JP6352790B2 - Vehicle and throttle valve drive method - Google Patents

Description

  The present invention relates to a vehicle and a method for driving a throttle valve.

  2. Description of the Related Art A configuration including an electronically controlled throttle that electrically drives a throttle valve for adjusting the flow rate of intake air sent to a combustion chamber of an engine in a straddle-type vehicle or the like is known (see, for example, Patent Document 1) ).

  By adopting the electronic control throttle, it is possible to control the engine output based on the vehicle state such as the running state in addition to the driver's throttle operation.

International Publication No. 2005/047672

  However, in the conventional configuration, since the same intake air amount control is performed for all the cylinders, it may be difficult to adjust the engine output such as fine adjustment of the output of the entire engine.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle and a throttle valve driving method capable of diversifying engine output adjustment.

  A vehicle according to one aspect of the present invention is provided with an engine having a plurality of combustion chambers, and a plurality of combustion chambers for individually adjusting the flow rate of intake air flowing into the combustion chambers. A throttle valve, the plurality of throttle valves are grouped into two or more groups, two or more drive mechanisms that electrically drive the throttle valve for each group, a throttle operation amount of a driver, and a predetermined vehicle A throttle control device that controls the drive mechanism based on a state, and the throttle control device gives a different throttle opening command for each drive mechanism when a predetermined output adjustment condition is satisfied. .

  According to the above configuration, the plurality of throttle valves are grouped into two or more groups, and the throttle opening of the throttle valve is electrically controlled for each group. Therefore, the throttle opening can be varied for each group, and the output obtained for each cylinder of the engine can be varied. Thereby, engine output adjustment can be diversified.

  The throttle control device, when not satisfying the output adjustment condition, gives a common throttle opening command common to each drive mechanism based on the input throttle operation information of the driver, and satisfies the output adjustment condition In this case, the common throttle opening command is given to at least one of the two or more driving mechanisms, and an adjustment throttle opening command different from the common throttle opening command is given to the other driving mechanisms. May be given. According to this, even when the throttle opening is made different for each group, the throttle opening in the adjustment throttle opening command is changed to the common throttle opening by maintaining the common throttle opening command in some groups. Even if a large change is made from the command, the influence of the output change of the entire engine can be reduced. Therefore, the engine output can be finely adjusted to a desired output while preventing a rapid change in the engine output.

  The time variation of the throttle opening in the adjustment throttle opening command may be set larger than the time variation of the throttle opening in the common throttle opening command. According to this, even when the throttle opening is made different for each group, the temporal change of the throttle opening in the adjustment throttle opening command can be changed by maintaining the common throttle opening command in some groups. Even if it is increased from the common throttle opening command, the influence of the output change of the entire engine can be reduced. Therefore, the engine output can be finely adjusted to a desired output while preventing a rapid change in the engine output.

  When the throttle control device determines that the required output increase rate is larger than the output increase rate obtained by the common throttle opening command based on the vehicle state and the driver's throttle operation information. It may be determined that the output adjustment condition is satisfied. According to this, in order to increase the output increase rate, the throttle opening is made different for each group (that is, by making the throttle opening of some throttle valves larger than the common throttle opening command), As compared with a case where the throttle opening of the engine is increased, the output increase rate can be increased while suppressing the final change in the engine output.

  The throttle control device determines that the output adjustment condition is satisfied when the throttle operation information includes a command to increase output when the combustion chamber is in a non-combustible state, and the throttle adjustment command is used as the adjustment throttle opening command. You may give the command which enlarges a throttle opening rather than a common throttle opening command. According to this, when the combustion chamber is in a non-combustible state, when the throttle operation information includes a command to increase the output, the throttle opening of some throttle valves is made larger than the common throttle opening command. Thus, it is possible to prevent a sudden rise in torque due to sudden ignition of fuel in the combustion chamber during acceleration and to perform smooth acceleration.

  The throttle control device determines that the output adjustment condition is satisfied when determining a torque decrease due to an increase in engine speed caused by a driving force different from the engine driving force, and the throttle adjustment command is used as the adjustment throttle opening command. A command to make the throttle opening smaller than the common throttle opening command may be given. According to this, in the case where a torque drop due to an increase in engine speed is caused by a driving force other than a fuel explosion in a cylinder given through the road surface due to inertia, dead weight, etc., some throttle valves By making the throttle opening larger than the common throttle opening command, it is possible to prevent a rapid decrease in torque due to fuel misfire in the combustion chamber due to an increase in the engine speed, and smooth deceleration can be performed.

  The throttle control device determines that the output adjustment condition is satisfied when detecting an increase in the engine speed that is greater than or equal to a predetermined increase amount by performing a shift that increases the reduction ratio during traveling, A command for increasing the throttle opening from the common throttle opening command may be given as the adjustment throttle opening command. According to this, when an increase in the engine speed exceeding a predetermined increase amount is detected when shifting is performed to increase the reduction ratio during traveling such as during downshifting, some of the throttle valves By making the throttle opening larger than the common throttle opening command, it is possible to suppress the occurrence of torque reduction due to an increase in engine speed due to a shift during traveling and to perform a smooth shift.

  The vehicle includes drive wheels that are driven based on the output of the engine, and the throttle control device determines that the output adjustment condition is satisfied when the slip of the drive wheels is detected or predicted, and the adjustment A command for making the throttle opening smaller than the common throttle opening command may be given as the throttle opening command for use. According to this, in the state where the drive wheel is slipping or is likely to slip, the throttle opening of all the throttle valves is reduced by making the throttle opening of some throttle valves smaller than the common throttle opening command. Compared with the case of making it small, it is possible to suppress the engine output and suppress the slip of the driving wheel while preventing a sudden change of the vehicle.

  The output adjustment condition may be set based on the posture of the vehicle. Depending on the posture of the vehicle, the engine torque change may have a great influence on the running state. For this reason, by performing output adjustment according to the posture of the vehicle, it is possible to reduce the influence of the torque change of the engine on the running state.

  The adjustment throttle opening command may be set so that the degree of dependence of the driver's throttle operation information is smaller than that of the common throttle opening command. According to this, both the common throttle opening command and the adjustment throttle opening command are determined based on the driver's throttle operation information, but the dependency is reduced in the adjustment throttle opening command. Thus, the throttle opening of some throttle valves is set to be different from the common throttle opening command. Therefore, even when the throttle opening of some throttle valves is set to be different from the common throttle opening command, the tendency of the driver's throttle operation is reflected, so that the driver does not feel uncomfortable. can do.

  A throttle valve driving method according to another aspect of the present invention is a driving method of a plurality of throttle valves provided for each of the combustion chambers of an engine having a plurality of combustion chambers. If not satisfied, each throttle valve is driven to have a common throttle opening that depends on the driver's throttle operation, and if the output adjustment condition is satisfied, at least one throttle valve of the plurality of throttle valves is set. While driving so that it may become the said common throttle opening, it drives other throttle valves so that it may become the throttle opening for adjustment with the dependence degree of a driver's throttle operation smaller than the said common throttle opening.

  According to the above method, the plurality of throttle valves are grouped into two or more groups, and the throttle opening can be made different for each group. Therefore, the output obtained for each cylinder of the engine can be varied, and the engine output adjustment can be diversified.

  The present invention is configured as described above, and has an effect that the output adjustment of the engine can be diversified.

1 is a right side view showing a motorcycle according to an embodiment of the present invention. FIG. 2 is a block diagram showing a system configuration of a control system related to throttle control of the motorcycle shown in FIG. 1. FIG. 2 is a plan view showing an appearance of the throttle device for the motorcycle shown in FIG. 1. It is a graph which shows the change by the engine speed of the throttle opening for exemplifying the condition where a combustion chamber tends to be incombustible, the pressure in a combustion chamber, the generated torque with time, and each throttle opening. It is a flowchart which shows the flow of the determination process of the control at the time of fine opening in this Embodiment. It is a graph which shows the time change of the engine speed and torque by performing a downshift in the case of deceleration with the time change of the common throttle opening command and the throttle opening command for adjustment. It is a flowchart which shows the flow of the determination process of the wheelie suppression control in this Embodiment. It is a flowchart which shows the flow of the determination process of the slide suppression control in this Embodiment. It is a schematic diagram for illustrating the connection aspect of an exhaust pipe. It is a schematic diagram for illustrating the connection aspect of an exhaust pipe.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout the drawings, and redundant description thereof is omitted. In the present embodiment, an example in which the present invention is applied to a motorcycle will be described. However, the present invention is a straddle type in which a driver such as an ATV (All Terrain Vehicle) or the like drives over a seat in addition to a motorcycle. Applicable to vehicles including vehicles and automobiles.

  FIG. 1 is a right side view showing a motorcycle according to an embodiment of the present invention. As shown in FIG. 1, the motorcycle 1 includes a front wheel 2 and a rear wheel 3 that roll on a road surface. The rear wheel 3 is a driving wheel, and the front wheel 2 is a driven wheel. The front wheel 2 is rotatably supported by a lower end portion of a front fork 4 that extends substantially in the vertical direction. The front fork 4 has an upper bracket (not shown) provided at the upper end portion thereof and a lower portion of the upper bracket. Is supported by a steering shaft (not shown) through an under bracket (not shown) provided on the steering wheel. The steering shaft is rotatably supported by the head pipe 5. A bar-type handle 6 extending to the left and right is attached to the upper bracket. Front wheel brake discs 36 </ b> A are fixed to the left and right sides of the front wheel 2. A front wheel brake caliper 36 </ b> B is supported at the lower end of the front fork 4. The front wheel brake disc 36A and the front wheel brake caliper 36B constitute a front wheel brake 36, and a piston (not shown) of the front wheel brake caliper 36B is pressed against the front wheel brake disc 36A by hydraulic pressure to generate a braking force.

  A throttle grip 7 provided at a portion of the handle 6 that is gripped by the right hand of the driver is for operating a throttle device 16 (see FIG. 2), which will be described later, by being rotated by twisting of the wrist. The rotation amount of the throttle grip 7 is detected by a throttle operation amount sensor 41 (see FIG. 2) and sent to an engine ECU 17 described later as throttle operation amount information. A brake lever 59 for operating the front wheel brake 36 is provided in front of the throttle grip. A clutch lever (not shown) is provided in front of the grip provided on the portion of the handle 6 that is gripped by the driver's left hand. The driver can turn the front wheel 2 in a desired direction about the steering shaft by rotating the handle 6.

  A pair of left and right main frames 9 extend rearward from the head pipe 5 while being inclined downward, and a pair of left and right pivot frames 10 are connected to the rear portion of the main frame 9. The pivot frame 10 is pivotally supported by a front end portion of a swing arm 11 extending substantially in the front-rear direction, and a rear wheel 3 is rotatably supported by the rear end portion of the swing arm 11. A fuel tank 12 is provided behind the handle 6, and a seat 13 for riding a driver is provided behind the fuel tank 12. A rear wheel brake disc 38A is fixed to the right side of the rear wheel 3. A rear wheel brake caliper 38B is supported at the rear end of the swing arm 11. The rear wheel brake disc 38A and the rear wheel brake caliper 38B constitute a rear wheel brake 38, and a brake force is generated when a piston (not shown) of the rear wheel brake caliper 38B is pressed against the rear wheel brake disc 38A by hydraulic pressure. Let Steps 15 on which the driver puts his / her feet are provided below the seat 13 and on the left and right sides. A brake pedal 60 that extends forward is pivotally supported on the right-side step 15, and the rear wheel brake 38 can be operated when the driver steps on the foot.

  The brake pressure is detected by a brake pressure sensor 43 (see FIG. 2) and sent to an engine ECU 17 described later. Further, the engine ECU 17 includes a rotational speed of the front wheel 2 (front wheel speed) detected by the front wheel speed sensor 44 (see FIG. 2) and a rotational speed of the rear wheel 3 detected by the rear wheel speed sensor 45 (see FIG. 2). (Rear wheel speed) is also sent.

  An inertial sensor 46 (see FIG. 2) that detects the inertia state of the vehicle is provided at a predetermined position of the vehicle body. The inertial sensor 46 measures the inclination angle (yaw angle, roll angle (bank angle), pitch angle) of the vehicle, acceleration of the vehicle (acceleration in the front-rear (X-axis) direction, acceleration in the width (Y-axis) direction, high (Acceleration in the (Z-axis) direction). As the inertial sensor 46 that detects the tilt angle, for example, a gyro sensor that detects the angular velocity of each angle can be used. As the inertial sensor 46 that detects acceleration, for example, an acceleration sensor that detects acceleration in each direction can be used. The inertial sensor 46 is constituted by, for example, a gyro sensor. Each detected inertia state is sent to an engine ECU 17 described later as vehicle inertia information.

  An engine E is mounted between the front wheel 2 and the rear wheel 3 while being supported by the main frame 9 and the pivot frame 10. In FIG. 1, a parallel four-cylinder engine is illustrated as an engine E having a plurality of combustion chambers 31. That is, the engine E has four combustion chambers 31. The rotational speed of the output shaft of the engine E (engine rotational speed) is detected by an engine rotational speed sensor 42 (see FIG. 2) and sent to the engine ECU 17 described later as engine state information.

  A transmission (not shown) is connected to the output shaft of the engine E, and driving force output from the transmission is transmitted to the rear wheel 3 via a chain (not shown). The transmission has a plurality of gear ratios (shift positions), and the shift position is detected by a position sensor 47 (see FIG. 2) and sent to an engine ECU 17 described later. Further, in an internal space below the seat 13, an engine ECU (Electric) which is an engine control device for controlling a throttle device 16, an ignition device (not shown), a fuel injection device (for example, an injector, not shown) and the like which will be described later. Control Unit) 17 is accommodated.

  FIG. 2 is a block diagram showing a system configuration of a control system related to throttle control of the motorcycle shown in FIG. A throttle device 16 is connected between an intake port 32 of the engine E and an intake duct 33 for introducing intake air into the engine E. An air cleaner (not shown) disposed below the fuel tank 12 is connected to the upstream side of the throttle device 16 and is configured to take in outside air using traveling wind pressure from the front. In FIG. 2, the exhaust port of the engine E is not shown.

  The throttle device 16 is provided in each of the four combustion chambers 31 of the engine E, and includes a plurality (four) of throttle valves for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber. Further, the throttle device 16 includes two or more drive mechanisms that electrically drive the four throttle valves. The throttle device 16 is controlled by an engine ECU 17 that functions as a throttle control device. That is, the engine ECU 17 controls each of the two or more drive mechanisms. Thus, throttle device 16 in the present embodiment constitutes an electronically controlled throttle.

  In the present embodiment, two drive mechanisms 19A, 19B are provided, and one drive mechanism 19A drives two throttle valves 18A1, 18A2 (collectively referred to as throttle valve 18A) of the four throttle valves, and the other The drive mechanism 19B drives the remaining two throttle valves 18B1 and 18B2 (collectively referred to as throttle valve 18B) of the four throttle valves. Thus, the four throttle valves 18A and 18B are grouped into two groups A and B depending on the difference between the drive mechanisms 19A and 19B to be driven. By dividing the drive mechanism for controlling the throttle valve into two or more systems, the flow rate of the intake air to the combustion chamber can be controlled for each drive mechanism, so that more detailed engine control is possible.

  The throttle valves 18A and 18B are respectively supported by two throttle bodies 20A and 20B that are integrally formed for each of the groups A and B. The two throttle bodies 20A and 20B are arranged side by side along the arrangement direction of the cylinders. That is, the two throttle bodies 20A and 20B are attached to the engine E in which the four combustion chambers 31 are arranged in series in a state of being arranged in series. By separating the throttle bodies 20A and 20B for the drive mechanisms 19A and 19B, the drive mechanisms 19A and 19B can be assembled in units of the throttle bodies 20A and 20B, and the engine E can be easily assembled. In this way, since the throttle bodies 20A and 20B can be unitized, the manufacturing cost can be reduced.

  FIG. 3 is a plan view showing an appearance of the throttle device of the motorcycle shown in FIG. As shown in FIG. 3, the throttle valves 18 </ b> A and 18 </ b> B are configured to be rotatable around rotation shafts 22 </ b> A and 22 </ b> B orthogonal to a cylindrical intake inlet 21 formed in the throttle bodies 20 </ b> A and 20 </ b> B. The rotary shafts 22A and 22B of the throttle valves 18A and 18B are arranged along the cylinder arrangement direction, and are shared by the groups A and B. That is, throttle valves 18A1 and 18A2 belonging to group A are fixed to rotation shaft 22A, and throttle valves 18B1 and 18B2 belonging to group B are fixed to rotation shaft 22B. As described above, the rotation shafts 22A and 22B for driving the plurality of throttle valves 18A and 18B in the present embodiment are divided to the left and right (in the cylinder arrangement direction).

  The rotation shafts 22A and 22B are disposed on the same axis line. However, the present invention is not limited to this, and for example, the rotation shafts 22A and 22B are arranged so as to be shifted in the flow direction of the intake air passing through the throttle valves 18A and 18B (the axial direction of the intake air inlet 21; May be.

  Each of the drive mechanisms 19A and 19B includes motors 23A and 23B that generate rotational power for driving the rotary shafts 22A and 22B, output shafts of the motors 23A and 23B, and rotary shafts 22A and 18B of the throttle valves 18A and 18B. Link mechanisms 24A and 24B are provided to connect 22B. Link mechanism 24A, 24B is comprised by the some reduction gear which has a predetermined reduction ratio, for example. In the present embodiment, the motors 23A, 23B have the same capability (for example, maximum output, maximum rotation speed, maximum torque, etc.), and the link mechanisms 24A, 24B are configured to have the same reduction ratio. .

  Further, each of the drive mechanisms 19A and 19B includes throttle opening sensors 25A and 25B that detect the rotation angles (throttle opening) of the rotation shafts 22A and 22B of the throttle valves 18A and 18B, respectively. The throttle opening sensors 25A and 25B are composed of, for example, a rotary encoder. The link mechanisms 24A and 24B are provided between the throttle bodies 20A and 20B and the throttle opening sensors 25A and 25B.

  As described above, the motors 23A and 23B, the link mechanisms 24A and 24B, and the throttle opening sensors 25A and 25B are provided for each group. By driving the four throttle valves 18A1, 18A2, 18B1, and 18B2 by the two motors 23A and 23B, the driving force required for the motors 23A and 23B can be increased compared to the case of driving the four throttle valves by one motor. The motors 23A and 23B can be reduced in size.

  Further, the rotation shafts 22A and 22B of the throttle valves 18A and 18B can be shortened as compared with the case where four throttle valves are driven by one motor. For this reason, the torsion which arises in rotating shaft 22A, 22B can be reduced, and the dispersion | variation in the throttle opening in each throttle valve 18A, 18B can be suppressed.

  Further, since the four throttle valves 18A and 18B are driven by two or more drive mechanisms 19A and 19B, when an abnormality occurs in one drive mechanism (for example, the motor 23A, the link mechanism 24A or the throttle opening sensor of the drive mechanism 19A). When an abnormality occurs in 25A), the engine ECU 17 closes the throttle valve (18A) of the one drive mechanism in which the abnormality has occurred, and stops the fuel injection of the corresponding fuel injection device while another drive mechanism ( For example, the throttle opening of 19A) can be gradually closed, and the fuel injection of the corresponding fuel injection device can be controlled according to the throttle opening gradually closed. As a result, when the abnormality occurs in one drive mechanism, the period during which the vehicle can be run by increasing the period during which the engine can be controlled while reducing the impact on the vehicle by closing all the throttle valves 18A, 18B. Can be lengthened.

  Further, by providing two or more throttle opening sensors 25A and 25B for one engine E, it is not necessary to provide a separate safety device. For example, there is no need to make the sensor a double system (providing a plurality of sensors at the same location). In this case, for example, when the two or more drive mechanisms are driven based on the common throttle opening command, the engine ECU 17 detects the difference between the throttle opening values detected by the corresponding two or more throttle opening sensors. Can be determined that an abnormality has occurred in any of the drive mechanisms. Further, by providing two or more control systems for one engine E, it is possible to reduce a circuit load for engine control. For example, as a circuit and wiring for supplying power to the motors 23A and 23B, supplying power to the throttle opening sensors 25A and 25B, and receiving signals, the same as in the conventional mode in which the throttle valve is controlled by one control system Even in the case of performance, a margin can be given to the capacity of the circuit and wiring.

  The motors 23A and 23B are arranged so as to overlap in a direction perpendicular to the arrangement direction of the corresponding throttle bodies 20A and 20B and throttle bodies 20A and 20B (throttle valves 18A and 18B) in plan view (FIG. 3). . Thereby, the length of the throttle body 20A, 20B in the arrangement direction of the throttle device 16 can be suppressed. The motors 23A and 23B are arranged so that each output shaft is parallel to the rotation shafts 22A and 22B.

  The throttle device 16 includes two urging mechanisms 26A and 26B provided for the drive mechanisms 19A and 19B. Each of the urging mechanisms 26A and 26B urges each of the plurality of throttle valves 18A and 18B driven by the drive mechanisms 19A and 19B in the closing direction. More specifically, the urging mechanisms 26A and 26B are configured to urge each of the rotation shafts 22A and 22B around the axis of the rotation shafts 22A and 22B. The urging mechanisms 26A and 26B are configured by, for example, coil springs.

  By disposing the urging mechanisms 26A and 26B between the throttle bodies 20A and 20B, it is not necessary to provide the urging mechanisms 26A and 26B outside the throttle bodies 20A and 20B. In the conventional structure in which a plurality of throttle bodies are connected in series, there is a mechanism for connecting a rotating shaft that drives the throttle valve of each throttle body between the throttle bodies, but in this configuration, it is necessary to connect both of them. Absent. Therefore, by providing the urging mechanisms 26A and 26B between the throttle bodies 20A and 20B, the length of the throttle device 20 including the throttle bodies 20A and 20B, the throttle valves 18A and 18B, and the drive mechanisms 19A and 19B in the combustion chamber arrangement direction. The length can be shortened. Note that a valve mechanism that transmits the rotational power of the output shaft of the engine E to the camshaft for opening and closing the intake valve and the exhaust valve is provided at one end (for example, the drive mechanism 19B side) in the combustion chamber arrangement direction of the engine E. A cam chain (not shown) is arranged. For this reason, even if the drive mechanism 19B is disposed so as to protrude from the throttle body 20B in the combustion chamber arrangement direction so that at least a part of the cam chain overlaps in a plan view, the conventional structure in which a plurality of throttle bodies are connected in series is achieved. On the other hand, there is no demerit regarding the length in the combustion chamber arrangement direction. That is, the length in the combustion chamber arrangement direction can be shortened by an amount that does not require the urging mechanism to be provided outside the throttle body 20A with respect to the conventional structure. The urging mechanisms 26A and 26B may not be provided. The urging mechanisms 26A and 26B may not be provided.

  With respect to the direction orthogonal to the direction in which the throttle valves 18 are arranged, the motors 23A and 23B constituting the drive mechanisms 19A and 19B are disposed on the opposite side of the injector (not shown) across the throttle bodies 20A and 20B. Thereby, it is possible to prevent interference between a pipe (not shown) for supplying fuel to the injector and the motors 23A and 23B.

  The engine ECU 17 is electrically connected to the motors 23A and 23B and the throttle opening sensors 25A and 25B of the drive mechanisms 19A and 19B. The engine ECU 17 outputs a current signal as a throttle opening command to the motors 23A and 23B. The motors 23A and 23B rotate the rotation shafts 22A and 22B of the corresponding throttle valves 18A and 18B based on the throttle opening degree command given from the engine ECU 17. As the pivot shafts 22A and 22B pivot, the opening degree of the throttle valves 18A and 18B changes. The current signal from the engine ECU 17 becomes driving power for the motors 23A and 23B. The throttle opening sensors 25A and 25B detect the rotation angles of the rotation shafts 22A and 22B and feed back to the engine ECU 17.

  It should be noted that the engine ECU 17 and the drive mechanisms 19A and 19B may be wired so as to be electrically connected to each other, or the engine ECU 17 and the drive mechanisms 19A and 19B are driven so as to give a throttle opening command. The mechanisms 19A and 19B may be selectively connected.

  The throttle bodies 20A and 20B have symmetrical shapes with respect to the central portion in the arrangement direction of the throttle valves 18A and 18B. In the present embodiment, the urging mechanisms 26A and 26B are disposed between the adjacent throttle bodies 20A and 20B. That is, the urging mechanisms 26A and 26B are attached to one end portions of the rotation shafts 22A and 22B. Further, the drive mechanisms 19A and 19B are disposed at both ends in the arrangement direction of the adjacent throttle bodies 20A and 20B. That is, the drive mechanisms 19A and 19B are attached to the other end portions of the rotation shafts 22A and 22B. Thereby, since the drive mechanisms 19A and 19B are disposed outside the throttle device 16, maintenance can be easily performed.

  Here, the engine ECU 17 functioning as a throttle control device is configured to give a different throttle opening command for each of the drive mechanisms 19A and 19B when a predetermined output adjustment condition is satisfied. Specifically, when the engine ECU 17 does not satisfy the output adjustment condition, the common control for giving a common throttle opening command common to the drive mechanisms 19A and 19B based on the input throttle operation information of the driver. I do. On the other hand, when the output adjustment condition is satisfied, the engine ECU 17 gives a common throttle opening command to the group A drive mechanism 19A, and the adjustment throttle opening different from the common throttle opening command to the group B drive mechanism 19B. Performs group-specific control that gives commands. The engine ECU 17 stores in advance a program indicating output adjustment conditions, common control execution contents, group-specific control execution contents, and a control flow. The engine ECU 17 executes the program as a throttle control device. Function.

  According to the above configuration, the plurality (four) of throttle valves 18A1, 18A2, 18B1, and 18B2 are grouped into two groups A and B, and the throttle opening degree of the throttle valves 18A and 18B is electrically controlled for each of the groups A and B. Controlled. Therefore, the throttle opening can be made different for each of the groups A and B. For this reason, the amount of intake air into each combustion chamber 31 of the engine E can be made different for each of the groups A and B, and the output obtained for each cylinder of the engine E can be made different for each of the groups A and B. Thereby, the output adjustment of the engine E can be diversified.

  In addition, even when performing group-specific control in which the throttle opening is made different for each of groups A and B, in some groups A, by maintaining the same common throttle opening command as in common control, Even if the throttle opening in the adjustment throttle opening command that is commanded is greatly changed from the common throttle opening command, the influence of the output change of the engine E as a whole can be reduced. Therefore, a desired output can be finely adjusted while preventing a sudden change in engine output.

  The engine ECU 17 receives and inputs engine state information such as the engine speed, the driver's throttle operation amount information, and other vehicle state information by the sensors 41 to 47 described above. The vehicle state information includes vehicle speed, slip information based on the difference in vehicle speed between the front and rear wheels, brake pressure, vehicle inclination information, and the like.

  The output adjustment condition is set mainly based on the vehicle state information. The engine state information can also be used as one of the output adjustment conditions to indirectly grasp the vehicle state. However, the output adjustment condition is not set only by the engine state information.

  The engine ECU 17 includes, for example, a static control map indicating a target throttle opening θo that is predetermined for a combination of a throttle operation amount S (throttle operation position) and an engine speed R by the driver. Is remembered. The engine ECU 17 generates a common throttle opening command based on the static control map.

  It should be noted that a target throttle opening different from the target throttle opening predetermined in the control map in accordance with the engine state or the vehicle state or the like at the time of common control in which a common throttle opening command is given to all the drive mechanisms 19A and 19B. A common throttle opening command may be used. Even in this case, since the common throttle opening command is given to all the drive mechanisms 19A and 19B, all the throttle valves 18A and 18B are driven in the same manner.

  The engine ECU 17 generates an adjustment throttle opening command based on the vehicle state information when the output adjustment condition is satisfied. The adjustment throttle opening command is generated, for example, by correcting the corresponding value in the static control map used for generating the common throttle opening command using the adjustment parameter according to the condition. That is, the adjustment throttle opening degree command is generated dynamically with respect to the common throttle opening degree command. For example, the engine ECU 17 reads the target throttle opening with respect to the throttle operation amount and the engine speed from a static control map, and multiplies the target throttle opening by a predetermined correction coefficient according to the output adjustment condition and the vehicle state information. Set the throttle opening. If the correction coefficient is larger than 1, the throttle opening can be made a predetermined ratio larger than the target throttle opening, and if the correction coefficient is smaller than 1, the throttle opening can be made a predetermined ratio smaller than the target throttle opening. Further, the time to reach the target throttle opening (the amount of time change of the throttle opening) may be changed without changing the target throttle opening itself.

  Instead, a control map corresponding to the vehicle state information may be stored in advance in the engine ECU 17. That is, the target throttle opening degree according to the vehicle state information may be determined in advance from the throttle operation amount and the engine speed.

  In any case, the degree of dependence of the driver's throttle operation information is set smaller in the adjustment throttle opening command than in the common throttle opening command. According to this, both the common throttle opening command and the adjustment throttle opening command are determined based on the driver's throttle operation information, but the dependency is reduced in the adjustment throttle opening command. Thus, the throttle opening of some throttle valves 18B is set to be different from the common throttle opening command. Therefore, even when the throttle opening of some throttle valves 18B is set to be different from the common throttle opening command, the tendency of the driver's throttle operation is reflected, so that the driver does not feel uncomfortable. Can be.

  In the adjustment throttle opening command, the dependence of the driver's throttle operation information is small means that the change in the command value with respect to the driver's throttle operation information is small and / or other than the driver's throttle operation information. This means that the change in the command value relative to the input is large. Further, it may include a case where the throttle opening command for adjustment is not influenced by the driver's throttle operation information.

  As described above, in the present embodiment, all the throttle valves 18A and 18B are driven and controlled not only during common control but also during group control. Further, even during the group control, the throttle valves 18A and 18B are driven and controlled so that the actual output is brought close to the output requested by the driver (throttle operation amount). Further, in the fuel injection device provided for each combustion chamber 31, the fuel injection amount is individually controlled by the engine ECU 17 according to the throttle opening of the throttle valves 18 </ b> A and 18 </ b> B provided in the same combustion chamber 31. That is, the fuel injection amount of each fuel injection device is individually controlled for each of groups A and B. Note that the air-fuel ratio (ratio of the fuel supply amount to the intake flow rate) is controlled to maintain a predetermined value both during the common control and the group-specific control.

  Hereinafter, some examples of the control by group when the output adjustment condition is satisfied will be described together with the illustration of the output adjustment condition.

[Slightly open control]
For example, when the engine ECU 17 determines that the required output increase rate is larger than the output increase rate obtained by the common throttle opening command based on the vehicle state and the driver's throttle operation information, the output adjustment is performed. It is determined that the condition is satisfied. Specifically, for example, the engine ECU 17 determines that the output adjustment condition is satisfied when the throttle operation information includes a command to increase the output when the combustion chamber 31 is in a non-combustible state. More specifically, the engine ECU 17 determines that the output adjustment condition is satisfied when a torque increase smaller than a predetermined increase amount is detected when the throttle operation amount increases and the engine speed increases.

  FIG. 4 is a graph showing a throttle opening, a combustion chamber pressure, a temporal change in generated torque, and a change in torque at each throttle opening according to the engine speed for illustrating a situation in which the combustion chamber is likely to be incombustible. . As shown in FIG. 4, the combustion chamber 31 is in a non-combustible state (from the fuel injection device) when the change in the throttle opening is small when the engine speed is larger than the predetermined speed, for example, when accelerating slowly from a stop. A state in which part of the injected fuel does not burn) (less than time t0).

  In this case, if the throttle opening is increased and the amount of air introduced into the combustion chamber 31 is increased, the internal pressure of the combustion chamber 31 increases (the internal pressure shown in FIG. 4 changes from Pa to Pb). The fuel is ignited and enters a combustion state (a state in which most of the fuel injected from the fuel injection device burns). However, when the internal pressure is between Pa and Pb (between times t0 and t1), it becomes a transient state in which it is unknown whether the fuel is ignited. It will be delayed from the change of the degree. When the fuel is burned in the combustion chamber 31, the torque output from the engine E rises, so the delay in the change from the non-combustion state to the combustion state appears as it is as a delay in the rise of the torque. That is, in the transient state, the output increase rate actually obtained is smaller than the output increase rate obtained by the common throttle opening command, so the output increase rate (torque time change graph) obtained by the common throttle opening command The required output increase rate (indicated by a broken line in the same graph) is larger than that indicated by a solid line. Moreover, the amount of fuel in the combustion chamber 31 when it is in the combustion state is the amount of fuel injected from the fuel injection device until the transition from the non-combustion state to the combustion state, and the amount of fuel injected from the fuel injection device at that time. Will be added. Therefore, as soon as the fuel in the combustion chamber 31 ignites and enters a combustion state, the torque rises abruptly (time t1), and the vehicle may be shocked. In particular, in a straddle-type vehicle that is lighter and has a large change in running posture as compared with an automobile, an impact generated by a sudden change in engine output has a great influence on the vehicle.

  In order to suppress such a shock, it is necessary to slightly increase the amount of air introduced into the combustion chamber 31. However, it is difficult to control all the throttle valves 18A and 18B of the engine E so that the throttle opening is slightly increased because the amount of change in the throttle opening is small.

  Accordingly, the throttle opening of some (group A) throttle valves 18A remains unchanged (the common throttle opening command is maintained), and the throttle opening is set to the common throttle opening for the remaining (group B) throttle valves 18B. Slightly open control that gives an adjustment throttle opening command that is larger than the command is performed. As a result, the amount of change in the throttle opening of the throttle valve 18 that gives the adjustment throttle opening command can be made relatively large while slightly increasing the amount of air introduced in the engine E as a whole. For this reason, it is possible to increase the output increase rate while preventing a rapid change in the engine output. Therefore, it is possible to improve the follow-up performance of the torque with respect to the change in the throttle opening while suppressing the impact on the vehicle as compared with the case where the throttle opening of all the throttle valves 18A and 18B is increased. That is, the actual torque change can be approximated to the torque change indicated by the broken line in the graph of the torque change with time in FIG. As a result, it is possible to prevent a sudden rise in torque due to sudden ignition of fuel in the combustion chamber during acceleration and to perform smooth acceleration.

  In addition to or instead of changing the target throttle opening degree, the throttle opening degree in the adjustment throttle opening degree command is the time change of the throttle opening degree from the temporal change of the throttle opening degree in the common throttle opening degree command. May be set larger. Thereby, even if the time change of the throttle opening in the adjustment throttle opening command is increased from the common throttle opening command, the influence of the output change as the whole engine can be reduced. Therefore, the output increase rate can be increased while preventing a rapid change in the engine output.

  FIG. 5 is a flowchart showing a flow of determination processing for the fine opening control in the present embodiment. As shown in FIG. 5, the engine ECU 17 detects the throttle opening, and determines whether the throttle opening is less than a predetermined throttle opening threshold value θth1 (step SA1). The throttle opening used for the determination may be the rotation angle (actual throttle opening) of the throttle valves 18A and 18B detected by the throttle opening sensors 25A and 25B, or the throttle detected by the throttle operation amount sensor. The rotation amount of the grip 7 (throttle operation amount) may be used.

  When it is determined that the throttle opening is less than the threshold value θth1 (Yes in step SA1), the engine ECU 17 detects the vehicle speed and determines whether the vehicle speed is less than a predetermined vehicle speed threshold value Vth. (Step SA2). When it is determined that the vehicle speed is less than threshold value Vth (Yes in step SA2), engine ECU 17 detects the engine speed, and the engine speed is greater than a predetermined engine speed threshold value Rth. (Step SA3).

  When engine speed is greater than threshold value Rth (Yes in step SA3), that is, the throttle opening is less than threshold value θth1, vehicle speed is less than threshold value Vth, and engine speed is If it is larger than the threshold value Rth, the engine ECU 17 determines that the required output increase rate is larger than the output increase rate obtained by the common throttle opening command, and performs the above-described slightly open control (step SA4). . If any one of the conditions of the throttle opening, the vehicle speed, and the engine speed is not satisfied (No in Step SA1, SA2, or SA3), the engine ECU 17 determines whether or not the control at the time of slight opening is being performed (Step SA5). When the control at the time of fine opening is being performed (Yes at step SA5), tailing processing is performed, and the control at the time of fine opening is shifted to common control for giving a common throttle opening command to all the drive mechanisms 19A and 19B (step SA6). ).

  In addition to or instead of the throttle opening threshold value θth1, the vehicle speed threshold value Vth, and the engine speed threshold value Rth, the engine ECU 17 provides the throttle opening (may be intake pressure) and the engine speed. The correspondence relationship for determining the state (incombustible state, transient state or combustion state) in the combustion chamber 31 of the engine E from the number is stored in advance, and the engine ECU 17 determines the throttle opening (or intake pressure) and the value of the engine speed. From this, the state in the combustion chamber 31 may be obtained using the correspondence relationship, and it may be determined that the output adjustment condition is satisfied when the state is a non-combustible state or a transient state.

  The correspondence relationship may be stored as a map in which the state in the combustion chamber 31 is determined corresponding to a combination of each value of the throttle opening (or intake pressure) and each value of the engine speed. It may be stored as an arithmetic expression using the degree (or intake pressure) and the engine speed as input values, and the state in the combustion chamber 31 may be determined according to the value of the arithmetic expression. Such a correspondence can be obtained in advance based on a simulation or a test of an actual vehicle.

[Control when driving force other than engine driving force is generated]
Further, for example, even if the throttle opening is constant, the engine ECU 17 may change the engine E when the engine speed increases and the state in the combustion chamber 31 of the engine E may become a transient state. Control that gives a throttle opening larger than the common throttle opening command as the adjustment throttle opening command may be performed so that the state in the combustion chamber 31 becomes a combustion state.

  For example, the engine ECU 17 determines that the output adjustment condition is satisfied when it is determined that the torque decreases due to an increase in the engine speed caused by a driving force different from the engine driving force. The engine speed may increase due to a factor different from the fuel explosion in the cylinder. At this time, even if the throttle opening is constant, there is a possibility that the state in the combustion chamber 31 of the engine E becomes an incombustible state by increasing the engine speed. In such a case, the engine ECU 17 performs control to give a throttle opening larger than the common throttle opening command as an adjustment throttle opening command so that the state in the combustion chamber 31 of the engine E becomes a transient state or a combustion state. I do.

  As a driving force different from the driving force, for example, a force for rotating the driving wheels by the inertial force of the traveling vehicle is generated. When the driving wheel is rotated by the inertial force, the driving force is applied to the engine E from the driving wheel via the power transmission mechanism. In addition to the inertial force, for example, a force given by gravity when traveling downhill, a force given by a tailwind when receiving a tailwind during traveling, and the like can be considered as a driving force different from the engine driving force.

  The torque decreases due to the increase in engine speed caused by such driving force. When the engine ECU 17 determines that the torque decrease due to the increase in the engine speed is satisfied, the engine ECU 17 determines that the output adjustment condition is satisfied, and a command for increasing the throttle opening from the common throttle opening command as an adjustment throttle opening command. Control by group is given. For example, as will be described later, when the engine brake is generated during downshifting, when the combustion chamber 31 is temporarily in a transient state, an increase in the engine speed greater than a predetermined increase (a decrease in torque greater than a predetermined value) may occur. It may be determined that it has occurred.

  Further, the engine ECU 17 gives the adjustment throttle control command when the state in the combustion chamber 31 of the engine E shifts from the non-combustion state or the transient state to the combustion state by performing the group-specific control as described above. It is also possible to give a common throttle control command (return to common control) to the throttle valve 18B.

[Deceleration control]
Further, for example, when the engine ECU 17 determines that the required output decrease rate is larger than the output decrease rate obtained by the common throttle opening command based on the vehicle state and the driver's throttle operation information, It is determined that the output adjustment condition is satisfied. Specifically, for example, the engine ECU 17 determines that the output adjustment condition is satisfied when the inside of the combustion chamber 31 is about to transition to a transient state or an incombustible state when the throttle operation information includes a command to reduce the output. More specifically, the engine ECU 17 determines that the output adjustment condition is satisfied when a decrease in torque greater than a predetermined decrease amount is detected when the throttle operation amount decreases and the engine speed decreases. When the throttle opening is reduced when the engine speed is reduced, such as during deceleration, the combustion chamber 31 is shifted from the combustion state to the non-combustion state through the transient state in the reverse flow to the description of FIG. There is. As described above, the fuel is difficult to ignite in the transient state, and as a result, the torque is reduced at a stroke.

  Therefore, the engine ECU 17 determines that the output adjustment condition is satisfied when it detects a torque decrease that is equal to or greater than a predetermined decrease when the engine speed decreases. In such a case, the engine ECU 17 performs a deceleration control that gives a command for increasing the throttle opening as compared with the common throttle opening command as an adjustment throttle opening command. That is, in the deceleration control, similarly to the slight opening control, the throttle opening of some (group A) throttle valves 18A is left unchanged (the common throttle opening command is maintained), and the remaining (group B) is controlled. A throttle opening command for adjustment that makes the throttle opening larger than the common throttle opening command is given to the throttle valve 18B. In addition to or instead of changing the target throttle opening, the throttle opening in the adjustment throttle opening command at the time of engine brake control depends on whether the time change of the throttle opening is the throttle opening in the common throttle opening command. It may be set smaller than the temporal change of.

  As a result, it is possible to prevent the combustion chambers 31 of all the cylinders from becoming incombustible during deceleration, to prevent a rapid decrease in torque, and to perform smooth deceleration.

[Engine brake control (blipping control)]
Further, for example, the engine ECU 17 satisfies the output adjustment condition when it detects an increase in the engine speed greater than a predetermined increase amount by performing a shift that increases the reduction ratio such as downshifting during traveling. Judge that. FIG. 6 is a graph showing temporal changes in engine speed and torque due to downshifting during deceleration, along with temporal changes in the common throttle opening command and adjustment throttle opening command. As shown in the graph (solid line) of the common throttle opening command in FIG. 6, when performing rapid deceleration, the driver operates the throttle operation to the fully closed side, so the throttle opening rapidly approaches 0. . Along with this, the output from the engine E decreases and the engine speed gradually decreases.

  Here, if a downshift is performed while the engine speed is decreasing, the gear ratio (reduction ratio) of the transmission increases, so the engine E connected to the rear wheel 3 that is the drive wheel via the transmission Increases engine speed. In FIG. 6, the shift position is indicated by Ga to Ge. Here, (Ga gear ratio) <(Gb gear ratio) <... <(Ge gear ratio). An increase in engine speed resulting from such a shift down causes a sudden drop in torque (an increase in deceleration torque). Specifically, as shown as a graph (solid line) of the common command side torque shown in FIG. 6, a sudden drop in torque occurs as the engine speed increases during the downshift.

  Therefore, the engine ECU 17 detects the engine speed, calculates the amount of change in the engine speed per unit time, and outputs an output when determining that the engine speed has increased by a predetermined amount or more during shift down. It is determined that the adjustment condition is satisfied. The predetermined increase amount specifically means an increase amount of the engine speed at which the torque rapidly decreases. For example, an increase amount of the engine speed at which the torque becomes negative torque is set.

  In such a case, the engine ECU 17 performs engine brake control that gives a command for increasing the throttle opening from the common throttle opening command as the adjustment throttle opening command. As shown in FIG. 6, the adjustment throttle opening command is a graph (broken line) that increases the throttle opening as the engine speed increases during downshifting. That is, in the engine brake control as well, the throttle opening of some (group A) throttle valves 18A remains unchanged (common throttle opening command, ie, the throttle opening 0 in FIG. And an adjustment throttle opening command for making the throttle opening larger than the common throttle opening command is given to the remaining (group B) throttle valves 18B.

  As described above, when an increase in the engine speed equal to or larger than a predetermined increase amount is detected at the time of downshifting, by making the throttle opening of some throttle valves 18B larger than the common throttle opening command, FIG. As shown in the graph of the adjustment command-side torque (broken line), it is possible to suppress the occurrence of torque reduction due to the increase in the engine speed due to the downshift. Thereby, a smooth shift can be performed.

  Further, the plurality of reduction ratio engine ECUs 17 may perform blipping control for increasing the engine speed at the time of downshifting. In the blipping control, the engine ECU 17 rotates the gear before and after the change in the reduction ratio when changing the gear connected to transmit the driving force of the engine E to the drive wheels in the transmission to a gear with a higher reduction ratio. In order to reduce the number difference, the engine speed is increased. In this case, a torque drop similar to that described above after shifting may occur. Therefore, even during the blipping control, the engine ECU 17 performs engine brake control that gives a command for increasing the throttle opening as compared with the common throttle opening command as an adjustment throttle opening command.

  In the case where the state in the combustion chamber 31 of the engine E becomes a transitional state by closing the throttle valve 18, the throttle valve 18B to which an adjustment throttle opening command is given.

[Traction control]
Further, for example, the engine ECU 17 determines that the output adjustment condition is satisfied when the slip of the rear wheel 3 that is the drive wheel is detected or predicted. For example, the engine ECU 17 detects the vehicle speeds of the front wheels 2 and the rear wheels 3, and calculates a vehicle speed difference by subtracting them. The engine ECU 17 determines whether or not the vehicle speed difference between the front wheels 2 and the rear wheels 3 is equal to or greater than a predetermined vehicle speed difference threshold value, and if it is equal to or greater than the threshold value, the output adjustment condition is satisfied. judge. Instead, the engine ECU 17 determines whether or not the vehicle speed change rate per unit time of the rear wheel 3 that is the drive wheel is equal to or greater than a predetermined threshold value of the vehicle speed change rate, and exceeds the threshold value. In this case, it may be determined that the output adjustment condition is satisfied.

  When the engine ECU 17 detects or predicts a slip, the engine ECU 17 performs traction control that gives a command to make the throttle opening smaller than the common throttle opening command as an adjustment throttle opening command. That is, in the traction control, the throttle opening of a part (group A) of the throttle valve 18A is left unchanged (a common throttle opening command is maintained), and the throttle opening of the remaining (group B) throttle valve 18B is maintained. An adjustment throttle opening command is set so that is smaller than the common throttle opening command.

  In addition to or instead of changing the target throttle opening, the throttle opening in the throttle opening command for adjustment at the time of traction control is determined by the change in time of the throttle opening as the throttle opening in the common throttle opening command. It may be set smaller than the temporal change.

  According to this, in the state where the drive wheel is slipping or is likely to slip, the throttle opening of some throttle valves 18B is made smaller than the common throttle opening command, so that all the throttle valves 18A, 18B Compared with a case where the throttle opening is made small, it is possible to suppress the drive wheel slip while preventing a sudden change of the vehicle.

  Note that the detection or prediction of slip is not limited to the mode of judging based on the vehicle speed difference between the front wheels 2 and the rear wheels 3, and other known modes can be adopted. For example, the slip may be detected or predicted based on the difference between the engine speed and the speed of the rear wheel 3 that is the drive wheel.

[Launch control]
The engine ECU 17 also performs launch control that gives a command to make the throttle opening smaller than the common throttle opening command as an adjustment throttle opening command even when slip is detected or predicted at the time of starting. That is, launch control is also included in the traction control. The output adjustment condition in this case is to satisfy that the vehicle speed itself is less than a predetermined threshold in addition to the vehicle speed difference or the vehicle speed change rate per unit time being not less than the threshold.

  In the launch control, since efficient acceleration is given priority over slip, the engine ECU 17 makes the ratio for reducing the throttle opening smaller than the common throttle opening command as a throttle opening command for adjustment smaller than that during traction control. . Furthermore, you may use together the wheelie suppression control mentioned later.

  According to this, in the state where the driving wheel slips or slips when starting, the throttle opening of some throttle valves 18B is made smaller than the common throttle opening command, so that the throttles of all the throttle valves 18A and 18B are reduced. Compared with a case where the opening degree is reduced, it is possible to suppress a slip of the driving wheel while preventing a sudden change of the vehicle, and to perform a smooth start. Furthermore, it is also possible to perform automatic start control by performing launch control while the engine ECU 17 gradually increases the throttle opening from zero.

[Willi suppression control]
For example, the engine ECU 17 determines that the output adjustment condition is satisfied when detecting or predicting a wheelie state in which the front wheel 2 floats in the air due to acceleration of the rear wheel 3 that is the driving wheel. Specifically, the engine ECU 17 determines the engine torque determined by the throttle opening degree of the throttle valves 18A and 18B and the engine speed, and the wheelie limit torque determined based on the tilt angle (bank angle) in the left-right direction of the vehicle. Is greater than a predetermined threshold value, it is determined that the output adjustment condition is satisfied. That is, the vehicle body posture is included in the output adjustment condition in this case. The saddle riding type vehicle has a relatively large change in posture, and depending on the posture, the influence of the engine torque on the running state may be large. Therefore, by adjusting the output according to the posture of the vehicle, the influence of the engine torque change on the running state can be reduced.

  Therefore, the engine ECU 17 performs wheelie suppression control that gives a command to make the throttle opening smaller than the common throttle opening command as the adjustment throttle opening command when the wheelie state is detected or predicted. That is, in the wheelie suppression control, the throttle opening of a part (group A) of the throttle valve 18A is left as it is (maintenance of the common throttle opening command) and the throttle opening of the remaining (group B) of the throttle valve 18B is not performed. An adjustment throttle opening command is given to make the degree smaller than the common throttle opening command.

  In addition to or instead of changing the target throttle opening, the throttle opening in the adjustment throttle opening command at the time of wheelie suppression control is also determined by the change in the throttle opening over time according to the common throttle opening command. It may be set smaller than the temporal change of.

  According to this, in the wheelie state or a state where wheelie is likely to be reached, the throttle opening degree of all throttle valves 18A and 18B is reduced by making the throttle opening degree of some throttle valves 18B smaller than the common throttle opening degree command. It is possible to suppress the vehicle from entering a wheelie state while preventing a sudden change of the vehicle compared to the case.

  FIG. 7 is a flowchart showing the flow of determination processing for wheelie suppression control in the present embodiment. As shown in FIG. 7, the engine ECU 17 detects the throttle opening and the engine speed, and estimates the engine torque Te generated based on these values (step SB1). For example, the engine ECU 17 stores in advance a torque conversion table that indicates engine torque Te that is predetermined for a combination of the throttle opening and the engine speed. The engine ECU 17 reads the corresponding engine torque Te from the detected throttle opening and engine speed from the torque conversion table. Instead of this, the engine torque Te may be calculated from the throttle opening and the engine speed detected using a predetermined arithmetic expression.

  Further, the engine ECU 17 detects the bank angle α of the vehicle, and calculates the wheelie limit torque Tw corresponding to the bank angle α based on a predetermined vehicle characteristic (step SB2). The value of the vehicle characteristic is a coefficient determined based on, for example, the center of gravity and the wheel base. The wheelie limit torque Tw increases as the bank angle of the vehicle (a position perpendicular to the horizontal plane is 0) increases, increases as the center of gravity is positioned forward, and increases as the wheelbase is longer.

  The engine ECU 17 determines whether or not the difference (Te−Tw) between the engine torque Te and the wheelie limit torque Tw is larger than a predetermined threshold value ΔTth (step SB3). When the difference (Te−Tw) is larger than the threshold value ΔTth (Yes in step SB3), the engine ECU 17 determines that the wheelie state or the state where wheelie is likely to be performed, and performs the wheelie suppression control (step SB4).

  When the difference (Te−Tw) is equal to or smaller than threshold value ΔTth (No in step SB3), engine ECU 17 determines whether rate of change Δα per unit time of bank angle α is larger than a predetermined threshold value Δαth. It is determined whether or not (step SB5). If the rate of change Δα is greater than the threshold value Δαth (Yes in step SB5), the engine ECU 17 determines that the wheelie is likely to be wheeled and performs the wheelie suppression control (step SB4). When the change rate Δα is equal to or less than the threshold value Δαth (No in step SB5), the engine ECU 17 determines whether or not the wheelie suppression control is being performed (step SB6). If the wheelie suppression control is being performed (Yes in step SB6), tailing processing is performed, and the control shifts from the wheelie suppression control to a common control that gives a common throttle opening command to all the drive mechanisms 19A and 19B (step SB7).

[Slide suppression control]
Further, for example, the engine ECU 17 determines that the output adjustment condition is satisfied when the sliding state of the vehicle is predicted. Specifically, the engine ECU 17 determines that the throttle opening θ is smaller than a predetermined throttle opening threshold θth2 and the vehicle body inclination angle (bank angle) α in the left-right direction is a predetermined bank angle. When it is larger than the threshold value αth, it is determined that the output adjustment condition is satisfied. That is, the vehicle body posture is also included in the output adjustment condition in this case.

  The engine ECU 17 performs a slide suppression control that gives a command for suppressing an increase in the throttle opening as an adjustment throttle opening command when the sliding state of the vehicle is predicted. That is, in the slide suppression control, the throttle opening of a part (group A) of the throttle valve 18A is left as it is (maintenance of the common throttle opening command), and the throttle opening of the remaining (group B) of the throttle valve 18B is maintained. A throttle opening command for adjustment that suppresses the degree of increase is given.

  In a saddle-ride type vehicle, the vehicle body is tilted in the left-right direction during cornering. When cornering while decelerating, the throttle opening becomes substantially zero. However, if the throttle opening is increased to re-accelerate while the vehicle is tilted during cornering, the rear wheel 3 that is the drive wheel slips. The possibility of sliding occurs. Therefore, when the throttle opening is small with the vehicle body tilted, the engine ECU 17 performs the slide suppression control. The throttle valve 18B to which an adjustment throttle opening command is given in the slide suppression control is suppressed from increasing in throttle opening. The throttle valve 18B is allowed to have a small throttle opening.

  According to this, compared with the case where the throttle opening of all the throttle valves 18A, 18B is reduced by suppressing the throttle opening of some throttle valves 18B from increasing in a state where the vehicle is likely to slide. Thus, the vehicle can be prevented from being in a sliding state while preventing a sudden change of the vehicle.

  FIG. 8 is a flowchart showing the flow of determination processing for slide suppression control in the present embodiment. As shown in FIG. 8, the engine ECU 17 detects the throttle opening, and determines whether the throttle opening is less than a predetermined throttle opening threshold value θth2 (step SC1). The throttle opening used for the determination may be the rotation angle (actual throttle opening) of the throttle valves 18A and 18B detected by the throttle opening sensors 25A and 25B, or the throttle detected by the throttle operation amount sensor. The rotation amount of the grip 7 (throttle operation amount) may be used.

  When it is determined that the throttle opening is less than threshold value θth2 (Yes in step SC1), engine ECU 17 detects bank angle α, and bank angle α is determined from threshold value αth of a predetermined bank angle. It is determined whether it is larger (step SC2).

  When it is determined that the bank angle α is larger than the threshold value αth (Yes in step SC2), the engine ECU 17 detects the acceleration in the width (Y axis) direction and the yaw rate (rotational speed about the Z axis), and the width direction Is greater than a predetermined acceleration threshold value Yaccth in the width direction, and it is determined whether the yaw rate is greater than a predetermined yaw rate threshold value Yawth (step SC3).

  When it is determined that the acceleration in the width direction is greater than threshold Yaccth and greater than yaw rate threshold Yawth (Yes in step SC3), that is, the throttle opening is less than threshold θth2 and the bank angle When α is larger than the threshold value αth and the acceleration in the width direction is larger than the threshold value Yaccth and larger than the threshold value Yahooth of the yaw rate, the engine ECU 17 determines that it is likely to slide and suppresses the slide Control is performed (step SC4). If at least one of the throttle opening and bank angle conditions is not satisfied (No in steps SC1, SC2 or SC3), the engine ECU 17 determines whether or not the slide suppression control is being performed (step SC5). If the slide suppression control is being performed (Yes in step SC5), tailing processing is performed, and the control shifts from the slide suppression control to a common control that gives a common throttle opening command to all the drive mechanisms 19A and 19B (step SC6).

  In the above example, the transition to the slide suppression control is determined using the throttle opening, the bank angle, the acceleration in the width direction, and the yaw rate, but in addition to this, the vehicle speed is set to a predetermined vehicle speed. Whether it is larger than the threshold value may be added to the determination condition. In this case, for example, when the speed is very low, it is possible to perform control that gives priority to acceleration over slide suppression control. Further, the determination using one or both of the acceleration in the width direction and the yaw rate may be omitted. That is, it may be determined whether the output adjustment condition is satisfied using the throttle opening and the bank angle.

  In the above example, a command for suppressing the throttle opening from being increased is given as the adjustment throttle opening command. Instead, a command for fixing the throttle opening to 0 is used as the adjustment throttle opening command. An opening degree command may be used.

[Modification]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various improvements, changes, and modifications can be made without departing from the spirit of the present invention.

  For example, in the above embodiment, when the engine ECU 17 functioning as the throttle control device determines whether or not the output adjustment condition is satisfied, and the engine ECU 17 determines that the output adjustment condition is satisfied, the engine ECU 17 determines the throttle valves 18A and 18B. A mode has been described in which different throttle commands are given to the two drive mechanisms 19A and 19B that drive each group. However, the present invention is not limited to this. For example, when the output adjustment condition is satisfied, the driver manually operates the switch or the like with respect to the throttle valve 18B of one group B from the common throttle opening. It may be possible to drive so that the throttle opening for adjustment having a small dependence on the throttle operation is obtained.

  Moreover, in the said embodiment, although the aspect using a roll angle (slide suppression control) and a pitch angle (Willi suppression control) was demonstrated as an example in which output adjustment conditions are set based on the attitude | position of a vehicle, The output adjustment condition may be set by using.

  In the above embodiment, the parallel four-cylinder engine has been described. However, the number of cylinders provided in the engine E may be two or more, and may be an even number or an odd number. Further, the number of throttle valves driven by the drive mechanism in one group may be different from the number of throttle valves driven by the drive mechanism in another group. For example, in a parallel four-cylinder engine, two cylinders may be grouped as in the above embodiment, or a group of one cylinder and a group of three cylinders may be grouped. The number of combustion chambers (the number of cylinders) provided with throttle valves to which an adjustment throttle opening command can be provided is not particularly limited, but from the viewpoint of suppressing impact on the vehicle and finely adjusting the engine output. The number is preferably equal to or less than the number of combustion chambers (the number of cylinders) provided with throttle valves to which only a common throttle opening command is provided. In addition, as to how to divide the groups, adjacent cylinders may be set to the same group as in the present embodiment, or non-adjacent cylinders may be set to the same group. For example, the throttle valves 18A1 and 18B1 in the above embodiment may be a first group, and the throttle valves 18A2 and 18B2 may be a second group.

  Further, different grouping may be performed according to output adjustment conditions. For example, in the traction control, an adjustment throttle opening command is given to the throttle valves 18B1 and 18B2 (the grouping in the above embodiment is adopted), and in the launch control, the adjustment throttle opening only for the throttle valve 18B2. A command may be given (throttle valves 18A1, 18A2, and 18B1 are a first group, and throttle valve 18B2 is a second group).

  Moreover, in the said embodiment, although the aspect which divides a some throttle valve into two groups was demonstrated, you may divide into three or more groups. For example, in a six-cylinder engine, three of the six cylinders are set as the first group, the other two cylinders are set as the second group, and the remaining one cylinder is set as the first group. Also good. At this time, the group to which the adjustment throttle opening degree command is given may be switched stepwise based on the vehicle state. For example, when the first condition is satisfied, an adjustment throttle opening degree command is given to the third group, and then when the second condition is satisfied, the adjustment throttle is opened to the second and third groups. A degree command may be given.

  Further, the exhaust pipe connection (collection) mode may be determined according to the grouping of the throttle valves 18A and 18B. 9A and 9B are schematic views for illustrating the connection mode of the exhaust pipe. For example, as shown in FIG. 9A, connected to the exhaust port of the combustion chamber 31 (the leftmost combustion chamber 31 in FIG. 9A) provided with one throttle valve 18A1 of the throttle valves 18A driven by one drive mechanism 19A. The exhaust pipe 34A1 is connected to the exhaust port of the combustion chamber 31 (the rightmost combustion chamber 31 in FIG. 9A) provided with one throttle valve 18B2 of the throttle valve 18B driven by the other drive mechanism 19B. Combustion chamber 31 (two from the left in FIG. 9A) in which other throttle valve 18A2 is provided among throttle valves 18A driven by one drive mechanism 19A is connected to exhaust pipe 34B2 and connected (exhaust pipe 34AB1). An exhaust pipe 34A2 connected to the exhaust port of the second combustion chamber 31) and a throttle driven by another drive mechanism 19B The exhaust pipe 34B1 connected to the exhaust port of the combustion chamber 31 (second combustion chamber 31 from the right in FIG. 9A) in which the other throttle valve 18B1 is provided is joined and connected (the exhaust pipe 34AB2). ), And then they may be joined and connected (becomes the exhaust pipe 34C). That is, the exhaust pipe 34 is connected in the order of four exhaust pipes 34A1, 34A2, 34B1, 34B2, two exhaust pipes 34AB, 34AB2, and one exhaust pipe 34C. Thus, when an adjustment throttle opening command is given to the throttle 18B, the throttle opening is controlled to be different for each cylinder, and even if the exhaust temperature of each cylinder is different, the first merge (exhaust pipes 34AB1, 34AB2). ), The exhaust gas temperature is averaged, so that temperature variations in the entire exhaust pipe can be suppressed.

  Instead, for example, as shown in FIG. 9B, it is connected to an exhaust port of a combustion chamber 31 (two combustion chambers 31 on the left side in FIG. 9B) provided with a throttle valve 18A driven by one drive mechanism 19A. Exhaust pipes 35A1 and 35A2 joined together (become exhaust pipe 35AA) and are provided with a combustion chamber 31 (two combustion chambers 31 on the right side in FIG. 9B) provided with a throttle valve 18B driven by another drive mechanism 19B. The exhaust pipes 35B1 and 35B2 connected to the exhaust ports may be joined and connected (becomes the exhaust pipe 35BB), and then joined and connected (becomes the exhaust pipe 35C). That is, the exhaust pipe 35 is connected in the order of four exhaust pipes 35A1, 35A2, 35B1, 35B2, two exhaust pipes 35AA, 35BB, and one exhaust pipe 35C.

  In this case, the exhaust pipes 35A1, 35A2 corresponding to the throttle valve 18A to which only the common throttle opening command is given, and the exhaust corresponding to the throttle valve 18B to which either the common throttle opening command or the adjustment throttle opening command is given. The supported amount of catalyst (not shown) may be different between the tubes 35B1 and 35B2. Further, the exhaust pipes 35B1, 35B2 and the exhaust pipe 35BB connected to the combustion chamber 31 provided with the throttle valve 18B to which either the common throttle opening command or the adjustment throttle opening command is given are the exhaust pipes 35A1, 35A1. Since the temperature rise in the exhaust pipe is larger than 35A2 and the exhaust pipe 35AA, exhaust temperature sensors are arranged at predetermined locations in the exhaust pipes 35A1, 35A2 and the exhaust pipe 35AA where the temperature rise is large, and the exhaust temperature is monitored, Temperature suppression measures may be taken. The temperature suppression measures include, for example, adding a structure for suppressing the temperature rise to at least a part of the exhaust pipes 35A1, 35A2, and 35AA where the temperature rise is large, or arranging the exhaust pipe at a position where the traveling wind is likely to hit. The exhaust pipe may be disposed near a radiator fan (not shown). In addition, the vehicle equipment with low heat resistance may be disposed closer to the exhaust pipes 35B1, 35B2, and 35BB that have a relatively small temperature rise than the exhaust pipes 35A1, 35A2, and 35AA, where the temperature rise is large.

  Further, when the exhaust pipe 35 is disposed below the engine E so as to be deviated to either side of the center in the vehicle width direction, the exhaust pipes 35A1, 35A2, and 35AA increase in temperature to the deviated side. It is good also as arranging. Thereby, since the exhaust pipes 35A1, 35A2, and 35AA that increase in temperature increase are disposed outward in the vehicle width direction, the heat dissipation of the exhaust pipe can be enhanced. On the contrary, the exhaust pipes 35B1, 35B2, and 35BB that have a relatively small temperature rise may be disposed on the side to be displaced. Thereby, since the exhaust pipes 35A1, 35A2, and 35AA that increase in temperature are arranged inward in the vehicle width direction, it is possible to prevent a temperature increase in the outer portion in the vehicle width direction.

  In the above embodiment, the configuration in which the sensors 25A and 25B are provided on the motors 23A and 23B and the link mechanisms 24A and 24B of the throttle bodies 20A to 20E has been described. However, the sensors 25A and 25B are motors 23A of the throttle bodies 20A to 20E. , 23B and the link mechanism 24A, 24B may be provided on the opposite side of the side. The sensors 25A and 25B may be provided on the throttle body 20A to 20E urging mechanisms 26A and 26B side.

  In the above-described embodiment, the configuration in which the motor capacity and the reduction ratio in the link mechanism are the same in two or more drive mechanisms has been described. However, in the two or more drive mechanisms, the motor capacity and the reduction ratio in the link mechanism are It is good also as making at least any one of them different. Moreover, you may vary the magnitude | size or shape of throttle valve 18A, 18B for every group.

  Further, the configuration of the above embodiment is not limited to the parallel type, and can be applied to an engine structure such as a V type or a horizontally opposed type. For example, in a V-type engine, one of the two rows of cylinders (so-called one bank) may be controlled as one group, and the other one row of cylinders may be controlled as another group. When there are a plurality of cylinders in a row (such as a V-type four-cylinder engine), one cylinder in one row and a certain cylinder in another row may be controlled as the same group.

  In the above embodiment, the configuration in which the throttle bodies 20A and 20B are divided for each group has been described. However, the throttle body is integrally formed to include the throttle valves 18A and 18B belonging to a plurality of groups. Alternatively, even if the configuration is divided, the division mode may not correspond to the group to which the throttle valves 18A and 18B belong. In addition, the arrangement of the drive mechanisms 19A and 19B is not particularly limited.

  In the above embodiment, a plurality of different output adjustment conditions and a group-specific control mode (slightly open control etc.) according to the conditions when each condition is satisfied are exemplified. It is not necessary to execute all the group-specific controls, or different conditions and different control modes from the above example may be adopted. Note that priorities may be assigned in advance to a plurality of group-specific control modes, and when output adjustment conditions overlap, priority levels may be compared and a control mode with a higher priority may be executed. As long as the overlapping control modes do not conflict with each other, they may be executed in parallel.

  Moreover, the aspect which performs control according to group is not restricted only to the said aspect. For example, since the change in the intake air amount supplied into the combustion chamber 31 of the engine E is affected by inertia, there may be a delay in the change in engine output even at the same throttle opening. Even in such a case, the engine ECU 17 can accelerate the intake air amount change in the throttle valve 18B to which the adjustment throttle opening degree command is given. Accordingly, it is possible to suppress a delay in change in engine output due to the influence of inertia. In the case of being affected by inertia, an adjustment throttle opening degree command may be given to the drive mechanism 19B that drives the throttle valve 18B regardless of the state in the combustion chamber 31 of the engine E. That is, in order to finely adjust the engine output even when the combustion chamber 31 of the engine E is in a combustion state (for example, the state where the driving wheel is slipping or is likely to slip as described above), the group control is performed. You may go.

  Further, the engine ECU 17 can perform the group control even when the state of the combustion chamber 31 of the engine E is the combustion state. For example, when the time change of the throttle opening is larger than a predetermined value, an adjustment throttle opening command is issued so as to increase the speed at which the throttle valve 18B is opened and closed with respect to the drive mechanism 19B that drives the throttle valve 18B. It may be given.

  Further, when the state in the combustion chamber 31 of the engine E changes from a combustion state to a transitional state or a non-combustion state due to the operation of closing the throttle valve 18, the engine ECU 17 may perform group-based control. At this time, the engine ECU 17 delays, for example, a time change of the throttle opening (time until fully closed) with respect to the drive mechanism 19B that drives the throttle valve 18B, or maintains or increases the throttle opening. Such a throttle opening command for adjustment is given. Thereby, the state in the combustion chamber 31 provided with the throttle valve 18B is maintained in the combustion state. In this way, it is possible to prevent all the combustion chambers 31 from entering a transient state or an incombustible state.

  Further, in the case of rapid acceleration after sudden deceleration (after engine brake control), for example, the engine ECU 17 also performs the throttle fully closing operation on the drive mechanism 19B of the throttle valve 18B so as to facilitate acceleration when exiting cornering. Group-specific control that gives an adjustment throttle opening command that keeps the state in the combustion chamber 31 in which the throttle valve 18B is provided in a combustion state (so that the throttle opening does not become zero) may be performed.

  The present invention is suitably used for a vehicle having a high response due to acceleration / deceleration of a vehicle by a throttle operation (engine output). Specifically, it is suitably used for a relatively light-weight vehicle (a large output weight ratio) such as a saddle-ride type vehicle including a saddle-ride type vehicle and a small planing boat. In particular, a vehicle having a large influence on the running feeling due to a change in engine output when the state in the combustion chamber 31 becomes a transient state or a vehicle having a large influence on the running feeling even if the engine output change is relatively small. Preferably used. For example, it is suitably used for a motorcycle having a large output weight ratio compared to an automobile.

  The present invention is useful not only for fine adjustment of the engine output, but also for changing the output proportional to the driver's throttle operation.

  The vehicle and throttle valve driving method of the present invention is useful for diversifying engine output adjustment.

1 Motorcycle (vehicle)
3 Rear wheels (drive wheels)
17 Engine ECU (Throttle Control Device)
18A, 18B Throttle valves 19A, 19B Drive mechanism 31 Combustion chamber 41 Throttle operation amount sensor 42 Engine speed sensor 43 Brake pressure sensor 44 Front wheel vehicle speed sensor 45 Rear wheel vehicle speed sensor 46 Inertial sensor 47 Position sensor E Engine

Claims (9)

An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A throttle control device that controls the drive mechanism based on a driver's throttle operation amount and a predetermined vehicle state;
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The throttle control device
If the output adjustment condition is not satisfied, a common throttle opening command common to each drive mechanism is given based on the input throttle operation information of the driver,
When the output adjustment condition is satisfied, the common throttle opening command is given to at least one of the two or more driving mechanisms, and the other driving mechanisms are adjusted differently from the common throttle opening command. Give throttle opening command for
A vehicle in which the temporal change in the throttle opening in the adjustment throttle opening command is set to be larger than the temporal change in the throttle opening in the common throttle opening command. An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A throttle control device that controls the drive mechanism based on a driver's throttle operation amount and a predetermined vehicle state;
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The throttle control device
If the output adjustment condition is not satisfied, a common throttle opening command common to each drive mechanism is given based on the input throttle operation information of the driver,
When the output adjustment condition is satisfied, the common throttle opening command is given to at least one of the two or more driving mechanisms, and the other driving mechanisms are adjusted differently from the common throttle opening command. Give throttle opening command for
When the throttle control device determines that the required output increase rate is larger than the output increase rate obtained by the common throttle opening command based on the vehicle state and the driver's throttle operation information. The vehicle is determined to satisfy the output adjustment condition. An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A throttle control device that controls the drive mechanism based on a driver's throttle operation amount and a predetermined vehicle state;
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The throttle control device
If the output adjustment condition is not satisfied, a common throttle opening command common to each drive mechanism is given based on the input throttle operation information of the driver,
When the output adjustment condition is satisfied, the common throttle opening command is given to at least one of the two or more driving mechanisms, and the other driving mechanisms are adjusted differently from the common throttle opening command. Give throttle opening command for
The throttle control device determines that the output adjustment condition is satisfied when the throttle operation information includes a command to increase output when the combustion chamber is in a non-combustible state, and the throttle adjustment command is used as the adjustment throttle opening command. A vehicle that gives a command to increase the throttle opening from the common throttle opening command. An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A throttle control device that controls the drive mechanism based on a driver's throttle operation amount and a predetermined vehicle state;
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The throttle control device
If the output adjustment condition is not satisfied, a common throttle opening command common to each drive mechanism is given based on the input throttle operation information of the driver,
When the output adjustment condition is satisfied, the common throttle opening command is given to at least one of the two or more driving mechanisms, and the other driving mechanisms are adjusted differently from the common throttle opening command. Give throttle opening command for
The throttle control device determines that the output adjustment condition is satisfied when determining a torque decrease due to an increase in engine speed caused by a driving force different from the engine driving force, and the throttle adjustment command is used as the adjustment throttle opening command. A vehicle that gives a command to increase the throttle opening from the common throttle opening command. An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A throttle control device that controls the drive mechanism based on a driver's throttle operation amount and a predetermined vehicle state;
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The throttle control device
If the output adjustment condition is not satisfied, a common throttle opening command common to each drive mechanism is given based on the input throttle operation information of the driver,
When the output adjustment condition is satisfied, the common throttle opening command is given to at least one of the two or more driving mechanisms, and the other driving mechanisms are adjusted differently from the common throttle opening command. Give throttle opening command for
The throttle control device determines that the output adjustment condition is satisfied when detecting an increase in the engine speed that is greater than or equal to a predetermined increase amount by performing a shift that increases the reduction ratio during traveling, A vehicle that gives a command for increasing the throttle opening as compared with the common throttle opening command as an adjustment throttle opening command. Comprising driving wheels driven based on the output of the engine;
The throttle control device determines that the output adjustment condition is satisfied when the slip of the driving wheel is detected or predicted, and makes the throttle opening smaller than the common throttle opening command as the adjustment throttle opening command. 2. The vehicle of claim 1 that provides a command.   The vehicle according to any one of claims 1 to 6, wherein the adjustment throttle opening command is set to be less dependent on the driver's throttle operation information than the common throttle opening command. An engine having a plurality of combustion chambers;
A plurality of throttle valves provided in each of the combustion chambers for individually adjusting the flow rate of the intake air flowing into the combustion chambers for each combustion chamber;
The plurality of throttle valves are grouped into two or more groups, and two or more drive mechanisms for electrically driving the throttle valves for each group;
A vehicle equipped with a throttle control device for controlling the drive mechanism based on a vehicle state of the vehicle which is determined the driver's throttle operation amount and advance,
When the throttle control device satisfies a predetermined output adjustment condition, it gives a different throttle opening command for each drive mechanism,
The vehicle in which the output adjustment condition is set based on the posture of the vehicle. A method for driving a plurality of throttle valves provided for each combustion chamber of an engine having a plurality of combustion chambers,
If the predetermined output adjustment conditions are not satisfied, each throttle valve is driven so as to have a common throttle opening that depends on the driver's throttle operation,
When the output adjustment condition is satisfied, at least one throttle valve of the plurality of throttle valves is driven to reach the common throttle opening, and the other throttle valves are driven by the driver from the common throttle opening. Drive to the throttle opening for adjustment with a small degree of dependence on throttle operation,
The time change of the throttle opening in the throttle valve driven to become the adjustment throttle opening is larger than the time change of the throttle opening in the throttle valve driven to become the common throttle opening. A driving method for driving as follows.

Images