JP6684703B2 - Internal combustion engine controller - Google Patents

Description

  The present invention relates to an internal combustion engine control device applied to a straddle-type vehicle provided with a brake whose operating force is hydraulically applied.

  Conventionally, there is known a system in which an internal combustion engine control device mounted on a vehicle is communicatively connected to an external device, and the external device can change an engine control amount such as a fuel injection amount or an ignition timing of the internal combustion engine control device. There is. In such a system, although the vehicle characteristics can be roughly changed according to the change of the fuel injection amount or the ignition timing, the vehicle characteristics desired by the user cannot be obtained more finely.

  On the other hand, Patent Document 1 discloses a system in which the sense of deceleration of the vehicle can be changed based on the user's preference, running habits, etc. by adjusting the intake air amount according to the engine speed. is doing. As a system for changing the deceleration feeling of such a vehicle, there is known a system that executes deceleration mitigation control processing for mitigating a strong deceleration feeling. In the deceleration mitigation control process, when the required opening of the rider is fully closed, the target throttle opening is corrected so as to be gradually reduced so that the throttle opening matches the corrected target throttle opening. The control reduces the feeling of deceleration.

JP 2012-251492 A

  However, according to the study by the present inventor, it is not necessary to execute the deceleration mitigation control process to alleviate the feeling of deceleration at the time of deceleration using the brake. It will be harmful. Further, when the deceleration alleviating control process is executed at the time of deceleration using the brake, the brake feeling may be deteriorated or the braking force of the brake may be affected.

  The present invention has been made through the above studies, and provides an internal combustion engine control device capable of preventing a decrease in brake feeling during deceleration using a brake and a decrease in braking force of the brake. The purpose is to do.

  In order to achieve the above object, in the first aspect, the present invention is, in a first aspect, mounted on a straddle-type vehicle equipped with a brake whose operating force is hydraulically applied, to drive a motor that changes a throttle opening degree of an engine, The saddle riding type vehicle has a control unit that controls the throttle opening by controlling the throttle opening according to the accelerator opening. When the control unit satisfies a predetermined deceleration relaxation permission condition, the saddle riding is performed. In an internal combustion engine control device that executes a deceleration mitigation control process for controlling the throttle opening according to a deceleration mitigation throttle opening for mitigating deceleration of the vehicle speed of a type vehicle, the control unit is executing the deceleration mitigation control process. In, in the case where the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor whose output changes linearly according to the hydraulic pressure is less than a first predetermined value, the output of the brake hydraulic pressure sensor A control apparatus for an internal combustion engine wherein the calculated et higher hydraulic pressure is larger to reduce the deceleration relaxation throttle opening.

  In the present invention, in addition to the first aspect, the control unit may control the second hydraulic pressure, which is greater than the first predetermined value, from the output of the brake hydraulic pressure sensor during execution of the deceleration mitigation control process. A second aspect is to suspend the execution of the deceleration mitigation control process when the predetermined value is reached.

  The internal combustion engine controller according to the first aspect of the present invention is mounted on a saddle-ride type vehicle equipped with a brake to which an operating force is hydraulically applied. The control unit has a control unit that controls the throttle opening amount by controlling according to the accelerator opening amount of the saddle type vehicle, and the control unit reduces the vehicle speed of the saddle riding type vehicle when a predetermined deceleration relaxation permission condition is satisfied. In an internal combustion engine control device that executes a deceleration mitigation control process that controls the throttle opening according to the deceleration mitigation throttle opening for reducing the engine speed, the control unit outputs linearly according to the hydraulic pressure during execution of the deceleration mitigation control process. When the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor is less than the first predetermined value, the greater the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor, the slower the relaxation slot. By reducing the degree of opening, it is possible to prevent a decrease in the braking force of the brake it is possible to prevent a decrease in brake feeling during deceleration using a brake.

  Further, according to the internal combustion engine control device of the second aspect of the present invention, the control unit determines that the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor is greater than the first predetermined value during execution of the deceleration mitigation control process. Since the execution of the deceleration mitigation control process is stopped when the predetermined value of 2 is reached, it is possible to surely decelerate when the operating force of the brake is large.

FIG. 1 is a schematic diagram showing a configuration of a saddle riding type vehicle in an embodiment of the present invention. FIG. 2 is a schematic diagram showing the configuration of the internal combustion engine controller in the embodiment of the present invention. FIG. 3 is a flowchart showing a flow of deceleration alleviation correction processing according to the embodiment of the present invention. FIG. 4A is a diagram showing a transition of the deceleration easing throttle opening when the operation of the brake lever or the brake pedal of the straddle-type vehicle according to the embodiment of the present invention is continued, and FIG. FIG. 5 is a diagram showing a transition of the deceleration easing throttle opening when the operation of the brake lever or the brake pedal of the saddle riding type vehicle according to the embodiment of the present invention is released.

  Hereinafter, an internal combustion engine control device according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

<Straddle-type vehicle configuration>
First, the configuration of a saddle-ride type vehicle such as a motorcycle equipped with the internal combustion engine control device according to the present embodiment will be described with reference to FIG.

  FIG. 1 is a schematic diagram showing a configuration of a saddle riding type vehicle in an embodiment of the present invention.

  As shown in FIG. 1, in the present embodiment, the straddle-type vehicle 100 is a vehicle in which the vehicle speed is reduced by a hydraulically actuated front brake 105 and a rear brake 110 that are actuated by hydraulic pressure. Here, the hydraulic pressure generated in the master cylinder 102 according to the operation amount of the brake lever 101 is transmitted to the operating cylinder 104 via the pipe 103, and the operating cylinder 104 operates the front brake 105 according to the hydraulic pressure. By operating, the braking force is applied to the front wheels of the saddle riding type vehicle 100, and the vehicle speed of the saddle riding type vehicle 100 is reduced. Further, the hydraulic pressure generated in the master cylinder 107 according to the operation amount of the brake pedal 106 is transmitted to the operating cylinder 109 via the pipe 108, and the operating cylinder 109 operates the rear brake 110 according to the hydraulic pressure. As a result, braking force is applied to the rear wheels of the saddle riding type vehicle 100, and the vehicle speed of the saddle riding type vehicle 100 is reduced. The operating force of the front brake 105 is determined by the driving force control device 1 based on the output of the first hydraulic pressure sensor 11. Further, the operating force of the rear brake 110 is determined by the driving force control device 1 based on the output of the second hydraulic pressure sensor 12.

  The first hydraulic pressure sensor 11 is a sensor whose output changes linearly according to the hydraulic pressure for operating the front brake 105, and detects the hydraulic pressure corresponding to the operating force for operating the front brake 105, The detection result is output to the driving force control device 1 as an analog electric signal. The second hydraulic pressure sensor 12 is a sensor whose output changes linearly according to the hydraulic pressure for operating the rear brake 110, detects the hydraulic pressure corresponding to the operating force for operating the rear brake 110, and the detection result. Is output to the driving force control device 1 as an analog electric signal.

<Structure of internal combustion engine controller>
The configuration of the internal combustion engine controller according to the present embodiment will be described with reference to FIG.

  FIG. 2 is a schematic diagram showing the configuration of the internal combustion engine controller in the embodiment of the present invention.

  The internal combustion engine control device 10 according to the present embodiment controls the operating state of an engine, which is an internal combustion engine such as a gasoline engine mounted on a vehicle (not shown), and includes a driving force control device 1. .

  As shown in FIG. 2, the driving force control device 1 in the present embodiment is configured by an electronic control device such as an ECU (Electronic Control Unit).

  The driving force control device 1 includes a brake state detection unit 2, a control unit 4, and a motor drive circuit 5. The brake state detector 2 and the controller 4 are shown as functional blocks. Further, the driving force control device 1 includes a memory or the like (not shown), and the memory stores a control program, control data, and the like necessary for the driving force control device 1.

  Specifically, the brake state detection unit 2 converts an analog electric signal input from the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12 into a digital electric signal, and based on the digital electric signal, the front state is detected. The brake pressure (hydraulic pressure) of each of the brake 105 and the rear brake 110 is detected. The brake state detection unit 2 outputs the detection result of each brake pressure of the front brake 105 and the rear brake 110 to the control unit 4 as an electric signal.

  The control unit 4 determines whether or not a predetermined deceleration alleviation permission condition is satisfied based on input signals from the brake state detection unit 2, the throttle position sensor 15, the accelerator opening sensor 16, the crank angle sensor 17, and the like. Then, when the deceleration alleviation permission condition is satisfied, the deceleration alleviation control process is executed. The deceleration alleviation control process is a process of controlling the throttle opening according to the deceleration alleviation throttle opening for alleviating the deceleration of the vehicle speed of the saddle riding type vehicle 100. Here, the deceleration alleviating throttle opening is a throttle opening calculated to alleviate deceleration due to engine braking of the saddle type vehicle 100. The deceleration alleviation permission condition is, for example, that the input signal from the throttle position sensor 15 indicates a throttle opening that is equal to or less than a predetermined opening, or that the rider requested opening obtained from the input signal from the accelerator opening sensor 16 is It can be adopted that the fully closed opening is shown.

  The control unit 4 executes a deceleration alleviation correction process for correcting the deceleration alleviation throttle opening based on the electric signal input from the brake state detection unit 2. The deceleration alleviation correction process will be described later.

  The control unit 4 outputs a control signal for controlling the throttle opening to the motor drive circuit 5.

  Here, the throttle motor 13 is driven by the motor drive circuit 5 to change the throttle opening degree of the engine. The throttle position sensor 15 outputs an electric signal according to the throttle opening degree of the engine to the control unit 4. The accelerator opening sensor 16 outputs an electric signal to the control unit 4 according to an operation amount (rider required opening) of an accelerator operating member such as an accelerator grip of a saddle type vehicle. Further, the crank angle sensor 17 outputs an electric signal corresponding to the crank angle of the engine (rotation angle of the crankshaft) to the control unit 4.

  The motor drive circuit 5 controls the throttle opening by driving the throttle motor 13 according to the control signal from the control unit 4.

  The driving force control device 1 having the above configuration corrects the deceleration relaxation throttle opening obtained by executing the deceleration relaxation control process by executing the deceleration relaxation correction process described below. Hereinafter, the operation of the driving force control device 1 when executing the deceleration reduction correction process will be described in detail with further reference to FIGS. 3 and 4.

<Deceleration relaxation correction processing>
A specific flow of the deceleration alleviation correction process according to the present embodiment will be described in detail with reference to FIGS. 3 and 4.

  FIG. 3 is a flowchart showing a flow of deceleration alleviation correction processing according to the embodiment of the present invention. FIG. 4A is a diagram showing a transition of the deceleration easing throttle opening when the operation of the brake lever or the brake pedal of the straddle-type vehicle according to the embodiment of the present invention is continued, and FIG. FIG. 5 is a diagram showing a transition of the deceleration easing throttle opening when the operation of the brake lever or the brake pedal of the saddle riding type vehicle according to the embodiment of the present invention is released.

  The flow chart shown in FIG. 3 starts at the timing when the ignition switch of the vehicle is switched from the off state to the on state and the driving force control device 1 is activated, and the deceleration reduction correction process proceeds to the process of step S1. The deceleration alleviation correction process is repeatedly executed at predetermined control cycles while the driving force control device 1 is activated while the ignition switch of the saddle riding type vehicle is on. The deceleration reduction control process is executed separately from the deceleration reduction correction process when a predetermined deceleration reduction permission condition is satisfied.

  In the process of step S1, the brake state detection unit 2 detects the brake pressure of each of the front brake 105 and the rear brake 110 based on the electric signal input from the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12. As a result, the process of step S1 is completed, and the deceleration reduction correction process proceeds to step S2.

  In the process of step S2, the control unit 4 obtains the correction value based on the detection result of each brake pressure of the front brake 105 and the rear brake 110 indicated by the electric signal input from the brake state detection unit 2. Specifically, the control unit 4 searches a correction value calculation table that associates the brake pressure and the correction value, which is stored in advance in a memory (not shown), and searches the correction value calculation table for the front brake 105 and the rear brake 110. A correction value associated with each brake pressure is obtained. The correction value increases as the brake pressure detected by the brake state detection unit 2 increases, and decreases as the brake pressure detected by the brake state detection unit 2 decreases. Here, for example, the control unit 4 sets a correction value based on the brake pressure of the front brake 105 detected by the first hydraulic sensor 11 and a correction value based on the brake pressure of the rear brake 110 detected by the second hydraulic sensor 12. Can be obtained from the correction value calculation table, and the final correction value can be obtained by adding both the obtained correction values. As a result, the process of step S2 is completed, and the deceleration alleviation correction process proceeds to step S3.

  In the process of step S3, the control unit 4 determines whether or not the deceleration reduction control process is being executed. As a result of the determination, when the deceleration mitigation control process is being executed, the control unit 4 advances the deceleration mitigation correction process to the process of step S4. On the other hand, when the deceleration mitigation control process is not executed, the control unit 4 ends the deceleration mitigation correction process.

  In the process of step S4, the control unit 4 determines whether the brake pressure indicated by the electric signal input from the brake state detection unit 2 is equal to or higher than the first predetermined value H1. Here, for example, the control unit 4 can determine whether at least one of the brake pressure of the front brake 105 and the brake pressure of the rear brake 110 is the first predetermined value H1 or more. . Further, the first predetermined value to be compared with the brake pressure of the front brake 105 and the first predetermined value to be compared with the brake pressure of the rear brake 110 may be the same value or different values. As a result of the determination, when the brake pressure is less than the first predetermined value H1, the control unit 4 advances the deceleration reduction correction process to the process of step S5. On the other hand, when the brake pressure is equal to or higher than the first predetermined value H1, the control unit 4 advances the deceleration reduction correction process to the process of step S6.

  In the process of step S5, the control unit 4 corrects the deceleration easing throttle opening by subtracting the correction value obtained in step S2 from the deceleration easing throttle opening calculated or corrected last time. At this time, the larger the brake pressure detected by the brake state detection unit 2, the larger the correction value to be reduced from the throttle opening. Reduce the throttle opening. Further, the smaller the brake pressure detected by the brake state detection unit 2, the smaller the correction value subtracted from the deceleration relaxation throttle opening. Therefore, the control unit 4 controls the deceleration relaxation throttle opening as the brake pressure detected by the brake state detection unit 2 decreases. Increase the opening. As a result, the process of step S5 is completed, and the deceleration alleviation correction process ends.

  In the process of step S6, the control unit 4 determines whether the brake pressure indicated by the electric signal input from the brake state detection unit 2 is equal to or higher than a second predetermined value H2 (H1 <H2). Here, for example, the control unit 4 can determine whether at least one of the brake pressure of the front brake 105 and the brake pressure of the rear brake 110 is a second predetermined value H2 or more. . The second predetermined value compared with the brake pressure of the front brake 105 and the second predetermined value compared with the brake pressure of the rear brake 110 may be the same value or different values. As a result of the determination, when the brake pressure is equal to or higher than the second predetermined value H2, the control unit 4 advances the deceleration reduction correction process to the process of step S7. On the other hand, when the brake pressure is less than the second predetermined value H2, the control unit 4 ends the deceleration reduction correction process.

  In the process of step S7, the control unit 4 stops the deceleration reduction control process. As a result, the process of step S7 is completed, and the deceleration alleviation correction process ends.

  Next, the deceleration alleviation correction process will be described in more detail with reference to FIGS. 4 (a) and 4 (b).

  First, the flow when the rider operates the brake lever 101 or the brake pedal 106 to reduce the vehicle speed of the saddle riding type vehicle will be described with reference to FIG. In FIG. 4A, the solid line shows the target throttle opening, the one-dot chain line shows the rider request opening, and the two-dot chain line shows the deceleration alleviating throttle opening.

  At time t = t1, the control unit 4 executes the deceleration mitigation control process to decelerate as the target throttle opening because the rider requested opening indicated by the electric signal input from the accelerator opening sensor 16 becomes the fully closed opening. Set the relaxation throttle opening.

  At time t = t2, the brake state detection unit 2 detects an increase in brake pressure. The control unit 4 calculates the correction value based on the brake pressure detected by the brake state detection unit 2 and the brake pressure detected by the brake state detection unit 2 is less than the first predetermined value H1. The deceleration relaxation throttle opening is corrected by subtracting the correction value from the deceleration relaxation throttle opening calculated immediately before t2, and the corrected deceleration relaxation throttle opening is set as the target throttle opening.

  After time t = t2, the brake pressure detected by the brake state detection unit 2 gradually increases, so the control unit 4 decreases the deceleration alleviation throttle opening degree as the brake pressure detected by the brake state detection unit 2 increases. Perform correction.

  At time t = t3, the brake pressure detected by the brake state detecting unit 2 reaches the maximum value PM, and the target throttle opening becomes the fully closed opening. On the other hand, when the deceleration relaxation throttle opening obtained by executing the deceleration relaxation control processing is set to the target throttle opening without executing the deceleration relaxation correction processing, at time t = t3, the fully closed opening is not yet reached. Not reach As described above, by executing the deceleration relaxation correction process when the brake lever 101 or the brake pedal 106 is operated, the deceleration relaxation throttle opening calculated by the deceleration relaxation control process without executing the deceleration relaxation correction process is performed. The fully-closed opening is reached earlier than when the target throttle opening is always set.

  Next, the flow when the driver releases the operation of the brake lever 101 or the brake pedal 106 during the execution of the deceleration reduction correction process will be described with reference to FIG. In FIG. 4B, the solid line shows the target throttle opening, the one-dot chain line shows the rider request opening, and the two-dot chain line shows the deceleration alleviating throttle opening. Further, in FIG. 4B, the rider request opening is maintained at the fully closed opening.

  First, at time t = t10, the brake state detection unit 2 detects an increase in brake pressure. The control unit 4 calculates the correction value based on the brake pressure detected by the brake state detection unit 2 and the brake pressure detected by the brake state detection unit 2 is less than the first predetermined value H1. The deceleration relaxation throttle opening is corrected by subtracting a correction value from the deceleration relaxation throttle opening calculated immediately before t10, and the corrected deceleration relaxation throttle opening is set as the target throttle opening. After time t = t10, the brake pressure detected by the brake state detection unit 2 gradually increases. Therefore, the control unit 4 controls the deceleration relaxation throttle opening degree as the brake pressure detected by the brake state detection unit 2 increases. Correct to reduce.

  At time t = t11, the brake pressure detected by the brake state detector 2 reaches the maximum value PM, and the target throttle opening becomes the fully closed opening.

  At time t = t12, the driver releases the operation of the brake lever 101 or the brake pedal 106.

  After time t = t12, the brake state detection unit 2 detects a decrease in brake pressure. The control unit 4 calculates a correction value based on the brake pressure detected by the brake state detection unit 2, and corrects the deceleration relaxation throttle opening by subtracting the correction value from the deceleration relaxation throttle opening corrected immediately before to correct the deceleration relaxation throttle opening. The deceleration alleviating throttle opening is set to the target throttle opening.

  After time t = t12, the brake pressure detected by the brake state detection unit 2 gradually decreases. Therefore, the control unit 4 increases the deceleration relaxation throttle opening degree as the brake pressure detected by the brake state detection unit 2 decreases. Perform correction. After the time t = t12, the target throttle opening degree approaches the deceleration relaxation throttle opening degree calculated by the deceleration relaxation control processing without executing the deceleration relaxation correction processing.

  At time t = t13, the control unit 4 executes the deceleration relaxation correction process because the target throttle opening matches the deceleration relaxation throttle opening calculated by the deceleration relaxation control process without executing the deceleration relaxation correction process. finish.

  The control unit 4 controls the driving of the throttle motor 13 via the motor drive circuit 5 so that the throttle opening degree matches the target throttle opening degree set as described above.

  In the internal combustion engine control apparatus according to the present embodiment described above, when the predetermined deceleration alleviation permission condition is satisfied, the throttle opening is controlled according to the deceleration alleviation throttle opening for alleviating the deceleration of the vehicle speed of the saddle riding type vehicle 100. The deceleration alleviation control process is executed, and the oil pressure obtained from the outputs of the first oil pressure sensor 11 and the second oil pressure sensor 12 that is linearly output according to the oil pressure is less than the first predetermined value during the execution of the deceleration alleviation control process. In this case, by decreasing the deceleration alleviating throttle opening as the hydraulic pressure increases, it is possible to prevent a decrease in brake feeling during deceleration using the brake and prevent a decrease in braking force of the brake.

  Further, in the internal combustion engine control device according to the present embodiment, the second predetermined hydraulic pressure obtained from the outputs of the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12 is larger than the first predetermined value during execution of the deceleration reduction control process. Since the execution of the deceleration mitigation control process is stopped when the value is reached, it is possible to reliably decelerate when the operating force of the brake is large.

  Further, in the internal combustion engine control apparatus according to the present embodiment, the smaller the hydraulic pressure obtained from the outputs of the first hydraulic pressure sensor 11 and the second hydraulic pressure sensor 12, the larger the deceleration alleviation throttle opening, so the operating force of the brake is increased. The feeling of deceleration can be alleviated when is not so large.

  The present invention is not limited to the type, shape, arrangement, number, etc. of the members described above, and the constituent elements thereof may be appropriately replaced with those having the same operational effect without departing from the gist of the invention. It goes without saying that the range can be changed as appropriate.

  Specifically, in the above-described embodiment, the detection results of the brake pressures of the front brake 105 and the rear brake 110 are input from the brake state detecting unit 2 to the control unit 4, but the brake state detecting unit 2 controls the brake pressure. The detection result of the brake pressure obtained by adding the brake pressure of the front brake 105 and the brake pressure of the rear brake 110 may be input to the section 4. In this case, the control unit 4 may obtain the correction value associated with the brake pressure obtained by adding the brake pressure of the front brake 105 and the brake pressure of the rear brake 110 in the correction value calculation table. it can. Further, the control unit 4 determines whether or not the brake pressure obtained by adding the brake pressure of the front brake 105 and the brake pressure of the rear brake 110 is equal to or higher than a first predetermined value H1, or is equal to or higher than a second predetermined value H2. It may be determined whether or not.

  As described above, in the present invention, it is possible to provide an internal combustion engine control device capable of preventing a reduction in brake feeling during deceleration using a brake and a reduction in braking force of a brake, Due to its versatility and universality, it is expected to be widely applicable to internal combustion engine control devices for motorcycles and the like.

DESCRIPTION OF SYMBOLS 1 ... Driving force control device 2 ... Brake state detection unit 4 ... Control unit 5 ... Motor drive circuit 10 ... Internal combustion engine control device 11 ... First hydraulic pressure sensor 12 ... Second hydraulic pressure sensor 13 ... Throttle motor 15 ... Throttle position sensor 16 ... Accelerator position sensor 17 ... Crank angle sensor 100 ... Saddle-type vehicle 101 ... Brake lever 102 ... Master cylinder 103 ... Piping 104 ... Actuation cylinder 105 ... Front brake 106 ... Brake pedal 107 ... Master cylinder 108 ... Piping 109 ... Actuation Cylinder 110 ... Rear brake

Claims (2)

By mounting a straddle-type vehicle provided with a brake whose operating force is hydraulically applied, and controlling the drive of a motor that changes the throttle opening degree of the engine according to the accelerator opening degree of the straddle-type vehicle, It has a control unit that controls the throttle opening,
The control unit is
An internal combustion engine controller that executes a deceleration mitigation control process for controlling the throttle opening according to a deceleration mitigation throttle opening for mitigating the deceleration of the vehicle speed of the saddle riding type vehicle when a predetermined deceleration mitigation permission condition is satisfied. At
The control unit is
During execution of the deceleration mitigation control process, if the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor whose output changes linearly according to the hydraulic pressure is less than a first predetermined value, The greater the calculated hydraulic pressure, the smaller the deceleration alleviation throttle opening,
An internal combustion engine control device characterized by the above. The control unit is
During the execution of the deceleration reduction control process, the execution of the deceleration reduction control process is stopped when the hydraulic pressure obtained from the output of the brake hydraulic pressure sensor reaches a second predetermined value that is larger than the first predetermined value. To do
The internal combustion engine controller according to claim 1, wherein

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