JP6809052B2 - Internal combustion engine output estimation means and methods, and vehicle driving force control system - Google Patents

Description

The present invention relates to an internal combustion engine output estimation means and method for estimating the output of an internal combustion engine in an actual use state based on weather conditions, and a vehicle driving force control system.

In Patent Document 1, the opening degree of the throttle valve is adjusted from the detected engine speed based on the information (engine output map) showing the relationship between the engine output, the engine rotation speed, and the throttle valve opening degree. By doing so, a technique for controlling the output of the engine is disclosed.

Japanese Unexamined Patent Publication No. 2008-11126

However, there is a problem that the output of the engine in the actual use state deviates from the output of the engine specified in the engine output map depending on the weather conditions in the actual use state.

An object of the present invention has been made in consideration of the above circumstances, and provides an internal combustion engine output estimation means and method capable of accurately estimating the output of an internal combustion engine in an actual use state, and a vehicle driving force control system. To do.

The output estimation means of the internal combustion engine according to the present invention includes a standard state output calculation unit that calculates a standard state output that is the output of the internal combustion engine under standard weather conditions based on the operating state of the internal combustion engine, and the internal combustion engine. A correction coefficient calculation unit that calculates an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the weather conditions in the actual use state, and the estimation correction coefficient from the standard state output of the internal combustion engine. The actual use state output estimation unit that calculates and estimates the actual use state output estimated value, which is the output estimate value of the internal combustion engine under the weather conditions of the actual use state, is provided, and the correction coefficient calculation unit is provided. , The actual use state atmospheric correction coefficient defined as a function of the meteorological condition and the standard state for correcting the output of the internal combustion engine under the meteorological conditions in the actual use state to the output of the internal combustion engine under the meteorological conditions in the standard state. The standard state atmosphere correction coefficient for correcting the output of the internal combustion engine under the meteorological conditions of the above to the output of the internal combustion engine under the same standard state weather conditions is calculated, and the actual use state atmosphere correction coefficient and the standard state atmosphere correction are calculated. The difference from the coefficient is calculated as the weather condition fluctuation value of these atmospheric correction coefficients, and the correction coefficient for estimation is calculated by multiplying the weather condition fluctuation value of this atmospheric correction coefficient by the adjustment coefficient . It is characterized by that.

Further, the output estimation method of the internal combustion engine according to the present invention includes a standard state output calculation step for calculating a standard state output which is an output of the internal combustion engine under standard weather conditions based on the operating state of the internal combustion engine, and the internal combustion. A correction coefficient calculation step for calculating an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the meteorological conditions in the actual use state of the engine, and the estimation from the standard state output of the internal combustion engine. The correction coefficient calculation includes an actual use state output estimation step for calculating and estimating an actual use state output estimated value which is an output estimate value of the internal combustion engine under the weather conditions of the actual use state using the correction coefficient. In the step, the actual use state atmospheric correction coefficient defined as a function of the meteorological condition for correcting the output of the internal combustion engine under the actual use state meteorological condition to the output of the internal combustion engine under the standard state meteorological condition, and A standard state atmospheric correction coefficient for correcting the output of the internal combustion engine under standard weather conditions to the output of the internal combustion engine under standard weather conditions is calculated, and the actual use state atmospheric correction coefficient and the standard state are calculated. The difference from the atmospheric correction coefficient is calculated as the weather condition fluctuation value of these atmospheric correction coefficients, and the estimation correction coefficient is calculated by multiplying the weather condition fluctuation value of this atmospheric correction coefficient by the adjustment coefficient. It is a feature.

Further, the vehicle driving force control system according to the present invention acts on the driving wheels by controlling the output of the internal combustion engine in a vehicle including the internal combustion engine and the driving wheels driven by the internal combustion engine. a driving force control system for a vehicle for controlling the driving force, and the standard-state output calculator for calculating the standard state output which is the output of the internal combustion engine in weather conditions in the standard state based on the operating state of the internal combustion engine, A correction coefficient calculation unit that calculates an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the weather conditions in the actual use state of the internal combustion engine, and the standard state output of the internal combustion engine. The actual use state output estimation unit that calculates and estimates the actual use state output estimated value, which is the output estimate value of the internal combustion engine under the weather conditions of the actual use state, and the actual use state output estimation using the correction coefficient for estimation. It has a driving force estimation unit that calculates and estimates the driving force acting on the driving wheels by correcting the value by the reduction ratio of the reduction engine, and the correction coefficient calculation unit is in a weather condition in an actual use state. The actual operating state atmospheric correction coefficient defined as a function of the weather conditions for correcting the output of the internal combustion engine to the output of the internal combustion engine under the standard state weather conditions, and the internal combustion engine under the standard state weather conditions. The standard state atmosphere correction coefficient for correcting the output to the output of the internal combustion engine under the same standard state weather conditions is calculated, and the difference between the actual use state atmosphere correction coefficient and the standard state atmosphere correction coefficient is calculated. It is characterized in that it is calculated as the weather condition fluctuation value of the atmospheric correction coefficient, and the estimation correction coefficient is calculated by multiplying the weather condition fluctuation value of the atmospheric correction coefficient by the adjustment coefficient. ..

According to the present invention, the standard state output of an internal combustion engine calculated from the operating state of the internal combustion engine is corrected by using an estimation correction coefficient calculated based on the weather conditions in the actual use state of the internal combustion engine. Since the output in the actual use state is estimated, the output in the meteorological condition of the actual use state of the internal combustion engine (actual use state output) can be estimated accurately.

The left side view which shows the motorcycle to which one Embodiment of the vehicle driving force control system which concerns on this invention is applied. The block diagram which shows the driving force control system of the vehicle of FIG. A graph of an engine output map used by the correction coefficient calculation unit of FIG. 2 showing the relationship between engine output, engine speed, and throttle opening under standard weather conditions. The flowchart which shows the procedure which the driving force control system of FIG. 1 executes.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a left side view showing a motorcycle to which one embodiment of the vehicle driving force control system according to the present invention is applied. Further, FIG. 2 is a block diagram showing a driving force control system for the vehicle of FIG. In the present embodiment, the expressions of front / rear, left / right, and up / down are based on the driver when the vehicle is on board.

As shown in FIG. 1, the motorcycle 1 has a body frame 2 and a head pipe 3 is provided in front of the body frame 2. The head pipe 3 is provided with a steering mechanism 7 including a pair of left and right front forks 5 and a handlebar 6 that rotatably supports the front wheels 4 while incorporating a suspension mechanism (not shown). The front wheels 4 are rotatably steered to the left and right by operating the handlebar 6.

On the other hand, the vehicle body frame 2 is, for example, a twin tube type main frame 8 that also serves as a pair of left and right tank rails that are expanded in the left-right direction immediately after the head pipe 3 and then extend diagonally backward and downward in parallel with each other. It is configured to have a pair of left and right center frames 9 connected to the rear end of the main frame 8 and extending downward, and a pair of left and right seat rails 10 extending diagonally upward and rearward from the center frames 9. Rail.

The fuel tank 11 is arranged above the main frame 8, and the operation seat 12 is arranged above the seat rail 10. A pivot shaft 13 is erected on the center frame 9, and a swing arm 14 is pivotally mounted on the pivot shaft 13 so as to swing around the pivot shaft 13, and a rear wheel 15 rotates at the rear end of the swing arm 14. It is freely pivotally supported. Then, the engine 16 as an internal combustion engine is arranged at the lower center of the vehicle between the front wheels 4 and the rear wheels 15 and below the fuel tank 11. Further, in the motorcycle 1, the front part of the vehicle is covered with a streamlined cowling 17, so that the air resistance during the vehicle running is reduced and the driver is protected from the running wind pressure.

The engine 16 includes a combustion chamber (not shown), and an intake port and an exhaust port communicating with the combustion chamber. The intake pipe 18, the throttle body 19, and the air cleaner 20 are sequentially connected to the intake port. The throttle body 19 includes a throttle valve 21 (FIG. 2), and a fuel injector 22 is installed in the intake pipe 18 or the throttle body 19. Further, the engine 16 is provided with a spark plug (not shown) constituting the ignition device 23 (FIG. 2) above the combustion chamber. Further, the exhaust pipe 24 and the exhaust muffler 25 are sequentially connected to the exhaust port.

When the engine 16 is operating, the air purified by the air cleaner 20 is adjusted in flow rate by the throttle valve 21 of the throttle body 19, is sucked into the combustion chamber from the intake port via the intake pipe 18, and is sucked into the combustion chamber by the fuel injector 22. Fuel is injected into the combustion chamber. As a result, a mixture of air and fuel is generated in the combustion chamber, and this mixture is ignited by the spark plug and burns in the combustion chamber. The exhaust gas generated by the combustion of this air-fuel mixture is discharged from the exhaust muffler 25 through the exhaust port and the exhaust pipe 24.

In the engine 16, a piston (not shown) reciprocates due to combustion of the air-fuel mixture, and this reciprocating motion is converted into a rotary motion of a crankshaft (not shown) and transmitted to a reduction mechanism (not shown). The rotation of the reduction mechanism is transmitted to the rear wheels 15 via a chain (not shown) or the like, and the rear wheels 15 are driven. The driving force acting on the rear wheels 15 is controlled by the driving force control system 30 shown in FIG. 2 controlling the output of the engine 16, that is, the rotational force of the crankshaft.

As shown in FIG. 2, the driving force control system 30 includes an engine rotation speed sensor 31 and a throttle opening sensor 32 that detect the operating state of the engine 16, and an intake air temperature sensor that detects the weather conditions in the actual use state of the engine 16. 33, the intake humidity sensor 34 and the atmospheric pressure sensor 35, the front wheel speed sensor 36 for detecting the running conditions of the motorcycle 1, the rear wheel speed sensor 37 and the inertial sensor 38, and the standard state output calculation unit 41 included in the calculation unit 40. The correction coefficient calculation unit 42, the actual use state output estimation unit 43, the rear wheel drive force estimation unit 44, the limit rear wheel drive force calculation unit 45, and the output control unit 46 are control targets for controlling the output of the engine 16. It includes the throttle valve 21, the fuel injector 22, and the ignition device 23 described above.

Of these, the standard state output calculation unit 41, the correction coefficient calculation unit 42, the actual use state output estimation unit 43, the engine rotation speed sensor 31, the throttle opening sensor 32, the intake air temperature sensor 33, the intake air humidity sensor 34, and the atmospheric pressure sensor 35. However, the output estimation means 47 of the engine 16 is configured.

As shown in FIG. 1, the engine speed sensor 31 is installed in the engine 16 and detects the speed of the crankshaft of the engine 16 as the engine speed. Further, the throttle opening degree sensor 32 is installed in the throttle body 19 and detects the opening degree of the throttle valve 21 in the throttle body 19 as the throttle opening degree. The operating state of the engine, which is the detection value (engine speed, throttle opening) of each of the engine speed sensor 31 and the throttle opening sensor 32, is transmitted to the standard state output calculation unit 41.

The intake air temperature sensor 33 and the intake air humidity sensor 34 are installed inside, for example, the air cleaner 20, and the intake air temperature sensor 33 detects the temperature of the air (intake air) taken into the combustion chamber of the engine 16. In addition, the intake humidity sensor 34 detects the humidity of the intake air. The atmospheric pressure sensor 35 is installed below the operation seat 12, for example, to detect the atmospheric pressure. The intake air temperature, intake humidity, and atmospheric pressure as meteorological conditions, which are the detected values of the intake air temperature sensor 33, the intake humidity sensor 34, and the atmospheric pressure sensor 35, are transmitted to the correction coefficient calculation unit 42.

The front wheel speed sensor 36 is installed at the lower end of the front fork 5 and detects the rotational speed of the front wheel 4. Further, the rear wheel speed sensor 37 is installed at the end of the swing arm 14 on the rear wheel 15 side, and detects the rotational speed of the rear wheel 15. Further, the inertial sensor 38 is installed below, for example, the driving seat 12 and detects the acceleration and the angular velocity acting on the motorcycle 1. The detected values of the front wheel speed sensor 36, the rear wheel speed sensor 37, and the inertial sensor 38 are transmitted to the limit rear wheel driving force estimation unit 45.

The arithmetic unit 40 is installed, for example, below the operation seat 12. The standard state output calculation unit 41 of the calculation unit 40 has the output (torque) of the engine 16 under standard weather conditions (intake temperature 20 ° C., intake humidity 60%, atmospheric pressure 1013 hPa), engine speed, and throttle opening. The engine output map shown in FIG. 3 which defines the relationship with the engine is stored. In this engine output map, the throttle opening is 0% for the solid line A, 10% for the dashed line B, 40% for the alternate long and short dash line C, 60% for the alternate long and short dash line D, and the solid line E. The case is 100%.

Then, the standard state output calculation unit 41 collates the engine rotation speed and the throttle opening degree acquired and input by the engine rotation speed sensor 31 and the throttle opening degree sensor 32 with the engine output map to make a standard. Calculate the standard state output, which is the output of the engine 16 under the weather conditions of the state.

The correction coefficient calculation unit 42 is the weather condition (intake humidity, intake temperature, atmospheric pressure) in the actual use state of the engine 16 acquired and input by each of the intake temperature sensor 33, the intake humidity sensor 34, and the atmospheric pressure sensor 35. Based on the above, the estimation correction coefficient K2 for correcting the standard state output of the engine 16 obtained by the standard state output calculation unit 41 is calculated.

Here, for example, when the intake air is low temperature (or high pressure), the combustion efficiency of the engine 16 is improved by increasing the oxygen density even with the same intake amount, and the output (torque) of the engine 16 is increased. On the other hand, when the intake air is high temperature (or low pressure), the oxygen density in the intake air decreases, so that the output of the engine 16 decreases. Further, in the isothermal isobaric intake, the combustion efficiency of the engine 10 decreases and the output of the engine 16 decreases as the humidity of the intake increases. On the contrary, in the isothermal and isothermal intake air, the output of the engine 16 increases as the humidity of the intake air decreases. In this way, the output of the engine 16 is affected by the weather conditions.

Therefore, the correction coefficient calculation unit 42 first corrects the output (torque) of the engine 16 under the weather conditions in the actual use state to the output (standard state output) of the engine 16 under the weather conditions in the standard state. K is calculated by the following equation (intake temperature, intake humidity, atmospheric pressure) based on the meteorological conditions (intake temperature, intake humidity, atmospheric pressure) of the engine 16 acquired by each of the intake temperature sensor 33, the intake humidity sensor 34, and the atmospheric pressure sensor 35. Calculate from 1) (see Japanese Industrial Standard JIS B 8013).

ここで、Ｐは大気圧であり、ＴＫが吸気温度である。ＥＷは、吸気湿度から算出される水蒸気分圧である。大気修正係数Ｋは、標準状態（Ｐ＝７６０ｍｍＨｇ、ＴＫ＝２０°Ｃ、吸気湿度６０％）の気象条件下においてはＫ＝１となる。

Here, P is atmospheric pressure and TK is the intake air temperature. EW is the partial pressure of water vapor calculated from the intake humidity. The atmospheric correction coefficient K is K = 1 under standard weather conditions (P = 760 mmHg, TK = 20 ° C, intake humidity 60%).

Further, in the correction coefficient calculation unit 42, the atmospheric correction for correcting the output of the engine 16 under the standard state weather condition (standard state output) to the output of the engine 16 under the standard state weather condition (standard state output). Assuming that the coefficient is K0, the difference between the atmospheric correction coefficient K in the actual use state and the atmospheric correction coefficient K0 in the standard state, that is, ΔK, which is the meteorological condition fluctuation value of the atmospheric correction coefficient, is defined by the following equation (2). Will be done. Since K0 = 1 here,
ΔK = K-K ₀ = K-1 ... (2)
Will be.

Further, the correction coefficient calculation unit 42 uses the difference ΔK to obtain the output of the engine 16 under the weather conditions in the standard state (standard state output) and the output of the engine 16 under the weather conditions in the actual use state (actual use state described later). The estimation correction coefficient K2 for correction to the output) is defined by the following equation (3).
K ₂ = 1 / (C × ΔK + 1)… (3)
Here, C is an adjustment coefficient for adjusting the actual usage state output estimated value of the engine 16 (details will be described later).

Therefore, as shown in the equation (1), the correction coefficient calculation unit 42 defines the atmospheric correction coefficient K as a function of the weather conditions in the actual use state of the engine 16, so that the intake temperature sensor 33 and the intake humidity sensor 34 , The atmospheric correction coefficient K is obtained from the meteorological conditions (intake temperature, intake humidity, atmospheric pressure) of the engine 16 acquired by each of the atmospheric pressure sensors 35 and the equation (1), and further, the equation ( The estimation correction coefficient K2 is calculated using 2) and the equation (3).

The actual use state output estimation unit 43 uses the correction coefficient K2 for estimation from the output (standard state output) of the engine 16 under the weather conditions in the standard state, and is the output of the engine 16 under the weather conditions in the actual use state. Calculate and estimate the output. That is, when the standard state output of the engine 16 is Q0 and the estimated value of the actual use state output of the engine 16 is Q, as shown in equation (4), the standard state output Q0 is multiplied by the estimation correction coefficient K2. The usage state output estimated value Q is calculated.
Q = K ₂ x Q ₀ ... (4)

Here, by appropriately setting the adjustment coefficient C in the above equation (3) for each vehicle in advance by referring to the experimental results, for example, the actual usage state output estimated value Q of the engine 16 can be made more accurate. It can be calculated well.
For example, it is empirically obtained that when the standard state output is corrected based only on the atmospheric correction coefficient K of the equation (1), the correction cannot be completed if the fluctuation of the weather condition is large, and the output value may deviate from the actual output value. Has been done. On the other hand, by using the adjustment coefficient C as in the equation (3) and setting the adjustment coefficient C to be larger than 1 (for example, 1.5), the product of the atmospheric correction coefficient with the meteorological condition fluctuation value ΔK. The value of “C × ΔK” becomes large, and the influence of ΔK on the estimation correction coefficient K2 becomes large (weighted to ΔK by C). Then, by using this estimation correction coefficient K2, the actual usage state output estimated value Q is corrected, and it becomes possible to suppress the occurrence of the above-mentioned deviation.
In this way, by appropriately setting the adjustment coefficient C and making it possible to adjust the degree of influence of the meteorological condition fluctuation value ΔK of the atmospheric correction coefficient, more accurate output estimation according to the difference in characteristics of each vehicle. You can modify the value.

The rear wheel drive force estimation unit 44 uses the output estimation value (actual use state output estimation value Q) of the engine 16 under the weather conditions in the actual use state estimated by the actual use state output estimation unit 43 as the reduction ratio of the reduction mechanism and the rear. By correcting with the diameter of the wheel 15 (rear wheel diameter), the rear wheel driving force acting on the rear wheel 15 is calculated and estimated. The rear wheel drive force estimation unit 44 transmits the estimated rear wheel drive force to the output control unit 46.

The limit rear wheel driving force calculation unit 45 obtains the speed difference between the front wheels 4 and the rear wheels 15 from the front wheel speed and the rear wheel speed acquired and input by the front wheel speed sensor 36 and the rear wheel speed sensor 37, respectively. , The slip ratio of the rear wheel 15 is calculated from this speed difference. Further, the limit rear wheel driving force calculation unit 45 calculates the vehicle attitude (bank angle, etc.) of the motorcycle 1 from the inertial force acquired and input by the inertial sensor 38. Further, the limit rear wheel driving force calculation unit 45 provides tire information (for example, friction coefficient) of the front wheels 4 and rear wheels 15, vehicle weight including the driver's weight, road surface information (dry, wet), and the like. Is entered by.

Then, the limit rear wheel driving force calculation unit 45 calculates the limit rear wheel driving force, which is the upper limit value of the driving force, based on the above-mentioned traveling conditions such as slip ratio, vehicle posture, tire information, vehicle weight, and road surface information. .. This limit rear wheel driving force is a driving force indicating a limit at which the motorcycle 1 will slip or wheelie when a further driving force acts on the rear wheels 15.

The output control unit 46 compares the rear wheel drive force estimated by the rear wheel drive force estimation unit 44 with the limit rear wheel drive force calculated by the limit rear wheel drive force calculation unit 45, and compares the engine 16 with the limit rear wheel drive force. Output (torque) of. That is, the output control unit 46 reduces the output of the engine 16 if the rear wheel driving force exceeds the limit rear wheel driving force, and increases the output of the engine 16 if it is less than the limit rear wheel driving force. In particular, the output control unit 46 reduces the throttle opening of the throttle valve 21 or fuels a part of the cylinders of the engine 16 by the fuel injector 22 when the rear wheel driving force exceeds the limit rear wheel driving force. The output of the engine 16 is reduced by stopping the injection (fuel cut) or delaying the ignition timing by the ignition device 23.

Next, the operation of the driving force control system 30 configured as described above will be described with reference to FIG.
First, the standard state output calculation unit 41 captures the engine speed and throttle opening detected by the engine speed sensor 31 and the throttle opening sensor 32, respectively (S1), and the correction coefficient calculation unit 42 takes in the intake air temperature sensor. 33, the intake air temperature, the intake humidity, and the atmospheric pressure detected by the intake humidity sensor 34 and the atmospheric pressure sensor 35 are taken in (S2), and the limit rear wheel driving force calculation unit 45 is the front wheel speed sensor 36 and the rear wheel speed sensor. 37, the front wheel speed, the rear wheel speed, and the inertial force detected by the inertial sensor 38 are taken in (S3).

Next, the standard state output calculation unit 41 collates the engine speed and the throttle opening taken in step S1 with the stored engine output map (FIG. 3), so that the engine 16 under the weather conditions in the standard state The standard state output calculation step for calculating the output (standard state output) of (S4) is executed.

Further, the correction coefficient calculation unit 42 obtains the atmospheric correction coefficient K from the intake air temperature, intake humidity, atmospheric pressure and the equation (1) taken in in step S2, and the atmospheric correction coefficient K, the equation (2) and the equation (1). From (3), the correction coefficient calculation step for calculating the estimation correction coefficient K2 for correcting the standard state output calculated by the standard state output calculation unit 41 is executed (S5).

Further, the limit rear wheel driving force calculation unit 45 determines the limit rear wheel driving force based on the driving conditions such as the front wheel speed, the rear wheel speed, the inertial force, the tire information, the vehicle weight, and the road surface information taken in step S3. The limit rear wheel driving force calculation step for calculating is executed (S6).

Next, the actual use state output calculation unit 43 uses the standard state output of the engine 16 calculated in step S4 and the estimation correction coefficient K2 obtained in step S5 to determine the engine under the weather conditions in the actual use state. The actual use state output estimation step of calculating and estimating the output estimated value (actual use state output estimated value Q) of 16 is executed (S7).

Next, the rear wheel driving force estimation unit 44 corrects the actual usage state output estimated value Q of the engine 16 estimated in step S7 by the reduction ratio of the reduction mechanism or the like, and then calculates and estimates the rear wheel driving force. The wheel driving force estimation step is executed (S8).

After that, the output control unit 46 compares the rear wheel driving force estimated in step S8 with the limit rear wheel driving force calculated in step S6, and adjusts the throttle opening, the fuel injection amount, and the ignition timing. The engine output control step for controlling the output of the engine 16 is executed (S9).

Since it is configured as described above, according to the present embodiment, the following effects (1) to (3) are obtained.
(1) In the output estimation means 47 of the driving force control system 30, the standard state output calculation unit 41 determines the output of the engine 16 under standard weather conditions from the operating state (engine speed, throttle opening) of the engine 16 (engine speed, throttle opening). The standard state output) is calculated, the correction coefficient calculation unit 42 calculates the estimation correction coefficient K2 based on the weather conditions in the actual use state of the engine 16, and the actual use state output estimation unit 43 estimates the standard state output. The output of the engine 16 (actual use state output) under the weather conditions in the actual use state is estimated by making corrections using the correction coefficient K2. Therefore, the output estimation means 47 of the driving force control system 30 can accurately estimate the output (actual use state output) of the engine 16 under the meteorological conditions of the actual use state.

(2) The intake air temperature, intake humidity, and atmospheric pressure as meteorological conditions captured by the correction coefficient calculation unit 42 are detected by the intake temperature sensor 33, the intake humidity sensor 34, and the atmospheric pressure sensor 35, respectively. .. Therefore, the correction coefficient calculation unit 42 takes in the weather conditions from these sensors 33, 34, 35 at any time, calculates the correction coefficient K2 for estimation through the atmospheric correction count K, and the actual use state output estimation unit 43 makes this estimation. The output of the engine 16 (actual use state output) under the meteorological conditions of the actual use state can be estimated by using the correction coefficient K2. As a result, the driving force control system 30 can realize driving force control with high responsiveness to changes in weather conditions by the rear wheel driving force estimation unit 44 and the output control unit 46.

(3) The actual use state output estimation unit 43 calculates the standard state output of the engine 16 calculated by the standard state output calculation unit 41 based on the weather conditions in the actual use state of the engine 16. It is corrected by K2, and the actual usage state output of the engine 16 is calculated and estimated. Further, the rear wheel drive force estimation unit 44 calculates and estimates the rear wheel drive force from the estimated value of the actual use state output. As a result, the engine output control (for example, traction control) performed by the output control unit 46 can be precisely performed in response to changes in weather conditions, so that the running performance and convenience of the motorcycle 1 can be improved.

Although the embodiment of the present invention has been described above, this embodiment is presented as an example and is not intended to limit the scope of the invention. This embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention, and the replacements and changes thereof can be made. , It is included in the scope and gist of the invention, and is also included in the scope of the invention described in the claims and the equivalent scope thereof.

For example, the correction coefficient calculation unit 42 calculates the atmospheric correction coefficient K based on the intake air temperature, the intake humidity, and the atmospheric pressure, and further calculates the estimation correction coefficient K2 from the atmospheric correction count K. The relationship between the intake air temperature, intake humidity, and atmospheric pressure and the estimation correction coefficient K2 is created in advance as a correction map, and the above correction is made from the intake air temperature, intake humidity, and atmospheric pressure detected by the sensors 33, 34, and 35, respectively. The estimation correction coefficient K2 may be obtained immediately using the map.

Further, the intake air temperature, intake humidity, and atmospheric pressure input to the correction coefficient calculation unit 42 may be at least one, and may be any one or two. Further, the intake air temperature, intake humidity, and atmospheric pressure input to the correction coefficient calculation unit 42 are not limited to those acquired from the sensor, and may be manually input to the correction coefficient calculation unit 42. Further, in the present embodiment, the case where the vehicle is a saddle-type motorcycle is described, but the present invention may be applied to a four-wheeled motorcycle, a ship, or the like.

1 ... Motorcycle (vehicle), 4 ... Front wheels, 15 ... Rear wheels, 16 ... Engine (internal engine), 21 ... Throttle valve, 22 ... Fuel injector, 23 ... Ignition device, 30 ... Driving force control system, 31 ... Engine Rotation speed sensor, 32 ... Throttle opening sensor, 33 ... Intake temperature sensor, 34 ... Intake humidity sensor, 35 ... Atmospheric pressure sensor, 36 ... Front wheel speed sensor, 37 ... Rear wheel speed sensor, 38 ... Inertivity sensor, 41 ... Standard State output calculation unit, 42 ... Correction coefficient calculation unit, 43 ... Actual use state output estimation unit, 44 ... Rear wheel drive force estimation unit, 45 ... Limit rear wheel drive force calculation unit, 46 ... Output control unit, 47 ... Output estimation Means, C ... Adjustment coefficient, K, K0 ... Atmospheric correction coefficient, ΔK ... Meteorological condition fluctuation value of atmospheric correction coefficient (difference between actual use state atmospheric correction coefficient and standard state atmospheric correction coefficient), K2 ... estimation correction coefficient, Q0 ... Standard state output, Q ... Actual usage state output estimated value.

Claims (7)

A standard state output calculation unit that calculates the standard state output, which is the output of the internal combustion engine under standard weather conditions based on the operating state of the internal combustion engine.
A correction coefficient calculation unit that calculates an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the weather conditions in the actual use state of the internal combustion engine.
The actual use state output estimated by calculating the actual use state output estimated value which is the output estimate value of the internal combustion engine under the weather conditions of the actual use state by using the estimation correction coefficient from the standard state output of the internal combustion engine. It has an estimation unit, a
The correction coefficient calculation unit corrects the output of the internal combustion engine under the meteorological conditions in the actual use state to the output of the internal combustion engine under the meteorological conditions in the standard state, and is defined as a function of the meteorological conditions. The correction coefficient and the standard state atmosphere correction coefficient for correcting the output of the internal combustion engine under the standard state weather condition to the output of the internal combustion engine under the same standard state weather condition are calculated, and the actual use state atmosphere correction coefficient is calculated. The difference between the standard state atmospheric correction coefficient and the standard state atmospheric correction coefficient is calculated as the meteorological condition fluctuation value of these atmospheric correction coefficients, and the adjustment coefficient is multiplied by the meteorological condition fluctuation value of this atmospheric correction coefficient to obtain the estimation correction coefficient. An output estimation means for an internal combustion engine, characterized in that it is configured to calculate . The first aspect of claim 1, wherein the operating state of the internal combustion engine is an internal combustion engine rotation speed and a throttle valve opening degree, and the meteorological condition is at least one of intake air temperature, intake air humidity, and atmospheric pressure. A means for estimating the output of an internal combustion engine. A standard state output calculation step for calculating the standard state output, which is the output of the internal combustion engine, under standard weather conditions based on the operating state of the internal combustion engine.
A correction coefficient calculation step for calculating an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the weather conditions in the actual use state of the internal combustion engine.
The actual use state output estimated by calculating the actual use state output estimated value which is the output estimate value of the internal combustion engine under the weather conditions of the actual use state by using the estimation correction coefficient from the standard state output of the internal combustion engine. It has an estimation step, and
In the correction coefficient calculation step, the actual use state atmosphere defined as a function of the meteorological conditions for correcting the output of the internal combustion engine under the actual use state meteorological conditions to the output of the internal organ engine under the standard state meteorological conditions. The correction coefficient and the standard state atmosphere correction coefficient for correcting the output of the internal combustion engine under the standard state weather condition to the output of the internal combustion engine under the same standard state weather condition are calculated, and the actual use state atmosphere correction coefficient is calculated. The difference between the standard state atmospheric correction coefficient and the standard state atmospheric correction coefficient is calculated as the meteorological condition fluctuation value of these atmospheric correction coefficients, and the adjustment coefficient is multiplied by the meteorological condition fluctuation value of this atmospheric correction coefficient to obtain the estimation correction coefficient. A method for estimating the output of an internal combustion engine, which comprises calculating . A vehicle driving force control system that controls the driving force acting on the driving wheels by controlling the output of the internal combustion engine in a vehicle including the internal combustion engine and the driving wheels driven by the internal combustion engine. ,
And the standard status output calculation unit for calculating the standard state output which is the output of the internal combustion engine in weather conditions in the standard state based on the operating state of the internal combustion engine,
A correction coefficient calculation unit that calculates an estimation correction coefficient for correcting the standard state output of the internal combustion engine based on the weather conditions in the actual use state of the internal combustion engine.
The actual use state output estimated by calculating the actual use state output estimated value which is the output estimate value of the internal combustion engine under the weather conditions of the actual use state by using the estimation correction coefficient from the standard state output of the internal combustion engine. Estimator and
It has a driving force estimation unit that calculates and estimates the driving force acting on the driving wheels by correcting the actual use state output estimated value by the reduction ratio of the reduction mechanism .
The correction coefficient calculation unit corrects the output of the internal combustion engine under the meteorological conditions in the actual use state to the output of the internal combustion engine under the meteorological conditions in the standard state, and is defined as a function of the meteorological conditions. The correction coefficient and the standard state atmosphere correction coefficient for correcting the output of the internal combustion engine under the standard state weather condition to the output of the internal combustion engine under the same standard state weather condition are calculated, and the actual use state atmosphere correction coefficient is calculated. The difference between the standard state atmospheric correction coefficient and the standard state atmospheric correction coefficient is calculated as the meteorological condition fluctuation value of these atmospheric correction coefficients, and the adjustment coefficient is multiplied by the meteorological condition fluctuation value of this atmospheric correction coefficient to obtain the estimation correction coefficient. A vehicle driving force control system characterized by being configured to calculate . The fourth aspect of claim 4 , wherein the operating state of the internal combustion engine is an internal combustion engine rotation speed and a throttle valve opening degree, and the meteorological condition is at least one of intake air temperature, intake air humidity, and atmospheric pressure. Vehicle driving force control system. The vehicle driving force control system according to claim 4 or 5 , wherein the correction coefficient calculation unit is configured to input the weather conditions acquired by the weather condition sensor. It is configured to further have an output control unit that controls the output of the internal combustion engine by comparing the driving force acting on the driving wheels estimated by the driving force estimation unit with the driving force upper limit value set according to the traveling conditions. The vehicle driving force control system according to any one of claims 4 to 6 , characterized in that.

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