JP6466242B2 - Electronic control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle electronic control device, and more particularly to a vehicle speed control function for executing vehicle speed feedback control related to the vehicle speed of a saddle-ride type vehicle that transmits engine driving force to drive wheels through a main clutch and a dog transmission in order. The present invention relates to a vehicular electronic control device.

  Some vehicles such as motorcycles are provided with a dog-type transmission. In such a dog type transmission, the driver does not operate the main clutch, and the dogs of the dog type transmission (dog teeth) come into contact with each other so that one of the engine and the drive wheel drives the other. In this state, the gear can be changed. That is, according to this configuration, the driver can quickly shift gears by omitting the operation of the main clutch.

  However, in a state where one of the engine and the driving wheel is driving the other, a large pressing force acts on the contact surface between the dogs of the dog type transmission. For this reason, even if the driver performs a gear shifting operation to shift the dogs and pulls the dogs apart, a large static frictional force proportional to the pressing force acts on the contact surface. It tends to be difficult to pull the dogs apart.

  Under such circumstances, Patent Document 1 relates to a shift control device for a motorcycle. When a shift operation of a driver is detected in a state where one of an engine and a drive wheel is driving the other, the throttle is electronically controlled. A configuration is disclosed in which contact between dogs is temporarily released by changing the opening and changing the driving force of the engine.

Japanese Patent No. 4392794

  However, according to the study of the present inventor, the configuration of Patent Document 1 is such that when a shift operation is detected in a state where one of the engine and the drive wheels is driving the other, the throttle opening is electronically controlled. By changing the driving force of the engine to change, the contact between the dogs is temporarily released, but it is applied to a vehicle having an auto cruise control function that feedback-controls the vehicle speed so that the desired target vehicle speed is achieved. It does not disclose or suggest any specific configuration for doing so.

  Such an auto-cruise control function uses a vehicle speed (actual vehicle speed) or acceleration (actual acceleration) for feedback control, and realizes various functions such as a target vehicle speed adjustment function. Here, the target vehicle speed adjustment function means that when auto cruise control is being executed, the actual vehicle speed adjustment is started according to the operation of the acceleration switch or deceleration switch in the auto cruise control switch, and the operation of the switch This is a function to end the adjustment of the actual vehicle speed upon completion of. In such a target vehicle speed adjustment function, typically, as the target opening of the throttle valve (target throttle opening) at the end of the adjustment of the actual vehicle speed of the auto cruise feedback control, the throttle valve at the time when the operation of the acceleration switch or the deceleration switch is completed The actual opening (actual throttle opening) is applied.

  Here, according to further studies by the present inventor, when the auto cruise feedback control is continuously executed at the timing when the operation of the acceleration switch or the deceleration switch is completed in the target vehicle speed adjustment function, the vehicle typically When the actual throttle opening at that time is applied as the target throttle opening at the time of continuous execution of auto-cruise feedback at this timing because the vehicle is decelerating, an overshoot (under overshoot) where the actual vehicle speed falls below the target vehicle speed ) May occur, giving the vehicle driver a feeling of strangeness.

  The present invention has been made through the above studies, and can be appropriately mounted on a vehicle equipped with an internal combustion engine and a dog-type transmission, and has a simple configuration and an actual vehicle speed with respect to a target vehicle speed in vehicle speed feedback control. An object of the present invention is to provide an electronic control device for a vehicle that can suppress the occurrence of overshoot.

  In order to achieve the above object, the present invention is mounted on a vehicle equipped with an internal combustion engine and a dog-type transmission, and has a vehicle speed control function for executing vehicle speed feedback control related to the vehicle speed of the vehicle. In the vehicle electronic control device including a control unit having an internal combustion engine control function capable of executing internal combustion engine feedback control relating to an operating state, the control unit is caused by a change in an actual vehicle speed of the vehicle in the vehicle speed feedback control. The actual throttle opening of the vehicle is smaller than the no-load line opening corresponding to the no-load line of the dog-type transmission when the engagement relationship of the dog-type transmission is in the engagement relationship changing state. Indicates that the actual throttle opening is directed to the no-load line opening. To perform a holding process to continue to hold the no-load line opening to increasing in fit to the first aspect.

  According to the present invention, in addition to the first aspect, in the vehicle speed feedback control, the control unit determines the engagement relationship of the dog transmission based on the time-series change characteristic of the actual vehicle speed. The second aspect is to treat it as being in a joint relationship change state.

  In the vehicle speed feedback control, in addition to the second aspect, the present invention provides the control unit, when the actual vehicle speed is higher than the target vehicle speed in the vehicle speed feedback control by a predetermined degree in the time-series change characteristic. It is a third aspect to treat the engagement relationship of the dog transmission as being in the engagement relationship change state.

  In addition to the third aspect, the present invention has an auto-cruise control function for performing auto-cruise feedback control so that the actual vehicle speed becomes the target vehicle speed as the vehicle speed control function, and the auto-cruise When the actual vehicle speed is on a predetermined vehicle speed range higher than the target vehicle speed or within the predetermined vehicle speed range in response to an operation of a deceleration switch during execution of feedback control, the actual throttle opening of the vehicle is If the opening is smaller than the no-load line opening, the fourth aspect is to execute the holding process.

  According to the present invention, in addition to the fourth aspect, the control unit increases the actual throttle opening toward the no-load line opening until the actual vehicle speed falls below the predetermined vehicle speed range, or the no-load It is a fifth aspect that the holding process is executed until the return holding time for returning to the line opening and holding the predetermined time elapses.

  In addition to the fourth or fifth aspect, a sixth aspect of the present invention is that the control unit gradually opens the actual throttle opening toward the no-load line opening.

  According to the vehicle electronic control device according to the first aspect of the present invention described above, the control unit determines that the engagement relationship of the dog transmission is the engagement relationship in the vehicle speed feedback control due to the change in the actual vehicle speed of the vehicle. If the actual throttle opening of the vehicle is smaller than the no-load line opening corresponding to the no-load line of the dog-type transmission when in the changing state, the actual throttle opening is set toward the no-load line opening. Since the holding process for holding at the no-load line opening is executed following the increase in the degree of speed, it is possible to suppress overshooting of the actual vehicle speed with respect to the target vehicle speed in the vehicle speed feedback control with a simple configuration. can do.

  Further, according to the vehicle electronic control device according to the second aspect of the present invention, in the vehicle speed feedback control, the control unit determines the engagement relationship of the dog transmission based on the time-series change characteristic of the actual vehicle speed. Therefore, it is possible to suppress the occurrence of an overshoot of the actual vehicle speed with respect to the target vehicle speed in the vehicle speed feedback control using the existing vehicle speed sensor.

  Further, according to the vehicle electronic control device according to the third aspect of the present invention, in the vehicle speed feedback control, the control unit has a time-series change characteristic and the actual vehicle speed is higher than the target vehicle speed in the vehicle speed feedback control by a predetermined degree. In this case, the engagement relationship of the dog type transmission is handled as if the engagement relationship is in a changed state. Therefore, using the existing vehicle speed sensor, the actual vehicle speed is compared with the target vehicle speed in the vehicle speed feedback control. It is possible to reliably suppress the occurrence of overshoot.

  According to the vehicle electronic control device of the fourth aspect of the present invention, the control unit has an auto cruise control function for performing auto cruise feedback control so that the actual vehicle speed becomes the target vehicle speed as the vehicle speed control function. When the actual vehicle speed is on or within a predetermined vehicle speed range that is higher than the target vehicle speed in response to the operation of the deceleration switch during execution of auto-cruise feedback control, the actual throttle opening of the vehicle is the no-load line. When the opening is smaller than the opening, the holding process is executed, so the auto cruise feedback control from the deceleration state at the timing when the operation of the deceleration switch is completed is executed with respect to the target vehicle speed. The occurrence of an overshoot at the actual vehicle speed can be reliably suppressed.

  In the vehicle electronic control device according to the fifth aspect of the present invention, the control unit increases the actual throttle opening toward the no-load line opening until the actual vehicle speed falls below a predetermined vehicle speed range. Auto-return feedback from the deceleration state at the timing when the operation of the deceleration switch is completed because the holding process is executed until the predetermined holding time has elapsed until the return holding time to return to the no-load line opening and hold. When the control is continuously executed, it is possible to reliably suppress the occurrence of an overshoot of the actual vehicle speed with respect to the target vehicle speed.

  Further, according to the vehicle electronic control device according to the sixth aspect of the present invention, since the control unit gradually opens the actual throttle opening toward the no-load line opening, the operation of the deceleration switch is completed. When the automatic cruise feedback control is continuously executed from the deceleration state at this timing, it is possible to reliably prevent unnecessary acceleration force from being generated in the vehicle due to unnecessary pressing between the dogs of the dog type transmission.

FIG. 1 is a block diagram illustrating a configuration of a vehicle electronic control device according to an embodiment of the present invention. FIG. 2 is a timing chart for explaining the flow of the target vehicle speed adjustment process executed by the vehicle electronic control device according to the present embodiment. FIG. 2A shows the no-load line holding time to the first vehicle speed threshold. FIG. 2B shows an example in which the no-load line holding time reaches the arrival time from the arrival time at the first vehicle speed threshold to the arrival time at the second vehicle speed threshold. An example specified in. FIG. 3 is a flowchart showing a flow of target vehicle speed adjustment processing executed by the vehicle electronic control device according to the present embodiment.

  Hereinafter, an electronic control device for a vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of Electronic Control Device for Vehicle]
First, with reference to FIG. 1, the structure of the vehicle electronic control apparatus in this embodiment is demonstrated in detail.

  FIG. 1 is a block diagram showing the configuration of the vehicle electronic control device according to this embodiment.

  As shown in FIG. 1, the vehicle electronic control device 1 according to the present embodiment typically includes an engine E that is an internal combustion engine, a motorcycle including a main clutch and a dog transmission, both of which are not shown. It is mounted on a saddle-ride type vehicle.

  In the case of a dog-type transmission, the rider, in the case of a saddle-ride type vehicle such as a motorcycle, does not operate the main clutch, and the dogs of the dog-type transmission contact each other (dog teeth) contact the engine E. It is a transmission that allows a rider to perform a shift by a shift operation in a state where one of the drive wheels is driving the other.

  The engagement relationship of such a dog transmission can take three states: a driving state, a driven state, and a transition state. Here, the driving state means a state in which the dog on the engine E side drives the dog on the driving wheel side. The driven state means a state in which the dog on the driving wheel side drives the dog on the engine E side. The transition state is a state between the driving state and the driven state, where the dog on the engine E side and the dog on the driving wheel side are separated from each other, and the dog on the engine E side and the driving wheel This means that the dog on the engine E side does not drive the dog on the driving wheel side, and the dog on the driving wheel side does not drive the dog on the engine E side. The engagement relationship of the dog type transmission changes that the engagement relationship of the dog type transmission changes from one state to another state in these three states of driving state, driven state, and transition state. State. In particular, when the running state of the vehicle changes from a constant speed state or an acceleration state to a deceleration state, the engagement relationship of the dog type transmission changes from the driving state to the transition state or the driven state. There will be.

  Here, when the operating state of the engine E is in a state where the driving force of the engine E is balanced with the resistance force of the engine E (mechanical frictional force of the engine E, viscoelastic force of lubricating oil, etc.), the dog type transmission Typically, the dog on the engine E side merely or gently contacts the dog on the drive wheel side, and the dog on the engine E side does not drive the dog on the drive wheel side. As a result, the vehicle is not accelerated by the driving force of the engine E, and the operating state of the engine E at this time corresponds to the no-load line. Such a no-load line is defined as a characteristic line of the engine speed corresponding to the actual throttle (TH) opening for generating the driving force of the engine E that is balanced with the resistance force in the engine E. The actual TH opening that gives the value is referred to as a no-load line opening. More specifically, since the resistance force against the engine E fluctuates due to environmental changes, changes with time, etc., the resistance force against the engine E is reduced even when the operating state of the engine E is in the no-load line. If it fluctuates in such a way that the dog on the engine E side gently presses the dog on the drive wheel side at a level where the dogs can be separated from each other, and the resistance against the engine E increases. The dog on the engine E side is separated from the dog on the drive wheel side at a level where the dogs are close to each other, but even in the former case, the dog on the engine E side gently presses the dog on the drive wheel side. However, the vehicle is not driven, and the vehicle is not accelerated by the driving force of the engine E.

  That is, by adjusting the actual TH opening so as to coincide with the no-load line opening and once setting the operating state of the engine E to the no-load line, when the TH opening is subsequently increased, the dog transmission Thus, it is possible to immediately enter a driving state in which the dog on the engine E side drives the dog on the driving wheel side. The no-load line opening is stored in a memory (not shown) of the vehicle electronic control device 1 as data corresponding to the no-load line.

  The vehicle electronic control device 1 is an arithmetic processing unit such as a microcomputer having a CPU (Central Processing Unit) and a memory (not shown), and is typically an ECU (Electronic Control Unit). The vehicle electronic control device 1 reads out a necessary control program and control data from a memory, and executes auto-cruise control (hereinafter referred to as auto-cruise control) that executes feedback control regarding the actual vehicle speed of the vehicle, that is, auto-cruise feedback control that is vehicle speed feedback control. A control program for controlling the operating state of the engine E accompanied by control) is executed.

  In connection with such auto cruise control, the vehicle electronic control device 1 exhibits an overtaking function, a target vehicle speed adjusting function, and a resuming function. The overtaking function means that when the auto cruise control is being executed, the auto cruise control is temporarily suspended in response to the rider performing an acceleration operation in order to overtake the vehicle traveling ahead of the host vehicle. This is a function of controlling the actual vehicle speed so as to follow the acceleration operation of the rider by controlling the operating state of the engine E, and resuming the auto-cruise control when the acceleration operation is completed. The target vehicle speed adjustment function starts the adjustment of the actual vehicle speed according to the operation of the acceleration switch or the deceleration switch in the auto cruise control switch, and the operation of the switch ends. Depending on the situation, it is a function to end the adjustment of the actual vehicle speed. The resuming function refers to controlling the operating state of the engine E by temporarily suspending the auto cruise control according to the operation of the cancel switch in the auto cruise control switch when the auto cruise control is being executed. Thus, the actual vehicle speed is controlled so as to follow the operation of the accelerator operation member by the rider, and the auto-cruise control is resumed according to the operation of the return switch in the auto-cruise control switch thereafter.

  Specifically, the vehicle electronic control device 1 includes an accelerator opening calculation unit 2, an intake pressure calculation unit 3, an engine temperature calculation unit 4, a vehicle speed calculation unit 5, an auto cruise control switch reading unit 6, and an engine speed calculation unit. 7, TH opening calculation unit 8, fuel ignition control unit 9, rider required TH opening calculation unit 10, acceleration calculation unit 11, auto cruise calculation unit 12, target TH opening setting unit 13, deviation calculation unit 14, and throttle A control unit 15 is provided. These are typically realized as functional blocks of the CPU in the vehicle electronic control device 1, but may be realized as an electric circuit.

  The accelerator opening calculation unit 2 is based on an output signal from an accelerator opening sensor that detects an accelerator operation of a rider in a vehicle, specifically, an operation amount of an accelerator operation member such as an accelerator grip (not shown). Calculate the accelerator opening. The accelerator opening calculated by the accelerator opening calculation unit 2 in this way is used by the fuel ignition control unit 9, the rider required TH opening calculation unit 10, and the auto cruise calculation unit 12.

  The intake pressure calculation unit 3 calculates intake air pressure (intake pressure) based on an output signal from an intake pressure sensor (not shown). The intake pressure calculated by the intake pressure calculation unit 3 in this way is used by the fuel ignition control unit 9 and the rider required TH opening calculation unit 10.

  The engine temperature calculation unit 4 calculates the temperature of the engine E based on an output signal from an engine temperature sensor (not shown). The temperature of the engine E calculated by the engine temperature calculation unit 4 in this way is used by the fuel ignition control unit 9 and the rider required TH opening calculation unit 10.

  The vehicle speed calculation unit 5 calculates the actual vehicle speed of the vehicle based on an output signal from a vehicle speed sensor (not shown). The actual vehicle speed calculated by the vehicle speed calculation unit 5 is used by the fuel ignition control unit 9, the rider required TH opening calculation unit 10, the acceleration calculation unit 11, and the auto cruise calculation unit 12. The actual vehicle speed is strictly a speed that is a vector quantity, but is expressed as a scalar quantity on the assumption that the vehicle moves forward.

  The auto cruise control switch reading unit 6 includes an auto cruise control main switch (MAIN-SW) 21a, a setting / deceleration switch (SET / DEC-SW) 21b, a restart / acceleration switch (RES / ACC-SW) 21c, and a cancel. The operating state of the switch (cancel-SW) 21d is detected. The switch operation state detected by the auto-cruise control switch reading unit 6 is used by the auto-cruise calculating unit 12.

  The engine speed calculator 7 calculates the engine speed of the engine E based on the output signal from the crank sensor 22. The engine E speed calculated by the engine speed calculation unit 7 is used by the fuel ignition control unit 9, the rider required TH opening calculation unit 10, and the auto cruise calculation unit 12.

  The TH opening calculation unit 8 calculates the opening (actual TH opening) of a throttle valve T provided in the intake system of the engine E based on output signals from the TH opening sensors 23a and 23b. The actual TH opening calculated by the TH opening calculation unit 8 in this way is used by the fuel ignition control unit 9, the rider required TH opening calculation unit 10, and the auto cruise calculation unit 12. The TH opening sensors 23a and 23b are both applied to the same throttle valve T, and each output a signal corresponding to the actual TH opening, and one of them is used for feedback control of the opening of the throttle valve T. The other is used as a reference for validating the feedback amount.

  The fuel ignition control unit 9 includes calculated values of the accelerator opening calculation unit 2, the intake pressure calculation unit 3, the engine temperature calculation unit 4, the vehicle speed calculation unit 5, the engine speed calculation unit 7, and the TH opening calculation unit 8. Based on the above, the fuel injection operation FI and the ignition operation of the engine E are controlled by controlling the fuel injection system FI and the ignition system IG.

  The rider demand TH opening calculation unit 10 includes an accelerator opening calculation unit 2, an intake pressure calculation unit 3, an engine temperature calculation unit 4, a vehicle speed calculation unit 5, an engine speed calculation unit 7, and a TH opening calculation unit 8. Based on the calculated value, the target opening of the throttle valve T requested by the rider of the vehicle (rider required TH opening) is calculated. The rider required TH opening calculated by the rider required TH opening calculating unit 10 is used by the target TH opening setting unit 13.

  The acceleration calculation unit 11 calculates the actual acceleration of the vehicle based on the actual vehicle speed calculated by the vehicle speed calculation unit 5. The actual acceleration calculated by the acceleration calculation unit 11 in this way is used by the auto cruise calculation unit 12.

  The auto cruise calculation unit 12 is calculated by the accelerator opening calculation unit 2, the vehicle speed calculation unit 5, the auto cruise control switch reading unit 6, the engine speed calculation unit 7, the TH opening calculation unit 8, and the acceleration calculation unit 11, respectively. The target opening of the throttle valve T corresponding to the target vehicle speed in auto-cruise control (auto-cruise control target opening) is calculated based on the calculated value and the detected state, and the execution of auto-cruise control is indicated. Set the information. In addition, the auto-cruise calculation unit 12 determines the relationship between the actual vehicle speed and the predetermined vehicle speed threshold based on the calculated value of the vehicle speed calculation unit 5, thereby changing the engagement relationship of the dog transmission to the engagement relationship change state. It is determined whether or not. Here, when it is determined that the engagement relationship of the dog transmission is in the engagement relationship change state, the auto cruise calculation unit 12 calculates the actual TH opening and the no-load line opening calculated by the TH opening calculation unit 8. When the actual TH opening is smaller than the no-load line opening, the no-load line opening is set as the auto-cruise control target opening. The auto cruise control target opening calculated by the auto cruise control 12 and the auto cruise control execution information set by the auto cruise control 12 are used by the target TH opening setting unit 13.

  The target TH opening setting unit 13 determines the target opening (target) of the throttle valve T based on the calculated values of the rider required TH opening calculation unit 10 and the auto cruise calculation unit 12 and the execution information of the auto cruise control. TH opening) is set. The target TH opening selected by the target TH opening setting unit 13 in this way is used by the deviation calculating unit 14.

  The deviation calculating unit 14 calculates a deviation between the actual TH opening calculated by the TH opening calculating unit 8 and the target TH opening selected by the target TH opening setting unit 13. The deviation calculated by the deviation calculating unit 14 is used by the throttle control unit 15.

  The throttle control unit 15 controls the duty ratio of the motor M that drives the throttle valve T based on the deviation calculated by the deviation calculation unit 14 so that the actual TH opening matches the target TH opening.

  The vehicle electronic control device 1 having such a configuration performs auto cruise feedback control from the deceleration state at the timing when the operation of the deceleration switch is completed in the target vehicle speed adjustment by executing the following target vehicle speed adjustment process. When continuously executed, occurrence of an overshoot of the actual vehicle speed with respect to the target vehicle speed is reliably suppressed. Hereinafter, the flow of the target vehicle speed adjustment process of the auto cruise control executed by the vehicle electronic control device 1 according to this embodiment will be described with reference to FIGS.

[Automatic cruise control target vehicle speed adjustment processing]
FIG. 2 is a timing chart for explaining the flow of the target vehicle speed adjustment process executed by the vehicle electronic control device 1 in the present embodiment, and FIG. 2A shows the first vehicle speed threshold when the no-load line holding time is the first vehicle speed threshold value. FIG. 2 (b) shows an example defined by a predetermined time measured from the arrival time to the vehicle, and FIG. 2B shows the no-load line holding time from the arrival time to the first vehicle speed threshold to the arrival time to the second vehicle speed threshold. An example specified in time is shown. FIG. 3 is a flowchart showing the flow of target vehicle speed adjustment processing executed by the vehicle electronic control device 1 according to this embodiment. In FIGS. 2 (a) and 2 (b), the actual vehicle speed and the actual TH opening are indicated by solid lines, and the target vehicle speed is indicated by a chain line.

  As shown in the flowchart of FIG. 3, the target vehicle speed adjustment process in the present embodiment is started at the timing when the auto cruise control of the vehicle electronic control device 1 is started (see FIGS. 2A and 2B). At time t = 0), the target vehicle speed adjustment process proceeds to step S1. Such target vehicle speed adjustment processing is repeatedly executed at predetermined control cycles while the vehicle electronic control device 1 is executing auto-cruise control.

  In the process of step S1, the auto-cruise calculation unit 12 newly records in the memory a history in which the actual vehicle speed has exceeded a predetermined first threshold (threshold 1) that is a predetermined degree greater than the target vehicle speed in the previous target vehicle speed adjustment process. To do. Thereby, the process of step S1 is completed and the target vehicle speed adjustment process proceeds to the process of step S2. The threshold 1 is used when the auto-cruise calculation unit 12 refers to data stored in the memory.

  In the process of step S2, the auto cruise calculation unit 12 determines whether or not the actual vehicle speed calculated by the vehicle speed calculation unit 5 exceeds the threshold value 1. As a result of the determination, when the actual vehicle speed exceeds the threshold value 1, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S3. On the other hand, when the actual vehicle speed does not exceed the threshold value 1, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S4.

  In the process of step S3, the auto-cruise calculation unit 12 records the history of the actual vehicle speed exceeding the threshold 1 in the memory. Thereby, the process of step 3 is completed and the target vehicle speed adjustment process proceeds to the process of step S5.

  In the process of step S4, the auto-cruise calculation unit 12 clears the history that the actual vehicle speed exceeds the threshold value 1 from the memory. Thereby, the process of step S4 is completed and the target vehicle speed adjustment process proceeds to the process of step S5.

  In the process of step S5, the auto-cruise calculation unit 12 determines whether or not the setting / deceleration switch 21b is operated based on the output signal from the auto-cruise control switch reading unit 6. If the setting / deceleration switch 21b is operated as a result of the determination (a period from time t = t1 to time t = t2 shown in FIG. 2A and time t = t5 shown in FIG. 2B). Until the time t = t6), the auto-cruise calculation unit 12 determines that the target vehicle speed has been adjusted to the low speed side, and advances the target vehicle speed adjustment process to the process of step S16. On the other hand, when the setting / deceleration switch 21b is not operated (as shown in FIG. 2 (a), the period before time t = t1 or the period after time t = t2, and after that, and FIG. 2 (b)). During the period before time t = t5 or the period after time t = t6 and thereafter), the auto-cruise calculating unit 12 determines that the target vehicle speed is not adjusted to the low speed side, and performs the target vehicle speed adjustment process in step S6. Proceed to

  In the process of step S6, the auto cruise calculation unit 12 determines whether or not the actual vehicle speed calculated by the vehicle speed calculation unit 5 is equal to or less than a predetermined second threshold value (threshold value 2) that is larger than the target vehicle speed and smaller than the threshold value 1. judge. As a result of the determination, when the actual vehicle speed is equal to or less than the threshold value 2 (time t = t8 shown in FIG. 2B and a period thereafter), the auto-cruise calculation unit 12 performs the target vehicle speed adjustment process in step S26. Proceed to On the other hand, when the actual vehicle speed is larger than the threshold value 2 in the time-series change characteristic, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S7. The threshold 2 is used when the auto-cruise calculation unit 12 refers to data stored in the memory.

  In the process of step S7, the auto cruise calculation unit 12 determines whether or not the actual vehicle speed calculated by the vehicle speed calculation unit 5 is equal to or less than the threshold value 1. As a result of the determination, when the actual vehicle speed is equal to or less than the threshold value 1 (time t = t3 shown in FIG. 2 (a) and the subsequent period, and time t = t7 shown in FIG. 2 (b) and the subsequent period The automatic cruise calculation unit 12 determines that the engagement relationship of the dog transmission is in the engagement relationship change state, and advances the target vehicle speed adjustment process to the process of step S8. On the other hand, when the actual vehicle speed is greater than the threshold value 1, the auto-cruise calculation unit 12 determines that the engagement relationship of the dog transmission is not in the engagement relationship change state, and performs the target vehicle speed adjustment process in step S16. Proceed to

  In the process of step S8, the auto-cruise calculating unit 12 refers to the data in the memory and determines whether or not a history of applying the no-load line opening as the target TH opening in the previous overtaking return process is recorded. To do. As a result of the determination, when a history of applying the no-load line opening as the target TH opening is recorded, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S22. On the other hand, when the history of applying the no-load line opening as the target TH opening is not recorded, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S9.

  In the process of step S9, the auto-cruise calculating unit 12 refers to the data in the memory and determines whether or not a history in which the actual vehicle speed in the previous process exceeds the threshold value 1 is recorded. As a result of the determination, when the history that the actual vehicle speed exceeds the threshold value 1 is recorded, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S10. On the other hand, when the history that the actual vehicle speed exceeds the threshold value 1 is not recorded, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S20.

  In step S10, the auto-cruise calculation unit 12 determines whether or not the actual TH opening is equal to or less than the no-load line opening. As a result of the determination, when the actual TH opening is equal to or less than the no-load line opening, the auto-cruise calculation unit 12 advances the target vehicle speed adjustment process to the process of step S11. On the other hand, when the actual TH opening is larger than the no-load line opening, the auto-cruise calculating unit 12 advances the target vehicle speed adjustment process to the process of step S20. The no-load line opening is used when the auto-cruise calculation unit 12 refers to data stored in the memory.

  In step S11, the target TH opening setting unit 13 selects and sets the no-load line opening calculated by the auto cruise calculation unit 12 as the auto cruise control target opening as the target TH opening. Thereby, the process of step S11 is completed and the target vehicle speed adjustment process proceeds to the process of step S12.

  In the process of step S12, the target TH opening setting unit 13 records a history of applying the no-load line opening as the target TH opening in the memory. Thereby, the process of step S12 is completed and the target vehicle speed adjustment process proceeds to the process of step S13.

  In the process of step S13, the target TH opening setting unit 13 sets a predetermined application time ΔT1 for applying the no-load line opening as the target TH opening. Thereby, the process of step S13 is completed and the target vehicle speed adjustment process proceeds to the process of step S14. The predetermined application time ΔT1 is used when the target TH opening setting unit 13 refers to the data stored in the memory.

  In the process of step S14, the target TH opening setting unit 13 starts the time counting (counting) process for applying the no-load line opening as the target TH opening. Thereby, the process of step S14 is completed and the target vehicle speed adjustment process proceeds to the process of step S15.

  In the process of step S15, the deviation calculator 14 calculates the actual TH opening calculated by the TH opening calculator 8 and the target TH opening that is the no-load line opening set by the target TH opening setting unit 13. Based on the deviation calculated by the deviation calculating unit 14, the throttle control unit 15 starts feedback control so that the actual TH opening matches the no-load line opening, and the actual TH opening is set to the no-load line. It starts increasing at a predetermined degree toward the opening (time t = t3 shown in FIG. 2A and time t = t7 shown in FIG. 2B). Thereby, the process of step S15 is completed and a series of this target vehicle speed adjustment process is complete | finished. In FIG. 2, the throttle control unit 15 shows an example in which the actual TH opening is suddenly opened toward the no-load line opening. From the viewpoint of suppressing unnecessary pressing between dogs of the dog transmission. It is preferable to gradually open the actual TH opening toward the no-load line opening.

  In step S16, the target TH opening setting unit 13 selects and sets the auto cruise control target opening calculated by the auto cruise calculation unit 12 as the target TH opening. Thereby, the process of step S16 is completed and the target vehicle speed adjustment process proceeds to the process of step S17.

  In the process of step S17, the target TH opening setting unit 13 clears the history of applying the no-load line opening as the target TH opening from the memory. Thereby, the process of step S17 is completed and the target vehicle speed adjustment process proceeds to the process of step S18.

  In the process of step S18, the target TH opening setting unit 13 clears the record of the time when the no-load line opening is applied as the target TH opening from the memory. Thereby, the process of step S18 is completed, and the target vehicle speed adjustment process proceeds to the process of step S19.

  In the process of step S19, the deviation calculating unit 14 calculates the actual TH opening calculated by the TH opening calculating unit 8 and the target TH opening that is the auto cruise control target opening set by the target TH opening setting unit 13. The throttle controller 15 performs feedback control based on the deviation calculated by the deviation calculator 14 so that the actual TH opening matches the auto cruise control target opening (FIG. 2 (a)). A period from time t = t1 to time t = t2 shown in FIG. 2 and a period from time t = t5 to time t = t6 shown in FIG. 2B). Thereby, the process of step S19 is completed and a series of this target vehicle speed adjustment process is complete | finished.

  In the process of step S20, the target TH opening setting unit 13 selects and sets the auto cruise control target opening calculated by the auto cruise calculation unit 12 as the target TH opening. Thereby, the process of step S20 is completed and the target vehicle speed adjustment process proceeds to the process of step S21.

  In the process of step S21, the deviation calculating unit 14 calculates the actual TH opening calculated by the TH opening calculating unit 8 and the target TH opening which is the auto cruise control target opening set by the target TH opening setting unit 13. The throttle controller 15 performs feedback control based on the deviation calculated by the deviation calculator 14 so that the actual TH opening matches the auto cruise control target opening (FIG. 2 (a)). The period before the time t = t1 shown in FIG. 2 and the period before the time t = t5 shown in FIG. 2B). Thereby, the process of step S21 is completed and a series of this target vehicle speed adjustment process is complete | finished.

  In the process of step S22, whether or not the time after the target TH opening setting unit 13 applies the no-load line opening as the target TH opening has passed the predetermined application time ΔT1 set in the process of step S13. Determine whether. As a result of the determination, when the predetermined application time ΔT1 has elapsed (a period after time t = t4 shown in FIG. 2A), the target TH opening setting unit 13 performs the target vehicle speed adjustment process in step S26. Proceed to the process. On the other hand, when the predetermined application time ΔT1 has not elapsed, the target TH opening setting unit 13 advances the target vehicle speed adjustment process to the process of step S23.

  In the process of step S23, the target TH opening setting unit 13 maintains the state in which the no-load line opening calculated by the auto cruise calculation unit 12 as the auto cruise control target opening is selected as the target TH opening. Thereby, the process of step S23 is completed, and the target vehicle speed adjustment process proceeds to the process of step S24.

  In the process of step S24, the target TH opening setting unit 13 continues the time counting process for applying the no-load line opening as the target TH opening. Thereby, the process of step S24 is completed, and the target vehicle speed adjustment process proceeds to the process of step S25.

  In the process of step S25, the deviation calculating unit 14 calculates the actual TH opening calculated by the TH opening calculating unit 8 and the target TH opening that is the no-load line opening set by the target TH opening setting unit 13. Based on the deviation calculated by the deviation calculation unit 14, the throttle control unit 15 performs feedback control so that the actual TH opening matches the no-load line opening, and the actual TH opening is converted to the no-load line opening. 2 is continued (the period from time t = t3 to time t = 4 shown in FIG. 2A and the previous time from time t = t7 to time t = 8 shown in FIG. 2B). period). As a result, as shown in FIG. 2 (a), the actual TH opening is held at the no-load line opening for a predetermined no-load holding time ΔT1. In addition, as shown in FIG. 2B, when the actual vehicle speed is equal to or less than the threshold value 2 before the predetermined no-load holding time ΔT1 elapses, the actual TH opening is greater than the predetermined no-load holding time ΔT1. Is maintained at the no-load line opening for a short holding time ΔT2. Thereby, the process in step S25 is completed, and the current series of target vehicle speed adjustment processes ends.

  In step S26, the target TH opening setting unit 13 selects and sets the auto cruise control target opening calculated by the auto cruise calculation unit 12 as the target TH opening. Thereby, the process of step S26 is completed and the target vehicle speed adjustment process proceeds to the process of step S27.

  In the process of step S27, the target TH opening setting unit 13 clears the history of applying the no-load line opening as the target TH opening from the memory. Thereby, the process of step S27 is completed, and the target vehicle speed adjustment process proceeds to the process of step S28.

  In the process of step S28, the target TH opening setting unit 13 clears the record of the time when the no-load line opening is applied as the target TH opening from the memory. Thereby, the process of step S28 is completed and the target vehicle speed adjustment process proceeds to the process of step S29.

  In the process of step S29, the deviation calculating unit 14 calculates the actual TH opening calculated by the TH opening calculating unit 8 and the target TH opening that is the auto cruise control target opening set by the target TH opening setting unit 13. The throttle controller 15 performs feedback control based on the deviation calculated by the deviation calculator 14 so that the actual TH opening matches the auto cruise control target opening (FIG. 2 (a)). The period after time t = t4 shown in FIG. 2 and the period after time t = t8 shown in FIG. 2B). Thereby, the process of step S29 is completed and a series of this target vehicle speed adjustment process is complete | finished.

  As is apparent from the above description, in the vehicle electronic control device 1 according to the present embodiment, in the vehicle speed feedback control, the engagement relationship of the dog transmission is changed to the engagement relationship change state due to the change in the actual vehicle speed of the vehicle. In some cases, when the actual throttle opening of the vehicle is smaller than the no-load line opening corresponding to the no-load line of the dog transmission, the actual throttle opening is set to a predetermined degree toward the no-load line opening. Since the holding process for maintaining the no-load line opening is performed following the increase, it is possible to suppress the occurrence of an overshoot of the actual vehicle speed with respect to the target vehicle speed in the vehicle speed feedback control with a simple configuration. it can.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, the present invention can be appropriately mounted on a vehicle having an internal combustion engine and a dog transmission, and an overshoot of the actual vehicle speed occurs with respect to the target vehicle speed in the vehicle speed feedback control with a simple configuration. Therefore, it is expected that the present invention can be widely applied to an electronic control device for a vehicle such as a motorcycle because of its universality.

DESCRIPTION OF SYMBOLS 1 ... Electronic control apparatus for vehicles 2 ... Accelerator opening degree calculation part 3 ... Intake pressure calculation part 4 ... Engine temperature calculation part 5 ... Vehicle speed calculation part 6 ... Auto cruise control switch reading part 7 ... Engine speed calculation part 8 ... TH opening Degree calculation unit 9 ... Fuel ignition control unit 10 ... Rider demand TH opening calculation unit 11 ... Acceleration calculation unit 12 ... Auto cruise calculation unit 13 ... Target TH opening setting unit 14 ... Deviation calculation unit 15 ... Throttle control unit 21a ... Main Switch (MAIN-SW)
21b ... Setting / Deceleration switch (SET / DEC-SW)
21c ... Resume / Acceleration switch (RES / ACC-SW)
21d ... Cancel switch (Cancel-SW)
22 ... Crank sensors 23a, 23b ... TH opening sensor E ... Engine M ... Motor T ... Throttle valve

Claims (6)

An internal combustion engine that is mounted on a vehicle including an internal combustion engine and a dog-type transmission, and that is capable of performing internal combustion engine feedback control related to the operating state of the internal combustion engine with a vehicle speed control function that executes vehicle speed feedback control related to the vehicle speed of the vehicle In the vehicle electronic control device including the control unit having the engine control function,
In the vehicle speed feedback control, when the engagement relationship of the dog-type transmission is in the engagement relationship change state in the vehicle speed feedback control, the control unit determines that the actual throttle opening of the vehicle is If the opening is smaller than the no-load line opening corresponding to the no-load line of the dog-type transmission, the actual throttle opening is increased to a predetermined degree toward the no-load line opening, and then the no-load line opening is continued. A vehicular electronic control device that performs a holding process that is held each time.   In the vehicle speed feedback control, the control unit treats the engagement relationship of the dog transmission as being in the engagement relationship change state based on a time-series change characteristic of the actual vehicle speed. The vehicle electronic control device according to claim 1.   In the vehicle speed feedback control, the control unit determines the engagement relationship of the dog type transmission when the actual vehicle speed is higher than the target vehicle speed in the vehicle speed feedback control by a predetermined degree in the time-series change characteristic. The vehicle electronic control device according to claim 2, wherein the electronic control device is handled as being in the engagement relationship change state.   The control unit has an auto-cruise control function for performing auto-cruise feedback control so that the actual vehicle speed becomes the target vehicle speed as the vehicle speed control function, and according to an operation of a deceleration switch during execution of the auto-cruise feedback control. When the actual vehicle speed is above a predetermined vehicle speed range higher than the target vehicle speed or within the predetermined vehicle speed range, the actual throttle opening of the vehicle is smaller than the no-load line opening. The vehicle electronic control device according to claim 3, wherein the holding process is performed.   The control unit has a return holding time in which the actual vehicle speed falls below the predetermined vehicle speed range, or the actual throttle opening is increased toward the no-load line opening and returned to the no-load line opening and held. The vehicle electronic control device according to claim 4, wherein the holding process is executed until a predetermined time elapses.   6. The vehicular electronic control device according to claim 4, wherein the control unit gradually opens the actual throttle opening toward the no-load line opening.

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