling surface GD. There is. Even when both the front wheel brake device 21 and the rear wheel brake device 23 are used for deceleration, the rear wheel WR may be lifted from the running surface GD if the inertial forces of the vehicle body and the occupant are particularly large.
Therefore, in this motorcycle 1, a lift detection process is performed to detect whether or not the rear wheel WR is lifted when the brake is operated, and if it is detected that the rear wheel WR is lifted, the rotation of the rear wheel WR is detected. The engine is controlled so that the rear wheel WR is lowered and the rear wheel WR is grounded by the reaction force (indicated by symbol F2 in FIG. 1).

FIG. 3 is a flowchart showing this control (rear wheel lifting suppression control). This control is executed repeatedly at a predetermined interrupt cycle.
In the vehicle control device 50, the engine control unit 51 determines whether or not the front wheel brake device 21 is in operation and the front wheel brake device 21 is turned on (in operation) in order to determine whether or not the vehicle body has entered a deceleration state. It is determined whether or not the condition that the opening degree is zero and there is no difference between the wheel speed of the front wheel WF and the wheel speed of the rear wheel WR is satisfied (step S1).
If this condition is not satisfied (step S1: NO), the engine control unit 51 terminates the control. On the other hand, if this condition is satisfied (step S1: YES), the control is turned off to prepare for the rotation control of the rear wheel WR. First, a process of detecting whether or not the rear wheel WR is lifted from the traveling surface GD (lifting detection process) is started (step S2).
Here, FIG. 2 shows a lift detection unit 64 that performs the lift detection process. The lift detection unit 64 detects the lift of the rear wheel WR based on the detection results of the brake operation detection unit 57 and the wheel speed detection unit 63. In practice, the CPU of the vehicle control device 50 performs a predetermined program. Is executed to detect the lifting of the rear wheel WR.

  When the state where the rear wheel WR is lifted is detected (step S2: YES), the engine control unit 51 performs control to increase the rotation of the rear wheel WR (step S3), and the brake is turned off (stopped). That is, the processes in steps S2 and S3 are repeatedly executed until deceleration is completed (step S4: YES). For this reason, every time the rear wheel WR floats, control for increasing the rotation of the rear wheel WR is performed. Thereafter, when the brakes on both the front and rear wheels are turned off, the engine control unit 51 once ends the control, and re-executes from step S1 at a predetermined interruption cycle.

FIG. 4 is a flowchart showing the contents of step S2 (lifting detection processing).
As shown in this figure, the lift detection unit 64 first determines whether or not the front wheel brake device 21 is ON and the rear wheel brake device 23 is OFF, that is, whether or not the vehicle is decelerating only with the front wheel brake. (Step S1A). When a positive result is obtained in this determination (step S1A: YES), the lift detection unit 64 determines that the wheel speed of the rear wheel WR exceeds the wheel speed of the front wheel WF (rear wheel speed> front wheel speed). Then, it is determined that the rear wheel WR is floating (step S2A).
That is, when the vehicle is decelerating only with the front wheel brake, the rear wheel WR idles when the rear wheel WR is lifted, so the rear wheel speed becomes higher than the front wheel speed. In this configuration, by detecting this, it is possible to reliably detect the state in which the rear wheel WR is lifted.

On the other hand, when a negative result is obtained in the determination in step S11 (step S1A: NO), the lift detection unit 64 performs the following processing. In this case, since it is already determined in step S1 that the front wheel brake device 21 is ON, it can be determined that the vehicle is decelerating using both the front wheel brake device 21 and the rear wheel brake device 23 in combination.
In this case, the lift detection unit 64 determines that the rear wheel WR has floated when the wheel speed of the rear wheel WR falls below the wheel speed of the front wheel WF (rear wheel speed> front wheel speed) (step S3A). ).
That is, when the vehicle is decelerating with both front and rear wheel brakes, the rear wheel WR has a substantially lower inertial force than the front wheel WF when the rear wheel WR is lifted, so the rear wheel speed is almost zero in a short time. Will be braked and become lower than the front wheel speed. In this configuration, by detecting this, it is possible to reliably detect the state in which the rear wheel WR is lifted even when the vehicle is decelerated by both brakes.

FIG. 5 is a flowchart showing the contents of step S3 (control for increasing the rotation of the rear wheel WR).
As shown in this figure, the engine control unit 51 has at least one of the fuel injection amount by the injector 53, the fuel injection timing, the ignition timing of the ignition device 54, and the throttle valve opening in order to increase the rotation of the rear wheel WR. Adjustment is started (step S1B). For example, the engine control unit 51 increases the fuel injection amount as compared with the case of normal engine control to increase the engine speed, and the fuel injection timing as compared with the case of normal engine control. Control for increasing the engine speed, control for increasing the engine speed by advancing the ignition timing (advancing), and control for increasing the engine speed by increasing the throttle valve opening.
When the rotation of the rear wheel WR is controlled to increase in this way, the reaction F causes a force F2 (see FIG. 1) for lowering the rear part of the vehicle body, so that the rear wheel WR2 can be lowered.

Subsequently, the engine control unit 51 determines one of two conditions, that is, whether a predetermined time has elapsed from the start of the attitude control in step S1B or whether the brake input has been completed (both brake devices 21, 23 are OFF). It is determined whether it is satisfied (step S2B).
Here, the predetermined time is set to a time during which it can be determined that the rear part of the vehicle body has surely started to be lowered by the rear wheel control from the start of the attitude control in step S1B. For this reason, if this predetermined time has passed, it can be determined that the rear part of the vehicle body has started to drop. Further, if the brake input is completed, it can be determined that the rear portion of the vehicle body has started to fall because the vehicle body has not decelerated.

If a positive result is obtained in the determination in step S2B, the engine control unit 51 starts adjusting at least one of the fuel injection amount, the fuel injection timing, the ignition timing, and the throttle valve opening in order to decelerate the rear wheel WR. (Step S3B). For example, the engine control unit 51 reduces the fuel injection amount to reduce the engine rotation (including control to reduce the injection amount to zero), delays the fuel injection timing to control the engine rotation, and delays the ignition timing. (Delay angle) or control to decelerate the engine by decelerating the ignition, reduce the throttle valve opening, or close the throttle valve to decelerate the engine.
After reliably decelerating the rear wheel WR in this way, the engine control unit 51 ends the control in step S3B when the wheel speed of the rear wheel WR and the wheel speed of the front wheel WF become the same (step S4B). Thereby, the situation which decelerates the rear wheel WR excessively can be avoided. In this case, the rear wheel WR can be grounded at the same speed as the front wheel WF, the rear wheel WR can be grounded in a stable state, and unnecessary wear of the rear wheel WR can be suppressed. An effect is obtained.

  Next, the operation at the time of brake operation of the motorcycle 1 will be described. FIG. 6 is a characteristic curve diagram showing an example when the vehicle is decelerated only by the front wheel brake device 21, and FIG. 7 is a characteristic curve diagram showing an example when the vehicle is decelerated by both the front wheel brake device 21 and the rear wheel brake device 23. It is. In these drawings, the symbol Rr indicates the wheel speed of the rear wheel WR, and the symbol Fr indicates the wheel speed of the front wheel WF. 6 and 7, the horizontal axis represents time (time), and the vertical axis represents vehicle speed (V). Hereinafter, for easy understanding, the wheel speed of the rear wheel WR is appropriately expressed as a rear wheel speed Rr, and the wheel speed of the front wheel WF is appropriately described as a front wheel speed Fr.

As shown in FIGS. 6 and 7, in the acceleration section AR1 of the motorcycle 1, the rear wheel speed Rr and the front wheel speed Fr increase at the same speed, and the rear wheel speed Rr and the front wheel speed Fr become constant at the same speed. Since the front wheel brake device 21 is operated after the fixed section AR2, a deceleration section AR3 in which the rear wheel speed Rr and the front wheel speed Fr are decelerated is formed.
In this configuration, the vehicle is lifted until the condition that the front wheel brake device 21 is ON (operating), the throttle opening is zero, and there is no difference between the wheel speed of the front wheel WF and the wheel speed of the rear wheel WR is satisfied. Since the detection process is not performed (see steps S1 and S2 above), the floating detection process is not performed unnecessarily until the timing that satisfies the above conditions (timing TM in the fixed section AR2 in FIGS. 6 and 7) is reached. The processing burden on the vehicle control device 50 can be reduced.

6 and 7 show a case where the rear wheel WR is lifted at times T1 and T2 in each deceleration section AR3.
As shown in FIG. 6, in the deceleration zone AR3 where the vehicle is decelerated only by the front wheel brake device 21, when the rear wheel WR is lifted, the rear wheel speed Rr exceeds the front wheel speed Fr. However, in this configuration, the rear wheel speed Rr is the front wheel speed. If it exceeds Fr, control is performed to increase the rotation of the rear wheel WR (see FIGS. 3 and 4), so that the rear wheel WR can be immediately lowered and brought into contact with the ground.
Therefore, as shown in FIG. 6, even when the hard brake is performed and the rear wheel WR is lifted several times, the rear wheel WR can be immediately grounded each time.

  In addition, as shown in FIG. 7, in the deceleration zone AR3 where both the front and rear wheel braking devices 21 and 23 decelerate, when the rear wheel WR is lifted, the rear wheel speed Rr is lower than the front wheel speed Fr. At the time of braking operation, if the rear wheel speed Rr is lower than the front wheel speed Fr, control is performed to increase the rotation of the rear wheel WR (see FIGS. 3 and 4), so that the rear wheel WR can be immediately lowered and grounded. . Accordingly, even when both brakes are operated, even if the hard brake is applied and the rear wheel WR is lifted several times, the rear wheel WR can be immediately grounded each time.

  As described above, according to the present embodiment, the engine control unit 51 includes the lift detection unit 64 that detects whether the rear wheel WR is lifted from the traveling surface GD when the brake is operated. When it is detected that the WR is in a floating state, the rotation of the rear wheel WR is raised and the rear part of the vehicle body is lowered by the reaction to ground the rear wheel WR, so that the engine control can be performed without using dedicated parts. The lift of the rear wheel WR can be returned. For this reason, the vehicle control device 50 can be caused to function as a posture control device that returns the lift of the rear wheel WR, and the lift of the rear wheel WR can be returned at low cost without increasing the number of parts.

The engine control unit 51 adjusts at least one of the fuel injection amount, the fuel injection timing, the ignition timing, and the intake air amount to the engine 11 as control for increasing the rotation of the rear wheel WR. Can be returned with simple control.
Further, when the front wheel brake device 21 is operated and the rear wheel brake device 23 for braking the rear wheel WR is not operated, the lift detection unit 64 detects the rear wheel when the rear wheel speed Rr exceeds the front wheel speed Fr. Since it is determined that the WR is in a lifted state, it is possible to accurately detect the state in which the rear wheel WR is lifted when only the front wheel brake is operated.
Further, when both the front wheel brake device 21 and the rear wheel brake device 23 are operated, the lift detection unit 64 indicates that the rear wheel WR is in a floating state when the rear wheel speed Rr is lower than the front wheel speed Fr. Therefore, it is possible to accurately detect the state in which the rear wheel WR is lifted when the front and rear wheel brakes are operated.

Further, in this configuration, when the rear wheel speed Rr is not different from the front wheel speed Fr, the throttle opening is zero, and the front wheel brake device 21 is operating, the state shifts to the standby state where the attitude control starts. Therefore, it is possible to shift to the standby state immediately before the deceleration zone AR. For this reason, it is possible to reduce the processing load without performing the lifting detection process or the like outside the deceleration zone AR3.
Further, in this configuration, when a predetermined time has elapsed after starting the control for increasing the rotation of the rear wheel WR, or when the brake operation is finished, the rotation of the rear wheel WR is decelerated. Can start decelerating at the timing when it has surely started to fall, and the situation of excessively increasing the rotation of the rear wheel WR can be avoided.
In this case, when the rotational speeds of the front wheel WF and the rear wheel WR are the same, the deceleration of the rear wheel WR is stopped, so that a situation in which the rear wheel WR is excessively decelerated can be avoided.

Second Embodiment
FIG. 8 is a view showing the vehicle control device 50 of the motorcycle 1 according to the second embodiment together with the peripheral configuration, and FIG. 9 is a flowchart showing the control for increasing the rotation of the rear wheel WR.
As shown in FIG. 8, the vehicle control device 50 is wired to an inclination sensor 71 that detects the inclination angle of the vehicle body in the front-rear direction and an acceleration sensor 72 that detects the acceleration of the vehicle body.
In this vehicle control device 50, the engine control unit 51 detects the inclination angle detected by the inclination sensor 71 when the inclination of the vehicle body is equal to or more than the minimum reference angle θ1 where the vehicle body is inclined downward, or by the acceleration sensor 72. When the acceleration is greater than the minimum reference acceleration A1 due to deceleration, it is determined that the rear wheel WR has floated.

That is, the minimum reference angle θ1 is set to a minimum inclination angle at which it can be determined that the rear wheel WR has floated, and exceeds the inclination angle of the normal travel range in which the rear wheel WR is not floating. Further, the minimum reference acceleration A1 is set to the minimum acceleration at the time of hard braking with a high possibility that the rear wheel WR will float. In this way, it is possible to detect a state where the rear wheel WR is lifted.
This type of tilt sensor 71 and acceleration sensor 72 may be provided in the motorcycle 1 to detect the traveling state of the vehicle body. In this configuration, the sensors 71 and 72 in that case are used. Accordingly, also in this embodiment, the vehicle control device 50 can function as a posture control device that returns the lift of the rear wheel WR, and the lift of the rear wheel WR can be returned at a low cost without increasing the number of parts. There are effects such as being able to.

Further, in this configuration, as shown in FIG. 9, as the control for increasing the rotation of the rear wheel WR, the control for increasing the rotation of the rear wheel WR (step S <b> 1 </ b> B) is performed, and then based on the detection angle of the inclination sensor 71. It is determined whether or not a return of inclination has been detected (step S2D). If a return of inclination is detected, the rear wheel WR is decelerated. Accordingly, it is possible to detect that the rear part of the vehicle body has started to be lowered using the inclination sensor 71, to appropriately detect the deceleration timing, and to avoid a situation in which the rear wheel WR is excessively decelerated.
Thus, in this configuration, the vehicle control device 50 can function as a posture control device that returns the lift of the rear wheel WR without using the front wheel speed sensor 61 and the rear wheel speed sensor 62 of the first embodiment. it can. Accordingly, it is possible to return the lift of the rear wheel WR at a low cost without increasing the number of parts in the motorcycle 1 that does not include the front wheel speed sensor 61 and the rear wheel speed sensor 62.
In the present embodiment, the case where both the tilt sensor 71 and the acceleration sensor 72 are used has been described. However, the present invention is not limited to this, and only one of the sensors may be used.

<Third Embodiment>
FIG. 10 is a view showing a vehicle control device 50 of the motorcycle 1 according to the third embodiment together with the peripheral configuration.
In the motorcycle 1, a speed change mechanism 17 provided between the engine 11 and the rear wheel WR is configured as an automatic manual transmission (hereinafter referred to as AMT) that performs clutch operation and speed change operation by computer control. ing.
In the AMT 17, the clutch control unit 75 controls the engagement / disengagement of the clutch under the engine control unit 51, and the shift control unit 76 switches the gear ratio of the AMT 17 between, for example, 1st to 6th speeds. Further, the current gear ratio of the AMT 17 is notified to the engine control unit 51 via the gear position sensor 77.

In this configuration, as a control for increasing the rotation of the rear wheel WR (corresponding to step S1B shown in FIG. 5), the current gear ratio is higher than the current gear ratio (for example, the second gear is changed to the third gear). If the shift control is switched to a high gear ratio, that is, the gear ratio is switched to a high gear ratio, the rotation of the rear wheel WR can be rapidly increased even at the same engine speed, and the large reaction force F2 (see FIG. 1), and the rear wheel WR can be grounded quickly.
In the process of decelerating the rear wheel WR after switching to a high gear ratio (corresponding to step S3B shown in FIG. 5), the rotation of the rear wheel WR can be rapidly decelerated by returning to the gear ratio before switching. it can.

As described above, when the AMT 17 is provided, the rotation of the rear wheel WR can be changed by using the AMT 17 to lift the rear wheel WR. Accordingly, the vehicle control device 50 that controls the AMT 17 can function as a posture control device that returns the lift of the rear wheel WR, and the lift of the rear wheel WR can be returned at low cost without increasing the number of parts. It is.
In addition to the control of the AMT 17, at least one of the fuel injection amount, the fuel injection timing, the ignition timing of the ignition device 54, and the throttle valve opening may be adjusted.

The above-described embodiment is merely an aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.
For example, in the above embodiment, when it is detected that the rear wheel WR is in a floating state, the engine control unit 51 acquires the vehicle speed and the deceleration of the vehicle body at that time, and based on these, the rear wheel WR is acquired. A target rotation amount (target rotation number) of the rear wheel WR for grounding the vehicle may be calculated, and the rotation of the rear wheel WR may be increased so as to be the target rotation amount. Here, the vehicle speed may be calculated from the engine speed of the motorcycle 1, the gear ratio of the transmission mechanism 17, the wheel speed, or the like, or may be acquired from a vehicle speed sensor provided in advance. Further, the deceleration of the vehicle body may be calculated from changes in engine speed, vehicle speed, wheel speed, or the like, or may be acquired from a previously provided acceleration sensor.

The degree to which the rear wheel WR is floating is proportional to the vehicle speed and the deceleration of the vehicle body, and if the vehicle body and the deceleration of the vehicle body are obtained, it is estimated how much the rear wheel WR is floating. can do. If this estimation is possible, the target rotation amount can be calculated appropriately. Specifically, for example, the target rotation amount for various vehicle speeds and decelerations of the vehicle body may be converted into data, and the target rotation amount may be set based on this data. The target rotation amount may be set as an adjustment amount of the fuel injection amount, fuel injection timing, ignition timing, intake air amount, and gear ratio of the transmission mechanism 17.
Moreover, although the case where this invention is applied to the attitude | position control apparatus of the motorcycle 1 shown in FIG. 1 was demonstrated in the said embodiment, it applies not only to this but to the attitude | position control apparatuses of various vehicles which have a front wheel and a rear wheel. For example, you may apply to the attitude | position control apparatus of the saddle-ride type vehicle also including the bicycle with a motor.

1 Motorcycle 11 Engine (Internal combustion engine)
DESCRIPTION OF SYMBOLS 17 Speed change mechanism 21 Front wheel brake device 23 Rear wheel brake device 50 Vehicle control device 51 Engine control part 52 Throttle valve 53 Injector 54 Ignition device 61 Front wheel speed sensor 62 Rear wheel speed sensor 63 Wheel speed detection part 64 Lift detection part 71 Inclination sensor 72 Acceleration sensor GD Running surface WF Front wheel WR Rear wheel

Claims (10)

In a posture control apparatus for a motorcycle including a front wheel (WF), a rear wheel (WR), an engine (11) for driving the rear wheel (WR), and an engine control unit (51) for controlling the engine (11). ,
A lift detection unit (64) for detecting whether or not the rear wheel (WR) is lifted from the running surface when the brake is operated;
When the engine control unit (51) detects that the rear wheel (WR) is in a floating state, the engine control unit (51) raises the rotation of the rear wheel (WR) and lowers the rear part of the vehicle body due to the reaction thereof. (WR) is grounded ,
When both the front wheel brake device (21) for braking the front wheel (WF) and the rear wheel brake device (23) for braking the rear wheel are operated, the lift detection unit (64) A posture control apparatus for a motorcycle , wherein when the wheel speed of WR is lower than the wheel speed of the front wheel (WF), it is determined that the rear wheel (WR) is in a floating state .   The engine control unit (51) controls at least the fuel injection amount to the engine (11), the fuel injection timing, the ignition timing, the intake air amount, and the speed change mechanism (17) as control for increasing the rotation of the rear wheel (WR). The attitude control device for a motorcycle according to claim 1, wherein any one of the gear ratios is adjusted. When the front wheel brake device (21) for braking the front wheel (WF) is activated and the rear wheel brake device (23) for braking the rear wheel is not activated, the lift detection unit (64) 3. The automatic according to claim 1, wherein when the wheel speed of (WR) exceeds the wheel speed of the front wheel (WF), it is determined that the rear wheel (WR) is in a floating state. Attitude control device for motorcycles. When the engine control unit (51) detects that the rear wheel (WR) is in a floating state, the engine control unit (51) is configured to ground the rear wheel (WR) based on a vehicle speed and a deceleration of the vehicle body. The attitude control device for a motorcycle according to any one of claims 1 to 3, wherein a rotation amount of a rear wheel (WR) is calculated. There is no difference between the wheel speed of the front wheel (WF) and the wheel speed of the rear wheel (WR), the throttle opening is zero, and the front wheel brake device (21) for braking the front wheel (WF) is operated. If the rear wheel (WR) is detected to be in a floating state after the transition to the standby state for starting the attitude control and the transition to the standby state, the rotation of the rear wheel (WR) is performed. The attitude control device for a motorcycle according to any one of claims 1 to 4, wherein the rear wheel (WR) is raised to ground. 6. The rotation of the rear wheel (WR) is decelerated when a predetermined time elapses after the control for increasing the rotation of the rear wheel (WR) is started. 6. Motorcycle attitude control device. The rotation of the rear wheel (WR) is decelerated when the brake operation is finished after starting the control for increasing the rotation of the rear wheel (WR). The attitude control device for a motorcycle according to claim 1. When the rotation of the rear wheel (WR) is decelerated, the deceleration of the rear wheel (WR) is stopped when the number of rotations of the front wheel (WF) and the rear wheel (WR) becomes the same. The attitude control device for a motorcycle according to any one of claims 1 to 7. The deceleration of the rear wheel (WR) is stopped when detecting the lowering of the rear part of the vehicle body while decelerating the rotation of the rear wheel (WR). The motorcycle attitude control device described. In a posture control method for a motorcycle including a front wheel (WF), a rear wheel (WR), an engine (11) for driving the rear wheel (WR), and an engine control unit (51) for controlling the engine (11). ,
  Lift detection processing for detecting whether or not the rear wheel (WR) is lifted from the running surface when the brake is operated, and detecting that the rear wheel (WR) is lifted, the engine control unit ( 51) to increase the rotation of the rear wheel (WR) and lower the rear part of the vehicle body by the reaction to control the grounding of the rear wheel (WR),
  In the lifting detection process, when both the front wheel brake device (21) for braking the front wheel (WF) and the rear wheel brake device (23) for braking the rear wheel are operated, the rear wheel (WR) A posture control method for a motorcycle, wherein when the wheel speed falls below the wheel speed of the front wheel (WF), it is determined that the rear wheel (WR) is in a floating state.

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