JPWO2013172464A1 - Saddle type vehicle and control method of saddle type vehicle - Google Patents

Abstract

In a saddle-ride type vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, a saddle-type vehicle that can easily control the engine speed to achieve both low fuel consumption and good response to acceleration instructions. Providing a vehicle. A target engine speed calculator (11) that corrects the reference engine speed and calculates a target engine speed, a target engine torque calculator (15) that calculates a target engine torque, the target engine torque and the target A target throttle opening calculation unit (18) for calculating a target throttle opening of the electronically controlled throttle valve based on the engine speed, and a target gear ratio of the electronically controlled continuously variable transmission based on the target engine speed. A straddle-type vehicle having a target gear ratio calculation unit (13) for calculating.

Description

  The present invention relates to a saddle riding type vehicle and a control method for the saddle riding type vehicle.

  In a four-wheeled vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, it is known that low fuel consumption traveling is realized by controlling both of them in cooperation.

  For example, in Patent Document 1, a target engine speed that is a point on the optimum fuel consumption line is obtained from the vehicle speed and the requested axle driving force, and the target speed ratio of the continuously variable transmission is calculated from the target engine speed and the transmission output speed. A driving force control device for determining the target throttle opening from the requested axle driving force and the axle rotational speed and controlling the electronically controlled continuously variable transmission and the electronically controlled throttle valve is shown.

Japanese Patent No. 3754188

  Even in saddle riding type vehicles such as motorcycles, it is desired to perform low fuel consumption control from the viewpoint of running cost reduction and carbon dioxide emission reduction. However, it is not preferable to use the above-described driving force control device used for a four-wheeled vehicle as it is for a saddle-ride type vehicle as described below.

  Usually, low fuel consumption travel is realized by lowering the engine speed and reducing the gear ratio. In this case, when the driver operates the accelerator to instruct acceleration, the throttle valve is opened to increase the gear ratio. However, in such a state, since the engine speed is low, the torque is weak in terms of characteristics, and the acceleration does not increase immediately. Further, since rotational energy must be applied to the engine internal mechanism such as the crankshaft and the transmission, an apparent torque (inertia torque) is generated and a part of the engine output is consumed. Due to these factors, the acceleration of the vehicle is delayed with respect to the driver's instruction. In addition, a small shock-like vibration is generated in the vehicle due to the influence of the inertia torque accompanying the change in the gear ratio, and the riding comfort is impaired.

  However, since the four-wheeled vehicle has a strong color as a moving means, delay in response to this acceleration is not so important. Furthermore, since the inertial mass of the vehicle is larger than the inertial mass of the transmission, inertial torque and shock-like vibration in a small acceleration / deceleration direction hardly cause a problem. Therefore, in a four-wheeled vehicle, it is almost unnecessary to consciously control the engine speed as long as a necessary driving force is obtained.

  On the other hand, the saddle riding type vehicle has a strong color as a favorite item, and the delay or disturbance of the behavior of the vehicle with respect to the driver's instruction may greatly reduce the value of the product. In particular, the straddle-type vehicle has a common engine speed of 3000 to 6000 rpm, which is higher than the commonly used engine speed of a typical four-wheeled vehicle, 1500 to 3000 rpm. It takes a longer time to rise from a low state to a high rotational speed suitable for acceleration. Furthermore, since the ratio of the inertial mass of the transmission to the inertial mass of the vehicle is large, the influence of the inertial torque is large, thereby further delaying the acceleration of the vehicle. In addition, since the weight of the vehicle itself is small, the small shock-like vibration generated by the inertia torque cannot be ignored. For these reasons, in a straddle-type vehicle, it is preferable to positively control the engine speed so that the engine speed has a large influence on the behavior of the vehicle and becomes a value suitable for the running state.

  However, a driving force control device for a four-wheeled vehicle, such as the driving force control device described above, uniquely obtains an engine speed excellent in low fuel consumption traveling from the required axle driving force or output and vehicle speed. It does not give the engine speed suitable for the condition. Therefore, there is no clue as to how the engine speed should be controlled in order to control the engine speed according to the running state, and this driving force control device is suitable for a straddle-type vehicle. It is difficult.

  The present invention has been made in view of such a viewpoint, and an object of the present invention is to provide low fuel consumption driving and responsiveness to an acceleration instruction in a straddle-type vehicle including an electronically controlled throttle valve and an electronically controlled continuously variable transmission. It is an object of the present invention to provide a straddle-type vehicle in which the engine speed can be easily controlled in order to balance the goodness of the engine.

The invention disclosed in the present application has various aspects, and outlines of typical aspects of the aspects are as follows.
(1) A straddle-type vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, which corrects the reference engine rotational speed and calculates a target engine rotational speed, A target engine torque calculation unit that calculates a target engine torque; a target throttle opening calculation unit that calculates a target throttle opening of the electronically controlled throttle valve based on the target engine torque and the target engine speed; and A straddle-type vehicle, comprising: a target speed ratio calculation unit that calculates a target speed ratio of the electronically controlled continuously variable transmission based on a target engine speed.
(2) The straddle-type vehicle according to (1), wherein the target engine torque calculation unit calculates the reference engine torque based on the reference engine speed.
(3) The straddle-type vehicle in (1) or (2), wherein the target engine speed calculation unit limits correction to the reference engine speed in accordance with a traveling state of the straddle-type vehicle.
(4) The straddle-type vehicle according to (3), wherein the target engine speed calculation unit changes a correction amount to the reference engine speed according to a traveling state of the straddle-type vehicle.
(5) In (4), the target engine speed calculation unit is based on at least one parameter selected from the accelerator operation amount, the vehicle speed, the accelerator operation amount change speed, and the acceleration of the straddle-type vehicle. A straddle-type vehicle that changes the amount of correction to the reference engine speed.
(6) In any one of (3) to (5), the target engine speed calculation unit is configured so that the target engine speed is equal to or higher than an optimal efficiency engine speed determined from an optimal efficiency operating line. A straddle-type vehicle that changes the amount of correction to engine speed.
(7) In any one of (3) to (6), the target engine speed calculation unit is configured to cause the target engine speed to be equal to or higher than a lower limit engine speed determined by the vehicle speed. A straddle-type vehicle that changes the correction amount.
(8) In any one of (3) to (7), the target engine speed calculation unit is configured such that the reference engine speed is an optimal efficiency engine speed determined from an optimal efficiency operating line or a lower limit engine speed determined from the vehicle speed. A straddle-type vehicle that does not perform correction to the reference engine speed when the engine speed is less than
(9) In any one of (3) to (8), the target engine speed calculation unit modifies the correction amount to the reference engine speed based on the correction amount calculated in the past. Type vehicle.
(10) A target engine speed calculating step for correcting the reference engine speed and calculating a target engine speed, a target engine torque calculating step for calculating a target engine torque, the target engine torque and the target engine speed A target throttle opening calculation step for calculating a target throttle opening of the electronically controlled throttle valve based on the target, and a target shift for calculating a target gear ratio of the electronically controlled continuously variable transmission based on the target engine speed A straddle-type vehicle control method comprising: an electronically controlled throttle valve having a ratio calculating step; and an electronically controlled continuously variable transmission.
(11) In the method (10), the target engine torque calculating step calculates the reference engine torque based on the reference engine speed.

  According to the above aspect (1) or (2) of the present invention, in a straddle-type vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, good responsiveness to low fuel consumption driving and acceleration instructions. Therefore, it is possible to provide a straddle-type vehicle that can easily control the engine speed.

  Further, according to the aspect (3) of the present invention, it is possible to shift from normal traveling to low fuel consumption traveling according to the traveling state of the saddle riding type vehicle.

  Further, according to the aspect (4) or (5) of the present invention, it is possible to continuously change the engine speed between the normal traveling and the low fuel consumption traveling, and to reduce the uncomfortable feeling when the two are switched.

  Further, according to the aspect (6) of the present invention, it is possible to prevent the efficiency from being lowered by lowering the engine speed more than necessary.

  Further, according to the above aspect (7) of the present invention, it is possible to reduce a sense of incongruity due to a small shock-like vibration generated by excessively reducing the engine speed.

  Further, according to the above aspect (8) of the present invention, it is possible to prevent the engine speed from being lowered unnecessarily when no further fuel-efficient driving is expected.

  Further, according to the above aspect (9) of the present invention, it is possible to reduce a sense of incongruity due to a small shock-like vibration generated by a sudden change in engine speed.

  According to the above aspect (10) or (11) of the present invention, in a saddle-ride type vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, low fuel consumption driving and responsiveness to acceleration instructions The engine speed can be easily controlled in order to achieve both the goodness of the engine.

1 is a side view of a saddle riding type vehicle according to an embodiment of the present invention. It is a functional block diagram of a saddle riding type vehicle according to an embodiment of the present invention. It is the control block diagram which showed the control implement | achieved by the control apparatus. It is a figure which shows the example of an engine speed map. It is a figure which shows the example of an engine torque map. It is a figure which shows an example of the control block of a conversion part. It is a figure which shows an example of the control block of a reverse conversion part. It is a graph which shows the relationship between the engine speed and engine torque in a certain throttle opening. It is a figure which shows the relationship between the value of a driving | running state value, and the upper limit of the correction amount defined by it. It is an example of the map which calculates | requires the 1st load coefficient L1 with the amount of accelerator operation, and a vehicle speed. It is an example of the map which calculates | requires the 2nd load coefficient L2 by the accelerator operation amount change speed. It is an example of the map which calculates | requires the 3rd load coefficient L3 with a vehicle speed and acceleration. It is an example of the map which determines the minimum engine speed with respect to a vehicle speed.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a side view of a saddle riding type vehicle 1 according to an embodiment of the present invention. Here, the saddle riding type vehicle refers to a motor vehicle having a saddle on which an occupant sits, and is referred to as a motorcycle, a motor tricycle, an ATV (All Terrain Vehicle), or a three-wheel or four-wheel buggy or snowmobile. Is included. Here, in the present embodiment, a motorcycle is illustrated as the saddle riding type vehicle 1, but this is shown as an example of the saddle riding type vehicle 1.

  The saddle riding type vehicle 1 has a front wheel 2 and a handle 3 for steering the front wheel 2 as shown in the figure. The grip on the right side of the handle 3 is an accelerator grip (not visible in FIG. 1), and the accelerator operation amount, which is the operation amount when the occupant rotates the accelerator grip, is provided on the accelerator grip. It is detected by a sensor.

  Further, the rotational power generated by the engine 4 is transmitted to the rear wheel 8 which is a drive wheel via an electronically controlled continuously variable transmission 5. A clutch and a final speed reduction mechanism (not shown) are disposed between the rear wheel 8 and the downstream of the electronically controlled continuously variable transmission 5.

  The engine 4 is a general reciprocating engine, and its type, for example, 2 strokes or 4 strokes, and the number of cylinders are not particularly limited. The engine 4 includes an electronically controlled throttle valve, and controls the intake amount in accordance with a command from the control device 10 to be described later.

  In addition, the electronically controlled continuously variable transmission 5 has an input shaft that is linked to the crankshaft of the engine 4 and an output shaft. The gear ratio is continuously changed. The type of the electronically controlled continuously variable transmission 5 is not particularly limited. In the present embodiment, a V belt is wound around a driving pulley disposed on the input shaft and a driven pulley disposed on the output shaft. It is of the type, and by moving one of the two sheaves constituting the drive pulley in the axial direction by a continuously variable transmission actuator, the apparent diameter with which the V-belt and the drive pulley are engaged is changed, and the speed is changed accordingly. The ratio is controlled.

  The control device 10 is a device that controls the operation of the entire saddle-ride type vehicle 1, and an electronic circuit such as a general computer or a so-called microcontroller, DSP (Digital Signal Processor) including a CPU (Central Processing Unit) and a memory. You may comprise by. In addition to sending commands to the electronically controlled throttle valve and the continuously variable transmission actuator, the control device 10 receives signals from various sensors as will be described later. The board on which the control device 10 is mounted is disposed at an appropriate position on the vehicle body of the saddle riding type vehicle 1.

  FIG. 2 is a functional block diagram of the saddle riding type vehicle 1 according to the present embodiment. In the torque transmission path from the engine 4 to the rear wheel 8, an electronically controlled continuously variable transmission 5, a clutch 6, and a final reduction mechanism 7 are arranged in this order. Further, an accelerator operation amount that is an output signal from an accelerator sensor 24 that detects an operation amount of an accelerator grip 3a provided on the handle 3 (see FIG. 1), an opening amount of an electronically controlled throttle valve provided on the engine 4 The throttle opening which is an output signal from the throttle opening sensor 22 to be detected, the engine speed which is provided in the engine 4 and which is an output signal from the engine speed sensor 21 which detects the rotation speed of the crankshaft, and electronic control type An output shaft rotational speed which is an output signal from an output shaft rotational speed sensor 26 which detects the rotational speed of the output shaft of the electronically controlled continuously variable transmission 5 and is provided in the step transmission 5 and the axle of the rear wheel 8. A vehicle speed that is an output signal from a vehicle speed sensor 27 that is provided and detects the vehicle speed of the saddle riding type vehicle 1 is input to the control device 10. Further, the control device 10 sends a command to the throttle actuator 23 to control the opening degree of an electronically controlled throttle valve provided in the engine 4, and sends a command to the CVT actuator 25 to send an electronically controlled continuously variable transmission. 5 is controlled.

  Note that the control device 10 in the present embodiment includes an engine control device 10a and a CVT control device 10b, and the engine control device 10a and the CVT control device 10b are each configured by an independent integrated circuit. The accelerator operation amount, the throttle opening, and the engine speed are input to the engine control device 10a, the output shaft speed and the vehicle speed are input to the CVT control device 10b, and the engine control device 10a and the CVT control device 10b are mutually connected. Communication is possible. With this configuration, for example, the CVT control device 10b can receive the accelerator operation amount, the throttle opening and the engine speed, and the result calculated by the engine control device 10a. Similarly, the engine control device 10a can receive the output shaft rotational speed, the vehicle speed, and the result calculated by the CVT control device 10b. Each of the engine control device 10a and the CVT control device 10b has a storage device 10c, and a computer program to be executed by the engine control device 10a and the CVT control device 10b and parameters used for controlling the saddle riding type vehicle 1 Various data such as tables and maps are stored. The configuration of the control device 10 is an example, and any circuit configuration may be used as long as a similar function is realized. For example, the control device 10 may be realized by one integrated circuit.

  Next, control of the saddle riding type vehicle 1 realized by the control device 10 will be described.

  FIG. 3 is a control block diagram showing the control realized by the control device 10. The control shown here may be realized by the entire control device 10, and it is arbitrary whether each control block is realized by the engine control device 10a or the CVT control device 10b described above. Each control block may be realized by a physical electric circuit, but in the present embodiment, it is virtually realized by software executed on the engine control device 10a or the CVT control device 10b. .

  First, basic control for obtaining a target throttle opening and a target gear ratio that become command values (or converted values thereof) to the throttle actuator 23 and the CVT actuator 25 from the accelerator operation amount and the vehicle speed will be described. The target throttle opening is the opening of the electronically controlled throttle valve to be realized by the control, and the target gear ratio is the gear ratio of the electronically controlled continuously variable transmission 5 to be realized by the control.

  First, the process for obtaining the target gear ratio will be described. The control device 10 has a target engine speed calculation unit 11 and a target gear ratio calculation unit 13 shown in FIG. Further, the target engine speed calculation unit 11 includes a reference speed calculation unit 11A, a rotation speed correction unit 11B, and a correction restriction unit 11C. The control device 10 repeatedly executes the processes executed in these control blocks at a preset cycle.

  The reference rotation speed calculation unit 11A calculates a reference engine rotation speed based on the accelerator operation amount and the vehicle speed detected by the accelerator sensor 24. Here, the reference engine speed is a value that is a basis of the target value of the engine speed and is not corrected by the speed correction unit 11B described later. Here, the reference engine speed is related to the accelerator operation amount. This is a target value for the rotational speed of the crankshaft of the engine 4 that is uniquely converted from the information related to the information and the vehicle speed. Here, the information related to the accelerator operation amount refers to information corresponding to the accelerator operation amount on a one-to-one basis by appropriate conversion, and the information related to the vehicle speed refers to information corresponding to the vehicle speed on a one-to-one basis by appropriate conversion. Point to. For example, the rotational speed of the rear wheel 8 is converted to the vehicle speed by multiplying the circumference of the rear wheel 8, and is information related to the vehicle speed. In the present embodiment, the accelerator operation amount and the vehicle speed are used as the information related to the accelerator operation amount and the information related to the vehicle speed, respectively, but other information may be used as long as the information is related to the accelerator operation amount and the vehicle speed.

  The storage device 10c stores a map (hereinafter referred to as an engine speed map) that associates the accelerator operation amount, the vehicle speed, and the engine speed. The reference rotation speed calculation unit 11A refers to the engine rotation speed map, calculates the engine rotation speed according to the accelerator operation amount and the vehicle speed, and sets the engine rotation speed as the reference engine rotation speed.

  FIG. 4 is a diagram showing an example of an engine speed map. The storage device 10c stores data in which the map is digitized. In the engine speed map shown here, the horizontal axis represents the vehicle speed, the vertical axis represents the engine speed, and curves Ac1 to Ac3 that are curves corresponding to the accelerator operation amount are illustrated. Here, the curves Ac1 to Ac3 are associated with specific accelerator operation amounts. For example, in a specific state where the accelerator operation amount is large, the curve Ac1 is selected and the specific state where the accelerator operation amount is small. Then, the curve Ac3 is selected, and the curve Ac2 is selected in the middle. Actually, a larger number of curves than those shown in the figure are prepared in order to cope with more detailed changes in the accelerator operation amount.

  Here, when a curve corresponding to a certain accelerator operation amount, in this example, the curve Ac1 is selected, the engine speed is determined according to the vehicle speed at that time. As can be understood from the figure, even when the vehicle speed is the same, the curve selected when the accelerator operation amount is small is different (the lower curve is selected in the figure), and a smaller engine speed is obtained. It will be.

  In this engine speed map, a straight line passing through the origin indicates a state where the gear ratio is constant. In the drawing, a straight line indicated by Llow indicates a low gear state in which the speed ratio of the electronically controlled continuously variable transmission 5 is the largest, and a straight line indicated by High indicates a high gear having the lowest speed ratio of the electronically controlled continuously variable transmission 5. The straight line indicated by Lmid indicates the intermediate speed change state. As can be seen from the figure, in this example, each curve increases the engine speed along a straight line Llow (low gear state) while the vehicle speed is low, and gradually reduces the engine speed when the vehicle speed reaches an intermediate value. When the vehicle speed increases, the engine speed increases along a straight line Lhigh (high gear state).

  The reference engine rotation speed obtained by the reference rotation speed calculation unit 11A is transferred to the rotation speed correction unit 11B. The rotation speed correction unit 11B is a part that performs a process of appropriately correcting the reference engine rotation speed in order to realize low fuel consumption traveling. A target engine speed can be obtained by performing correction related to the reference engine speed. Here, the target engine speed is a target value to be controlled as the rotational speed of the crankshaft of the engine 4. At this time, as described above, the control considering only the low fuel consumption travel causes a decrease in responsiveness to the acceleration instruction and a small shock-like vibration accompanying a change in the gear ratio. Therefore, the correction limiting unit 11C limits the correction in the rotation speed correction unit 11B, thereby achieving both low fuel consumption traveling and responsiveness to the acceleration instruction. The limitation of the correction mentioned here includes not only prohibiting the correction itself but also changing the correction amount. Details of processing in the rotation speed correction unit 11B and the correction restriction unit 11C will be described later.

  The target gear ratio calculation unit 13 calculates the target gear ratio so that the rotational speed of the engine 4 becomes the target engine rotational speed. That is, the target gear ratio calculation unit 13 calculates the target gear ratio based on information regarding the target engine speed and the vehicle speed. In the present embodiment, vehicle speed is used as information related to vehicle speed. In this calculation, for example, the target gear ratio may be obtained by dividing the target engine speed by a value obtained by dividing the vehicle speed by the circumference of the rear wheel 8 and multiplying by the reduction ratio of the final reduction mechanism 7. When the obtained target speed ratio exceeds the upper limit or lower limit of the speed ratio of the electronically controlled continuously variable transmission 5, the target speed ratio calculation unit 13 may set the upper limit or lower limit as the target speed ratio.

  Next, a process for obtaining the target throttle opening will be described. The control device 10 includes an angle conversion unit 14, a target engine torque calculation unit 15, and a target throttle opening calculation unit 18 shown in FIG. Further, the target engine torque calculation unit 15 includes a reference engine torque calculation unit 15A, a conversion unit 15B, a driving force correction unit 15C, and an inverse conversion unit 15D. The control device 10 repeatedly executes the processes executed in these control blocks at a preset cycle.

  The angle conversion unit 14 is a part that converts the accelerator operation amount detected by the accelerator sensor 24 into a throttle opening. Here, the throttle opening obtained by the angle conversion unit 14 is referred to as a reference throttle opening. There is a one-to-one relationship between the throttle opening and the accelerator operation amount, and the accelerator operation amount is converted into a reference throttle opening by using an arbitrary conversion formula or by referring to a table or a map. . Here, conversion is performed so that the reference throttle opening is also increased if the accelerator operation amount is larger.

  The target engine torque calculation unit 15 calculates a target engine torque that is a target value of the engine torque to be controlled, based on the reference engine speed obtained by the reference speed calculation unit 11A.

  The reference engine torque calculation unit 15A calculates the reference engine torque based on the reference engine speed and the reference throttle opening. The reference engine torque calculation unit 15A calculates the reference engine torque by the following process, for example.

  The storage device 10c stores a map that is determined by the output characteristics of the engine 4 and shows the relationship between the throttle opening, the engine speed, and the engine torque (hereinafter, this map is referred to as an engine torque map). The reference engine torque calculation unit 15A uniquely calculates the reference engine torque from the reference throttle opening and the reference engine speed by referring to the engine torque map. As described above, the reference rotation speed calculation unit 11A calculates the reference engine rotation speed from the accelerator operation amount and the vehicle speed, and the angle conversion unit 14 converts the accelerator operation amount to the reference throttle opening. Therefore, the calculation based on the reference throttle opening and the reference engine speed is ultimately a calculation based on the accelerator operation amount and the vehicle speed. Therefore, the reference engine torque calculation unit 15A does not necessarily have to be based on the reference engine speed and the reference throttle opening as described herein, and may directly obtain the reference engine torque from the accelerator operation amount and the vehicle speed.

  FIG. 5 is a diagram showing an example of an engine torque map. The storage device 10c stores data in which the map is digitized. In the engine torque map shown here, curves Th1 to Th4, which are curves corresponding to the accelerator operation amount, are illustrated with the engine speed as the horizontal axis and the engine torque as the vertical axis. Here, the curves Th1 to Th4 are associated with a specific accelerator operation amount. For example, in a specific state where the accelerator operation amount is large, the curve Th4 is selected, and the specific state where the accelerator operation amount is small. Then, the curve Th1 is selected, and in the middle, the curves Th2 and Th3 are selected. Actually, a larger number of curves than those shown in the figure are prepared in order to cope with more detailed changes in the accelerator operation amount.

  The reference engine torque calculation unit 15A refers to the engine torque map and calculates a reference engine torque corresponding to the reference throttle opening and the reference engine speed. That is, when a curve corresponding to a certain accelerator operation amount, in this example, the curve Th4 is selected, the reference engine torque is obtained according to the reference engine speed at that time.

  The obtained reference engine torque is once converted into a driving force (referred to as a reference driving force) by the conversion unit 15B, and necessary correction is performed by the driving force correction unit 15C to obtain a target driving force. It is converted again by the inverse conversion unit 15D and converted to the target engine torque. In the driving force correction unit 15C, the temporal change in the driving force of the saddle riding type vehicle 1 generated by the reference engine torque obtained by the reference engine torque calculation unit 15A gives the passenger an unnatural impression and discomfort and impairs the riding comfort. The reference driving force is corrected so as not to occur, and functions mainly as a time filter. As the processing performed here, for example, a waveform shaping process of the reference driving force in which a steep change (for example, a step-like change) in the reference driving force is shaped into a gentle change can be exemplified. The driving force correction unit 15C does not directly correct the reference engine torque, but corrects the reference driving force obtained by converting the reference engine torque. Can take into account the inertia torque and loss of the engine 4 and the electronically controlled continuously variable transmission 5, and more accurately reflect the actual behavior of the saddle riding type vehicle 1 including the change and loss of the inertia torque. Because it is a thing.

  FIG. 6 is a diagram illustrating an example of a control block of the conversion unit 15B. As shown in the figure, the conversion unit 15B is lost from the reference engine torque in the electronically controlled continuously variable transmission 5 calculated by the inertia torque of the engine calculated by the inertia torque calculation unit 15a and the CVT loss calculation unit 15b. After the torque is reduced, the reference driving force is obtained by multiplying the transmission ratio of the electronically controlled continuously variable transmission 5 calculated by the transmission ratio calculation unit 15c and the reduction ratio of the final reduction mechanism 7 (referred to as the final reduction ratio). obtain. Here, the inertia torque of the engine is an inertia torque generated by a change in the engine speed, and is calculated by the inertia torque calculation unit 15a based on a temporal change in the reference engine speed. The torque lost in the electronically controlled continuously variable transmission 5 means a transmission loss in the electronically controlled continuously variable transmission 5, and is calculated by the CVT loss calculating unit 15b based on the reference engine speed. At this time, the gear ratio of the electronically controlled continuously variable transmission 5 may be further taken into consideration. Further, the gear ratio of the electronically controlled continuously variable transmission 5 is calculated by the gear ratio calculation unit 15c based on information on the reference engine speed and the current vehicle speed. When the speed ratio calculated here exceeds the upper limit or lower limit of the speed ratio of the electronically controlled continuously variable transmission 5, the speed ratio calculation unit 15c uses this upper limit or lower limit as the speed ratio.

  FIG. 7 is a diagram illustrating an example of a control block of the inverse conversion unit 15D. The reverse conversion unit 15D performs reverse conversion of the conversion unit 15B, and is calculated by the inertia torque calculation unit 15f by dividing the target driving force by the final reduction ratio and the gear ratio calculated by the gear ratio calculation unit 15e. Inertia torque and torque calculated by the CVT loss calculation unit 15g are added to obtain the target engine torque. Here, as shown in the figure, the gear ratio calculation unit 15c, the inertia torque calculation unit 15f, and the CVT loss calculation unit 15g perform the respective calculations based on the target engine speed.

  In the case where the reference driving force is not corrected in the driving force correction unit 15C shown in FIG. 3, the conversion unit 15B, the driving force correction unit 15C, and the inverse conversion unit 15D may be omitted. In that case, the reference engine torque obtained by the reference engine torque calculation unit 15A becomes the target engine torque as it is.

  The obtained target engine torque is input to the target throttle opening calculation unit 18 together with the target engine speed. The target throttle opening calculation unit 18 calculates the target throttle opening based on the target engine torque and the target engine speed. This calculation is an inverse conversion of the calculation performed in the reference engine torque calculation unit 15A. That is, the target throttle opening calculation unit 18 refers to the engine torque map shown in FIG. 5 again, and a point on the map specified by the target engine torque and the target engine speed is on a curve indicating which throttle opening. The target throttle opening can be obtained by checking whether it is located.

  In the configuration described above, the reference engine speed and the target engine speed, which are values closely related to the engine speed to be controlled, are obtained, and these values are used for calculating the target throttle opening and the target gear ratio. . By adopting such a configuration, control of the engine speed (specifically, correction of the reference engine speed by the speed correction unit 11B) is realized.

  Next, the behavior of the saddle riding type vehicle 1 having the above-described configuration when traveling will be described. Here, the case where the correction of the reference engine speed by the rotation speed correction unit 11B and the correction of the driving force by the driving force correction unit 15C are not performed will be described first.

  FIG. 8 is a graph showing the relationship between engine speed and engine torque at a certain throttle opening. In the figure, the horizontal axis represents the engine speed, the vertical axis represents the engine torque, and the curves Th1, Th2 and Th3 shown in the figure show the relationship between the engine speed and the engine torque at a specific throttle opening, respectively. It is a curve shown. Here, it is assumed that the throttle opening is larger in the curves Th2 and Th3 than in the curve Th1. Further, a curve A indicated by a one-dot chain line is a curve indicating a condition that provides the best fuel efficiency, and is hereinafter referred to as an optimum efficiency operation line. In the figure, the optimum efficiency driving line A indicates that if the state of the saddle riding type vehicle 1 represented as an arbitrary point on the graph is closer to the optimum efficiency driving line A, the fuel efficiency is better.

  Here, referring to FIG. 3 as appropriate, the target engine speed used in the target throttle opening calculation unit 18 is equal to the reference engine speed when there is no correction to the reference engine speed by the rotation speed correction unit 11B. In addition, since the calculation in the reference engine torque calculation unit 15A and the calculation in the target throttle opening calculation unit 18 have an inverse relationship, the target throttle opening is eventually performed in the state where the driving force is not corrected in the driving force correction unit 15C. The target throttle opening obtained by the degree calculation unit 18 is equal to the reference throttle opening obtained by the angle conversion unit 14. Since the reference throttle opening is a value uniquely determined by the accelerator operation amount, in this case, the target throttle opening is eventually determined by the operation amount of the accelerator grip 3a of the occupant. Note that traveling in this state is referred to as normal traveling.

  At this time, if the target throttle opening is in the state of the curve Th1 when the engine speed is in the state of N1 in FIG. 8, the saddle riding type vehicle 1 is in a state P1 represented as a point on the graph. It will be. This state P1 is located away from the optimum efficiency driving line A, and is not a very preferable state from the viewpoint of fuel consumption.

  Here, a curve B indicated by a broken line in the figure is an equal output curve passing through the state P1. An equal output curve is a set of states in which the same engine output (that is, driving force) can be obtained on the curve. Therefore, the state of the saddle riding type vehicle 1 is moved along the curve B in the direction of decreasing the engine speed, and the fuel consumption is achieved by setting the state P3, that is, the point where the engine speed is N3 and the throttle opening is Th3. Is the most improved. Thus, the engine speed at the point where the iso-output curve and the optimum efficiency operation line A intersect is called the optimum efficiency engine speed. At this time, the gear ratio of the electronically controlled continuously variable transmission 5 is automatically adjusted by the processing of the target gear ratio calculation unit 13 so that the vehicle speed of the saddle riding type vehicle 1 is maintained, and the gear ratio on the higher gear side is further increased. Is selected as the target gear ratio.

  From the above consideration, the straddle-type vehicle 1 is corrected by correcting the reference engine speed so that the state of the straddle-type vehicle 1 approaches the optimum efficiency driving line A along the iso-output curve in the rotation speed correction unit 11B. It can be seen that the fuel efficiency during driving is improved. Accordingly, the storage device 10c stores data obtained by quantifying a map indicating a number of equal output curves and the optimum efficiency operating line A, and the engine speed correction unit 11B refers to the map so that the reference engine speed can be obtained. The correction amount may be obtained. Note that traveling in such a state where the reference engine speed is corrected is referred to as low fuel consumption traveling.

  However, simply correcting the state of the saddle riding type vehicle 1 so as to be a point on the optimum efficiency driving line A, as described above, the target engine speed becomes too low and the saddle riding type vehicle 1 is operated. This may be undesirable for the occupant. Specifically, the response to the acceleration instruction is reduced, and a small change in the gear ratio of the electronically controlled continuously variable transmission 5 is large, so that a small shock-like vibration is generated.

  Therefore, the correction limiting unit 11C limits the correction to the reference engine rotational speed in the rotational speed correcting unit 11B. As a result, the correction to the reference engine speed itself is prohibited, or the correction range is changed (more specifically, the correction range is reduced) so that the target engine speed does not become excessively low. To control.

  How to limit the correction by the correction limiting unit 11C should be designed according to desirable driving characteristics determined by the vehicle type and application of the saddle riding type vehicle 1, and may be based on various criteria. Hereinafter, taking a motorcycle as an example, a reference for limiting correction performed in the saddle riding type vehicle 1 of the present embodiment will be exemplified.

<Standard 1>
The reference limits the correction to the reference engine speed by the rotation speed correction unit 11B and changes the correction amount according to the traveling state of the saddle riding type vehicle 1.

  Specifically, the correction limiting unit 11C sets a value referred to as a driving state value based on at least one parameter selected from an accelerator operation amount, a vehicle speed, an accelerator operation amount change speed that is a differential value of the accelerator operation amount, and acceleration. The correction is calculated and the correction to the reference engine speed is limited according to the value of the operating state value, and the correction amount is changed.

  Here, FIG. 9 is a diagram showing the relationship between the value of the operating state value and the upper limit value of the correction amount determined thereby. The storage device 10c stores data obtained by quantifying such a relationship. As shown in the figure, when the value of the operating state value is small, the upper limit value of the correction value is 0, that is, no correction is allowed, and the correction to the reference engine speed is limited. When the value of the driving state value exceeds the threshold value Dth, the upper limit value of the correction value increases linearly according to the value of the driving state value. That is, the correction amount is changed. The curve of the upper limit value of the correction amount shown here is an example and may be changed as appropriate. For example, after the value of the driving state value exceeds the threshold value Dth, the upper limit value of the correction value may not be linear, but may be increased in an arbitrary curve shape, or may be increased in a staircase shape. Good. Further, an upper limit may be provided for the upper limit value itself of the correction amount.

  How to obtain the driving state value is arbitrary, but in this embodiment, the driving state value is determined based on the accelerator operation amount and the vehicle speed, the accelerator operation amount change speed, and the load coefficient determined by the vehicle speed and acceleration. Yes. Here, the load coefficient is a value determined based on a parameter relating to the driving state of the saddle riding type vehicle 1, and is a value indicating the degree of probability that the driving state of the saddle riding type vehicle 1 changes. In the example shown in the present embodiment, the greater the value of the load coefficient, the more stable the driving state of the saddle riding type vehicle 1 is, and the less likely it is to change due to an acceleration instruction or the like. This indicates that the driving state is likely to change and is expected to be frequently accelerated and decelerated.

  FIG. 10 is an example of a map for obtaining the first load coefficient L1 from the accelerator operation amount and the vehicle speed. The storage device 10c stores data obtained by digitizing the map. The solid line shown in the figure shows the contour line of the first load coefficient L1, and the first load coefficient L1 is uniquely obtained from the vehicle speed and the accelerator operation amount.

  FIG. 11 is an example of a map for obtaining the second load coefficient L2 based on the accelerator operation amount change speed. The storage device 10c stores data obtained by quantifying such a relationship. The solid line shown in the figure indicates the value of the second load coefficient L2 corresponding to the change speed of the accelerator operation amount.

  FIG. 12 is an example of a map for obtaining the third load coefficient L3 based on the vehicle speed and acceleration. The storage device 10c stores data obtained by quantifying such a relationship. Here, the acceleration is a differential value of the vehicle speed. The solid line shown in the figure indicates the contour line of the third load coefficient L3, and the third load coefficient L3 is uniquely obtained from the vehicle speed and the accelerator operation amount.

  Then, the correction limiting unit 11C selects a load coefficient to be used for obtaining the operating state value by any of the following methods. Method 1: If all the signs of the first load coefficient L1, the second load coefficient L2, and the third load coefficient L3 match, all the load coefficients are used, and if not, all the load coefficients are used. do not use. Method 2: Among the first load coefficient L1, the second load coefficient L2, and the third load coefficient L3, a code having a large number of codes is adopted, and a load coefficient having the same sign as the adopted code is used.

  Then, the correction limiting unit 11C uses the selected load coefficient to obtain a correction value of the operating state value by any of the following calculations. When there is no selected load coefficient, the operating state value is not changed, and the corrected value of the operating state value is zero. Calculation 1: Accumulate all load factors used. Calculation 2: Add all load factors to be used. Calculation 3: Use the average or median of all load factors used.

  Finally, the correction limiting unit 11C adds the corrected value of the obtained driving state value to the current driving state value. The operating state value may be provided with an appropriate upper limit value and lower limit value (not necessarily 0).

  In this embodiment, the method 2 and the calculation 2 described above are employed, but other methods and calculations may be used instead. In addition, the calculation method of the driving state value shown here is an example, and any method can be used as long as it is a reasonable method for deriving the driving state value based on appropriate parameters reflecting the driving state of the saddle riding type vehicle 1. It may be used.

<Standard 2>
This reference is corrected so that the target engine speed obtained as a result of correction to the reference engine speed by the speed correction unit 11B is equal to or higher than the optimum efficiency engine speed determined from the optimum efficiency operating line A (see FIG. 8). The amount changes. This point will be described with reference to FIG. 8. When the point indicated by the reference engine speed and the reference throttle opening is P1, for example, the correction amount to the reference engine speed is shown as a fixed value or shown in FIG. Assuming that the correction value is equal to the upper limit amount of the correction value, the correction amount is corrected so as to be equal to or greater than the optimum efficiency engine speed N3 even if the target engine speed is the minimum.

<Standard 3>
This reference changes the correction amount so that the target engine speed obtained as a result of the correction to the reference engine speed by the rotation speed correction unit 11B is equal to or higher than the lower limit engine speed determined by the vehicle speed. FIG. 13 is an example of a map that defines the lower limit engine speed with respect to the vehicle speed. The storage device 10c stores data obtained by quantifying such a relationship. The lower limit engine speed may be determined according to the vehicle speed of the saddle riding type vehicle 1 in consideration of the response speed at the time of reacceleration, the vibration of the engine 4 and the like.

<Standard 4>
If the reference engine speed is lower than the optimum efficiency engine speed determined from the optimum efficiency operating line A (see FIG. 8) or the lower limit engine speed determined from the vehicle speed (see FIG. 13), the speed correction unit The correction to the reference engine speed by 11B is prohibited, and the correction is not performed. In a situation where this criterion is satisfied, the reference engine speed is sufficiently low with respect to the state of the saddle riding type vehicle 1, and there is little need to correct this.

  Although the four criteria have been exemplified above, in the present embodiment, all four criteria are used simultaneously. However, the present invention is not limited to this, and any one or more of these may be used, or different criteria may be used separately.

  Furthermore, the correction amount applied to the reference engine speed by the rotation speed correction unit 11B may be corrected based on the correction amount calculated in the past. In other words, this means that the correction amount obtained based on the current traveling state of the saddle riding type vehicle 1 obtained by the above-described processing is corrected based on the correction amount calculated in the past. is there. Such correction is performed in order to suppress, for example, a change in unnatural behavior of the saddle riding type vehicle 1 due to a steep change in the correction amount. Typical examples of such correction include processing to obtain a correction amount by taking a time average of a predetermined correction amount from the present to the past, or a so-called low-pass filter realized by an analog circuit or an equivalent circuit thereof. There is a process using.

The embodiment described above shows an example of a saddle-ride type vehicle according to the present invention, and the present invention is not limited to the illustrated specific examples. A person skilled in the art may arbitrarily change the detailed shape and arrangement of each member and the number thereof as necessary. Moreover, the functional block diagram or control block diagram shown as a specific example shows an example, and any modification can be made as long as the configuration exhibits the same function.

Claims (11)

A straddle-type vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission,
A target engine speed calculator that corrects the reference engine speed and calculates the target engine speed;
A target engine torque calculator for calculating the target engine torque;
A target throttle opening calculator for calculating a target throttle opening of the electronically controlled throttle valve based on the target engine torque and the target engine speed;
A straddle-type vehicle, comprising: a target speed ratio calculation unit that calculates a target speed ratio of the electronically controlled continuously variable transmission based on the target engine speed.   The straddle-type vehicle according to claim 1, wherein the target engine torque calculation unit calculates the reference engine torque based on the reference engine speed.   The straddle-type vehicle according to claim 1 or 2, wherein the target engine speed calculation unit limits correction to the reference engine speed according to a traveling state of the straddle-type vehicle.   The straddle-type vehicle according to claim 3, wherein the target engine speed calculation unit changes a correction amount to the reference engine speed according to a traveling state of the straddle-type vehicle.   The target engine speed calculation unit is a correction amount to the reference engine speed based on at least one parameter selected from the accelerator operation amount, the vehicle speed, the accelerator operation amount change speed, and the acceleration of the straddle-type vehicle. The straddle-type vehicle according to claim 4, wherein:   6. The target engine speed calculation unit changes a correction amount to the reference engine speed so that the target engine speed is equal to or higher than an optimal efficiency engine speed determined from an optimal efficiency operating line. The saddle riding type vehicle according to any one of the above.   The target engine speed calculation unit changes a correction amount to the reference engine speed so that the target engine speed is equal to or higher than a lower limit engine speed determined by the vehicle speed. The saddle riding type vehicle described in 1.   The target engine speed calculation unit corrects the reference engine speed when the reference engine speed is lower than an optimal efficiency engine speed determined from an optimal efficiency operating line or a lower limit engine speed determined from the vehicle speed. The straddle-type vehicle according to any one of claims 3 to 7.   The straddle-type vehicle according to any one of claims 3 to 8, wherein the target engine speed calculation unit corrects a correction amount to the reference engine speed based on the correction amount calculated in the past. A target engine speed calculating step for correcting the reference engine speed and calculating the target engine speed;
A target engine torque calculation step for calculating a target engine torque;
A target throttle opening calculating step for calculating a target throttle opening of the electronically controlled throttle valve based on the target engine torque and the target engine speed;
A target speed ratio calculating step for calculating a target speed ratio of the electronically controlled continuously variable transmission based on the target engine speed, and a power straddle comprising the electronically controlled throttle valve and the electronically controlled continuously variable transmission Type vehicle control method.   The straddle-type vehicle control method according to claim 10, wherein the target engine torque calculation step calculates the reference engine torque based on the reference engine speed.

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