JPH0339176B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a wheel slip rate control device that calculates the slip rate of the drive wheels to control the driving force of the vehicle, thereby controlling the slip rate of the drive wheels. .

BACKGROUND ART In recent years, various improvements have been made to various vehicles in terms of both engines and body frames in order to improve driving performance on rough roads such as muddy roads and snowy roads. For example, it is known that tire traction, which converts the rotational force of a wheel into running force, can be effectively utilized to a certain extent by improving the lip pattern of the tire. However, even with such improvements, tire slip still occurs during sudden acceleration, so tire traction has not yet been utilized to its fullest extent. To solve this problem, the slip ratio of the drive wheels is determined, and the drive force, that is, the throttle opening, is controlled according to this slip ratio, and the engine output is thereby adjusted to increase the slip ratio of the drive wheels. It is only necessary to control the slip rate to the optimum state.

Therefore, the present invention provides a wheel slip rate control device that can appropriately control the throttle opening according to the slip rate of the drive wheels, and includes a slip rate calculation circuit that calculates the slip rate of the drive wheels; A gear mechanism is provided that corrects the amount of rotation corresponding to the amount of operation of the throttle operator in accordance with the slip rate calculated by the slip rate calculation circuit, and the throttle wire is driven by the output of this gear mechanism to adjust the throttle opening. The gear mechanism includes a wire drum having one end of a throttle wire attached on the outer periphery, a ring-shaped gear gear disposed coaxially with the wire drum, and a ring-shaped gear gear arranged coaxially with the wire drum. a drive cap gear that meshes with the shaped cap gear and is rotationally driven by the throttle operator; a first pinion cap gear that is coaxially attached to the wire drum; and a ring shaped cap gear that meshes with the first pinion cap gear. A pair of side cap gears rotatably attached to the gears,
It is arranged at a position facing the first pinion head gear,
and a second pinion head gear which meshes with the pair of side head gears, and a second pinion head gear which is attached to the second pinion head gear and which engages with the pair of side head gears, and a second pinion head gear which is attached to the second pinion head gear and meshes with the pair of side head gears.
and a drive means for rotationally driving the pinion head gear.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

1 to 5 show a case where an embodiment of the wheel slip rate control device according to the present invention is applied to a motorcycle. In Figure 1,
Axle portion 2 of front wheel (driven wheel) 2 of this motorcycle 1
A front wheel speed sensor (driven wheel speed sensor) 3 is provided on the axle a, and a rear wheel speed sensor (driving wheel speed sensor) 5 is provided on the axle portion 4a of the rear wheel (driving wheel) 4. Each of these sensors 3 and 5 is a known sensor that outputs a sine wave signal with a frequency proportional to the rotational speed of each corresponding wheel. On the other hand, the body frame 6 of the motorcycle 1 is provided with a slip rate calculation circuit 8, which constitutes slip detection means and calculates the slip rate λ of the rear wheel 4, in a portion located below the seat 7. .

Next, the detailed configuration of this slip rate calculation circuit 8 will be explained. FIG. 2 is a block diagram showing the configuration of the slip rate calculation circuit 8. In this diagram,
Reference numeral 9 is a central processing unit (hereinafter abbreviated as CPU) such as a microprocessor, and a storage unit 11 is connected to a signal bus 10 of this CPU 9.
9 is adapted to operate according to a control program stored in this storage section 11. Next, the waveform shaping circuit 12 controls the front wheel speed sensor 3.
The waveform shaping circuit 12 amplifies and converts the sine wave outputted into a rectangular wave, and the rectangular wave outputted by the waveform shaping circuit 12 is supplied to the period measuring circuit 13. The period measuring circuit 13 is composed of a counter and the like, and counts and outputs the reference clock φ for each period of the rectangular wave. Therefore, if the period of the output sine wave of the front wheel speed sensor 3 is T _f , the period measuring circuit 13 outputs digital data D _tf proportional to this period T _f . Next, the waveform shaping circuit 14 and the period measuring circuit 15 are configured similarly to the waveform shaping circuit 12 and the period measuring circuit 13, and the period measuring circuit 15 outputs the output sine wave of the rear wheel speed sensor 5. Digital data D _tr proportional to the period _Tr is output. Next, the output board 16 controls a throttle valve 34, which constitutes an output control means to be described later, based on a command from the CPU 9.
2 for forward rotation of the DC motor 17 that drives the
It is provided to output a value logic signal P and a binary logic signal N for causing the DC motor 17 to reversely flow. The motor drive circuit 18 is a circuit that drives the DC motor 17 based on the signals P and N. When the signal P becomes "1", the motor 17 is rotated in the normal direction, and when the signal N becomes "1", the motor 17 is rotated in the forward direction. Reverse it.

Next, FIG. 3 is a flowchart showing the flow of the control program executed by the CPU 9. Hereinafter, the operation of the CPU 9 will be explained according to this flowchart. Note that this control program is periodically executed at a preset short constant period.

When this control program starts running,
In step S1, the CPU 9 reads the output of the period measurement circuit 13, that is, the period data D _tf of the front wheel speed sensor 3, and the output of the period measurement circuit 15, that is, the period data D _tr of the rear wheel speed sensor 5. Next, in step S2, the CPU 9 calculates the circumferential rotational speed V _f of the front wheel 2 from the periodic data D _tf . That is, since the rotation peripheral speed V _f is proportional to the reciprocal of the period data D _tf , the CPU 9 calculates the speed V _f by multiplying the reverse flow of the period data D _tf by a predetermined constant. Next, in step S3, the CPU 9 averages this speed V _f using a filtering program to calculate an estimated body speed V _b of the motorcycle 1. Then CPU9
In step S4, the same calculation as in step S2 is performed from the periodic data _Dtr to adjust the rear wheel 4.
Calculate the rotational circumferential speed V _r of . Next, the CPU 9 proceeds to step S5 and calculates the slip rate λ of the rear wheel 4 from the estimated vehicle speed V _b and the rear wheel circumferential speed V _r . In other words, the slip rate λ is defined as λ=V _r −V _b /V _b (1), so calculate the slip rate λ by substituting the speeds V _b and V _r into equation (1). do. then
In step S6, the CPU 9 determines whether the calculated slip rate λ is larger or smaller than the second reference slip rate λ ₂ which is a reference when performing slip prevention control, and if it is determined that λ≧λ ₂ . If so, proceed to step S7. When proceeding to step S7, the CPU 9
The signal P is set to "1" via the output board 16 for a preset fixed time width (this time width is shorter than the execution cycle of this control program), thereby causing the motor 17 to rotate by a predetermined angle. and then return to step S1. On the other hand, the step S6
In the case where it is determined that λ<λ ₂ ,
The CPU 9 proceeds to step S8, where it determines whether the slip rate λ is smaller than the first reference slip rate λ ₁ (however, λ ₁ < λ ₂ ), and if it is determined that λ < λ ₁ , the process proceeds to step S9. Proceed to. Proceed to step S9
The CPU 9 calculates the total angle by which the motor 17 has been rotated forward (this angle is stored in the storage unit 11).
The signal N is set to "1" for the period required to reverse the motor 17, thereby returning the rotational position of the motor 17 to its original position, and then returning to step S1.
If it is determined in step S8 that λ≧λ ₂ , the CPU 9 does nothing (that is, does not rotate the motor 17) and returns to step S1.

The details of the slip rate calculation circuit 8 have been described above.

Next, the throttle grip (throttle operator) 19 of this motorcycle 1 and the throttle wire 2
0 will be explained.

FIG. 4 shows the configuration of this gear mechanism 21. As shown in this figure, a drive cap gear 23 is coaxially mounted on a throttle grip 19 provided at the right end of the handle pipe 22 of the motorcycle 1. The driving head gear 23 is meshed with a ring-shaped head gear 24. The ring-shaped head gear 24 includes a pair of opposing second and first pinion head gears 25, 2.
A pair of side cap gears 27, 2 are rotatably mounted on the inner peripheral side of the ring-shaped cap gear 24.
8 and the head gears 25 and 26 are adapted to mesh with each other. and the second pinion head gear 2
5 is attached to one end of the shaft 25a, which is rotatably supported by a case 29 fixed to the handle pipe 22, and a worm wheel 30 is attached to the other end of this shaft 25a, and the motor 1 of the DC motor 17.
The worm wheel 30 is attached to the worm wheel 7a and rotated by the motor 17 via a worm 31 that meshes with the worm wheel 30. On the other hand, the first pinion head gear 26 is rotatably supported by a case 29, and a rotary body 32 is attached to the first pinion head gear 26, and one end of the throttle wire 20 is attached to the peripheral edge of the rotary body 32. is fixed. Further, the DC motor 17, the worm wheel 30, the worm 31, and the shaft 25a constitute a driving means for rotationally driving the second pinion head gear 25.

The other end of this throttle wire 20 is
As shown in FIG. 5, it is attached to a throttle valve 34 in a carburetor 33 of this motorcycle 1. In addition, this carburetor 33
The throttle wire 20 includes a needle 36 for changing the opening area of the main jet 35, a throttle valve 34 to which the needle 36 is attached, a spring 37 that biases the throttle valve 34 downward, and the like. This is a conventional method for moving the throttle valve 34 up and down through the throttle valve, thereby controlling the amount of air and fuel supplied to the engine 38.

Next, the operation of this embodiment with the above configuration will be explained.

First, a case will be explained in which the driving vehicle accelerates but the rear wheels 4 do not slip. in this case,
In FIG. 4, the throttle grip 19 is rotated counterclockwise when viewed from the right. Then, the rotation of the drive head gear 23 is transmitted to the ring-shaped head gear 24,
As a result, the pair of side shade gears 27 and 28 are rotated. On the other hand, in this case, since no slip occurs, the motor 17 does not rotate, and therefore the second pinion head gear 25 remains stopped. Therefore, the first pinion head gear 26 is rotated (counterclockwise when viewed from below in FIG. 4) in accordance with the amount of rotation of the ring-shaped head gear 24, that is, the amount of operation of the throttle grip 19. As a result, the throttle wire 20 is wound around the rotating body 32, and the throttle valve 34 is opened.

On the other hand, a case will be explained in which the driving vehicle suddenly accelerates and the rear wheels 4 slip. In this case as well, as in the above case, the rotating body 32 is rotated in accordance with the amount of operation of the throttle grip 19, thereby opening the throttle valve 34. However, in this case, since the rear wheel 4 slips, the motor 17 is rotated in the forward direction, which causes the second pinion gear 25 to move counterclockwise by a predetermined angle (determined by the slip rate λ) as seen from the bottom of FIG. ) is rotated. As a result, the side gears 27 and 28 rotate, the first pinion head gear 26 rotates, and the rotation of the rotating body 32 is accordingly reversed.
Therefore, in this case, the throttle valve 34 is automatically throttled in accordance with the slip rate λ, thereby controlling the slip rate λ of the rear wheels 4 to be equal to or less than the reference slip rate _λ2 . be done. When the slip rate λ falls below the reference slip rate λ ₁ , the rotational position of the motor 17, that is, the rotational position of the second pinion head gear 25 returns to the initial position.

In this way, according to this embodiment, the operation amount of the throttle grip 19 is corrected according to the slip rate λ by the slip rate calculation circuit 8 and the gear mechanism 21, and is transmitted to the throttle wire 20. , the slip rate λ is always controlled to be in an optimum state.

Moreover, when calculating the slip rate λ of the rear wheels 4, the rotational peripheral speed V _f of the front wheels 2 is averaged to calculate the estimated vehicle body speed V _b , and this estimated vehicle body speed V _b and the rotational peripheral speed V _r of the rear wheels 4 are calculated. Since the reference value for calculating the slip rate λ is stable, the slip rate λ is calculated in accordance with the actual vehicle speed as much as possible, and highly accurate control can be obtained.

In the above embodiment, the gear mechanism 21 is attached near the throttle grip 19, but the ring-shaped head gear 24 of the gear mechanism 21 is connected to the throttle grip. The mounting position of the gear mechanism 21 is not limited to the above-mentioned position, as long as it is configured to be rotated by the throttle wire of the gear mechanism 21. Although not shown in the above embodiment, the slip rate calculation circuit 8 is configured to be in an operation prohibited state when the driver performs a braking operation.

As is clear from the above description, the wheel slip rate control device according to the present invention includes a slip rate calculation circuit that calculates the slip rate of the drive wheel, and a slip rate calculation circuit that calculates the rotation amount corresponding to the operation amount of the throttle operator. A wheel slip rate control device is provided with a gear mechanism that corrects the slip rate according to the slip rate calculated by the gear mechanism, and a throttle wire is driven by the output of the gear mechanism to control the throttle opening degree. The mechanism includes a wire drum on which one end of a throttle wire is attached on the outer periphery, a ring-shaped head gear disposed coaxially with the wire drum, and a drive that meshes with the ring-shaped head gear and is rotationally driven by a throttle operator. A cap gear, a first pinion cap gear coaxially attached to the wire drum, a pair of side cap gears meshing with the first pinion cap gear and rotatably attached to the ring-shaped cap gear, and a first pinion. a second pinion head gear disposed at a position facing the head gear and meshing with the pair of side head gears; and a second pinion head gear attached to the second pinion head gear in response to a signal from a slip ratio calculation circuit. The slip ratio of the drive wheels can be controlled to an optimum state, thereby making it possible to make the most effective use of tire traction and obtain high acceleration performance. , driving performance on rough roads can be improved. Furthermore, according to this invention, it is possible to improve fuel efficiency by preventing the engine from revving up unnecessarily during acceleration, and at the same time, it eliminates the need for delicate throttle operation during acceleration, improving throttle operability. do. Moreover, since the configuration combines various types of head gears as described above, not only can the amount of operation of the throttle operator or drive means be transmitted to the throttle accurately and with almost no play, but also the amount of operation of the throttle operator or drive means can be transmitted to the throttle accurately and with almost no play. Mutual interference can be prevented by making the operation and the operation by the driving means independent. Therefore, the accuracy and responsiveness of throttle operation are improved, making it possible to control the slip rate with high precision.

[Brief explanation of the drawing]

Fig. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, Fig. 2 is a block diagram showing the configuration of a slip ratio calculation circuit in the same embodiment, and Fig. 3 is the operation of the slip ratio calculation circuit. FIG. 4 is a block diagram of a gear mechanism in this embodiment, and FIG. 5 is a sectional view of a carburetor in the same embodiment. 1...Motorcycle, 2...Front wheel (driven wheel), 3
...Front wheel speed sensor (driven wheel speed sensor), 4...
...Rear wheel (drive wheel), 5...Rear wheel speed sensor (drive wheel speed sensor), 8...Slip rate calculation circuit, 1
9... Throttle grip (throttle operator),
20...throttle wire, 21...gear mechanism,
33...Carburetor, 34...Throttle valve.

Claims (1)

[Claims] 1. A slip rate calculation circuit that calculates the slip rate of the drive wheel, and a gear mechanism that corrects the amount of rotation corresponding to the operation amount of the throttle operator in accordance with the slip rate calculated by the slip rate calculation circuit. A wheel slip rate control device that controls throttle opening by driving a throttle wire using the output of a gear mechanism, wherein the gear mechanism includes a wire drum on which one end side of the throttle wire is attached on the outer periphery. , a ring-shaped head gear disposed coaxially with the wire drum; a drive head gear that meshes with the ring-shaped head gear and is rotationally driven by the throttle operator; and a drive head gear coaxially attached to the wire drum. a first pinion head gear, a pair of side head gears that mesh with the first pinion head gear and are rotatably attached to the ring-shaped head gear, and are arranged at positions facing the first pinion head gear; and a second pinion head gear that meshes with the pair of side head gears, and a drive means attached to the second pinion head gear to rotationally drive the second pinion head gear in response to a signal from the slip rate calculation circuit. A wheel slip rate control device comprising: