WO2013172464A1 - Saddle-ride-type vehicle and method for controlling saddle-ride-type vehicle - Google Patents

Saddle-ride-type vehicle and method for controlling saddle-ride-type vehicle

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Publication number
WO2013172464A1
WO2013172464A1 PCT/JP2013/063853 JP2013063853W WO2013172464A1 WO 2013172464 A1 WO2013172464 A1 WO 2013172464A1 JP 2013063853 W JP2013063853 W JP 2013063853W WO 2013172464 A1 WO2013172464 A1 WO 2013172464A1
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Prior art keywords
speed
engine
vehicle
target
reference
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PCT/JP2013/063853
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French (fr)
Japanese (ja)
Inventor
和利 石岡
関口 直樹
野崎 博
Original Assignee
ヤマハ発動機株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • B60W10/107Infinitely variable gearings with endless flexible members
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/188Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D11/00Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D29/00Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0605Throttle position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0644Engine speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/10Change speed gearings
    • B60W2710/1005Transmission ratio engaged
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/10Change speed gearings
    • B60W2710/105Output torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60YINDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00Type of vehicle
    • B60Y2200/10Road Vehicles
    • B60Y2200/12Motorcycles, Trikes; Quads; Scooters
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D31/00Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001Electric control of rotation speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/021Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • F16H2059/147Transmission input torque, e.g. measured or estimated engine torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H2059/366Engine or motor speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66254Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means

Abstract

Provided is a saddle-ride-type vehicle equipped with an electronic-control-type throttle valve and an electronic-control-type continuously variable transmission, wherein it is easy to control engine rotations in order to balance high-fuel-efficiency travel and favorable responsiveness to acceleration instructions. A saddle-ride-type vehicle has: a target-engine-rotations calculation unit (11) for correcting to the reference engine rotations, and calculating the target engine rotations; a target-engine-torque calculation unit (15) for calculating the target engine torque; a target-throttle-position calculation unit (18) for calculating the target throttle position of the electronic-control-type throttle valve on the basis of the target engine torque and the target engine rotations; and a target-gear-ratio calculation unit (13) for calculating the target gear ratio of the electronic-control-type continuously variable transmission, on the basis of the target engine rotations.

Description

Control method for a straddle-type vehicle and a straddle-type vehicle

The present invention relates to a control method for a straddle-type vehicle and a straddle-type vehicle.

In four-wheel vehicle equipped with an electronically controlled throttle valve and an electronically controlled continuously variable transmission, by controlling in cooperation with these two, it is known to realize a low fuel consumption travel.

For example, Patent Document 1, the vehicle speed and, from the required axle driving force calculates the target engine speed as a point of optimum fuel consumption line, the target gear ratio of the target engine speed and the transmission output from the rotational speed CVT the request axle drive force and obtains a target throttle opening degree from the axle rotation speed, the driving force control device for controlling an electronically controlled continuously variable transmission and the electronically controlled throttle valve respectively is shown.

Patent No. 3754188 Publication

Also Straddle-type vehicle including a motorcycle, in terms of running costs and carbon dioxide emission reduction, it is desirable to perform the fuel economy control. However, the use of the above-described driving force control apparatus for use in a four-wheeled vehicle as it is to the straddle-type vehicle is not preferred as described below.

Usually, low fuel consumption travel lowers the rotational speed of the engine, is realized so as to reduce the speed ratio. When the driver instructs the operation to accelerate the accelerator in this case, open the throttle valve, thereby performing an operation to increase the transmission ratio. However, in this state, weak property on the torque due to the low rotational speed of the engine, immediately acceleration is not increased. Moreover, since it is necessary give a rotational energy to the internal mechanism and the transmission of the engine, such as a crankshaft, the apparent torque on (inertia torque) is generated, part of the engine output is consumed. These factors, acceleration of the vehicle is delayed with respect to the driver's instruction. In addition, due to the influence of the inertia torque due to the change of the gear ratio vibration of small shock-like to the vehicle occurs, compromising the ride.

However, four-wheeled vehicle, a strong color of the moving means, delay in response to the acceleration is not so much emphasized. Furthermore, not because the inertial mass of the vehicle with respect to the inertial mass of the transmission is large, the inertia torque and the vibration of acceleration or deceleration direction smaller shock-like most problematic. Therefore, in the four-wheeled vehicle, if only to obtain the necessary driving force, there is little need to consciously control the rotational speed of the engine.

On the other hand, the straddle-type vehicle has a strong color as luxury goods, delay or disturbance of the behavior of the vehicle with respect to the instructions of the driver could lead to lower increase its commercial value. In particular, straddle-type vehicle speed and 3000 ~ 6000 rpm of the engine to be regular, since high to 1500 ~ 3000 rpm is the rotational speed of the engine to conventional general four-wheeled vehicle, the rotational speed of at high mileage running to rise from a low state to a high rotational speed state suitable for acceleration take longer. Further, since the ratio of inertial mass of the transmission with respect to the inertial mass of the vehicle is large, a large influence of the inertia torque, thereby causing additional delay in acceleration of the vehicle. Since the weight itself of the vehicle is small, the vibration of the smaller shock-like can not be ignored generated by the inertia torque. For these reasons, in the straddle-type vehicle, greatly influence the rotational speed of the engine has on the behavior of the vehicle, such as a value suitable for the running state, it is preferable to actively control the engine speed.

However, as described above driving force control apparatus, the driving force control apparatus for a four-wheeled automobile is one obtained from the required vehicle axle driving force or output and the vehicle speed uniquely engine speed with excellent fuel economy running, running It does not provide an engine speed suitable for the state. Therefore, how without any clue what should control the engine rotational speed to control using the engine rotational speed according to the running state, it is assumed that suitable such driving force control apparatus in straddle-type vehicle it is difficult.

The present invention was made in view of such aspect, the object is in a straddle-type vehicle having an electronic controlled throttle valve and an electronically controlled continuously variable transmission, responsiveness to acceleration instruction and low fuel consumption travel in order to achieve both the goodness of, is to provide a straddle-type vehicle can be easily be controlled engine speed.

The invention disclosed in this application has a variety of aspects, outline of typical of those aspects are as follows.
(1) a straddle type vehicle comprising an electronically controlled throttle valve and an electronically controlled continuously variable transmission, performs correction on the reference engine speed, the target engine speed calculation unit for calculating a target engine rotational speed , a target engine torque calculation unit that calculates a target engine torque, the target throttle opening degree calculation unit that calculates a target throttle opening of the electronic controlled throttle valve based on the target engine torque and the target engine speed, the straddle-type vehicle having a target speed ratio calculating unit for calculating a target speed ratio of the electronically controlled continuously variable transmission based on the target engine rotational speed, a.
(2) (1), the target engine torque calculation unit, a straddle-type vehicle that calculates the reference engine torque based on the reference engine rotational speed.
(3) (1) or (2), the target engine speed calculating unit, in accordance with the running state of the straddle-type vehicle, a straddle-type vehicle to restrict the correction to the reference engine speed.
(4) In (3), the target engine speed calculating unit, in accordance with the running state of the straddle-type vehicle, a straddle-type vehicle that changes the correction amount to the reference engine speed.
(5) In (4), the target engine speed calculating unit, the accelerator operation amount of the straddle-type vehicle, the vehicle speed, the accelerator operation amount change rate based on said at least one or more parameters selected from the acceleration straddle-type vehicle that changes the correction amount to the reference engine speed.
(6) (3) to in any one of (5), the target engine speed calculating unit, as the target engine speed, the optimum efficiency engine speed than that determined from the optimum efficiency operation line, the reference straddle-type vehicle that changes the correction amount to the engine speed.
(7) In any one of (3) to (6), the target engine speed calculating unit, the target engine speed, so that the lower limit engine rotational speed or determined from the vehicle speed, the reference engine speed straddle-type vehicle that changes the correction amount to.
(8) In any one of (3) to (7), the target engine speed calculating unit, the optimal efficiency engine speed or lower engine speed determined from the vehicle speed to the reference engine speed is determined from the optimum efficiency operation curve straddle-type vehicle is not corrected to the reference engine speed when the below.
In any one of (9) (3) to (8), the target engine speed calculation unit, a correction amount to the reference engine speed is corrected based on the correction amount calculated in the past straddle type vehicle.
(10) subjected to the reference engine speed correction, a target engine speed calculating step of calculating a target engine rotational speed, the target engine torque calculation step of calculating a target engine torque, the target engine torque and the target engine speed target gear for calculating a target speed ratio of the electronically controlled and the target throttle opening calculation step of calculating a target throttle opening of the throttle valve, the electronically controlled continuously variable transmission based on the target engine rotational speed based on the control method for a straddle-type vehicle having an electronic controlled throttle valve and an electronically controlled continuously variable transmission and a ratio calculating step.
(11) In (10), the target engine torque calculation step, the control method for a straddle-type vehicle that calculates the reference engine torque based on the reference engine rotational speed.

According to an aspect of (1) or (2) of the present invention, in a straddle-type vehicle having an electronic controlled throttle valve and an electronically controlled continuously variable transmission, the responsiveness to acceleration instruction and high mileage running good in order to achieve both, it is possible to provide a straddle-type vehicle can be easily be controlled engine speed.

Further, according to the aspect of (3) of the present invention, in accordance with a running state of the straddle-type vehicle, it is possible to transition from the normal driving to the low fuel consumption travel.

Further, according to the aspect of (4) or (5) of the present invention, the engine speed between the normal running and low fuel consumption travel can be changed continuously, thereby reducing the uncomfortable feeling when the two switches.

Further, according to the aspect of (6) of the present invention, the efficiency by lowering the engine speed more than necessary can be prevented from lowering.

Further, according to the aspect (7) of the present invention, can be excessively reduced discomfort due to vibration of the small shock-like generated by lowering the engine speed.

Further, according to the aspect (8) of the present invention, it is possible to prevent the lowering in the case where no more are not expected to be fuel-efficient cars, unnecessarily engine speed.

Further, according to the aspect of (9) of the present invention, it is possible to reduce the discomfort caused by vibration of the small shock-like occurring due to an abrupt change in the engine speed.

Further, according to the aspect of (10) or (11) of the present invention, in a straddle-type vehicle having an electronic controlled throttle valve and an electronically controlled continuously variable transmission, responsiveness to acceleration instruction and low fuel consumption travel in order to achieve both good, and controls the engine rotational speed can be easily performed.

It is a side view of a straddle-type vehicle according to an embodiment of the present invention. It is a functional block diagram of a straddle-type vehicle according to an embodiment of the present invention. It is a control block diagram showing a control implemented by the control device. Is a diagram showing an example of engine speed map. Is a diagram illustrating an example of an engine torque map. Is a diagram illustrating an example of a control block of the conversion unit. Is a diagram illustrating an example of a control block of the inverse conversion unit. Is a graph showing the relationship between engine speed and engine torque at a certain throttle opening. The value of the operating state value is a diagram showing the relationship between the upper limit value of the correction amount thereby determined. It is an example of a map for obtaining a first loading factor L1 by the accelerator operation amount and the vehicle speed. By the accelerator operation amount change rate which is an example of a map for obtaining a second loading factor L2. The vehicle speed and the acceleration, which is an example of a map for determining a third load factor L3. It is an example of a map defining the lower limit engine rotational speed with respect to the vehicle speed.

It will be described below with reference to the accompanying drawings, embodiments of the present invention.

Figure 1 is a side view of the saddle riding type vehicle 1 according to the embodiment of the present invention. Here, the straddle-type vehicle, which refers to a motor vehicle having a saddle which seated astride the rider, motorcycle, motor tricycle, ATV (All Terrain Vehicle) tricycles or four-wheeled buggy and snowmobile called like it is intended to include. Here, in the present embodiment that although the motorcycle as the straddle-type vehicle 1, which is what is shown as an example of a straddle-type vehicle 1.

Straddle-type vehicle 1, as illustrated, it has a handle 3 for steering the front wheel 2 and the front wheel 2. Right grip of the handle 3 has become an accelerator grip (not visible in FIG. 1), by an operation of the passenger rotates the accelerator grip, an accelerator the accelerator operation amount is the operation amount is provided to the accelerator grip It is adapted to be detected by the sensor.

Further, the rear wheel 8 is a drive wheel is adapted to the rotational power generated by the engine 4 is transmitted through a 5 electronically controlled continuously variable transmission. Downstream of the electronically controlled continuously variable transmission 5, not shown clutch and final reduction mechanism is disposed between the rear wheel 8.

Engine 4 is a general reciprocating engine, its format, for example, another and two-stroke or four-stroke, number of cylinders is not particularly limited. The engine 4 is provided with an electronic controlled throttle valve, and controls in accordance with a command from the controller 10, which will be described below intake air quantity.

The electronically controlled continuously variable transmission 5 comprises an input shaft interlocked with the crankshaft of the engine 4, and an output shaft, the output shaft to the input shaft in accordance with a command from the controller 10 to be described later it is intended to continuously change the gear ratio. Although electronic form of the control-type continuously variable transmission 5 is not particularly limited, in the present embodiment, it turned around the V-belt between the driven pulley disposed on the output shaft and the driving pulley arranged on the input shaft It is of the form by moving one of the two sheaves constituting the driving pulley by the continuously variable transmission actuator in the axial direction, to change the size of the apparent V-belt and the driving pulley engages the gear with it it is to control the ratio.

Controller 10 is a device for controlling a straddle-type vehicle 1 as a whole operation, CPU (Central Processing Unit), a general computer or a so-called microcontroller of memory such as, DSP (Digital Signal Processor) electronic circuits, such as it may be configured by. From the control unit 10, in addition to sending a command to the electronically controlled throttle valve and the continuously variable transmission actuator described above, signals from various sensors as described later is input. Substrate provided with a control apparatus 10 is disposed at an appropriate position of the vehicle body of the saddle riding type vehicle 1.

Figure 2 is a functional block diagram of a straddle-type vehicle 1 according to this embodiment. The torque transmission path to the rear wheel 8 from the engine 4, in turn, electronically controlled continuously variable transmission 5, a clutch 6, a final reduction mechanism 7 is arranged. Furthermore, the handle 3 the accelerator operation amount, which is an output signal from the accelerator sensor 24 for detecting an operation amount of the accelerator grip 3a provided (see FIG. 1), provided in an engine 4, the electronically-controlled throttle valve opening degree throttle opening which is an output signal from a throttle opening sensor 22 for detecting, provided in the engine 4, the engine speed is the output signal from the engine speed sensor 21 for detecting the rotational speed of the crankshaft, Mu electronically controlled provided variable transmission 5, electronically controlled output shaft speed is an output signal from the output shaft rotation speed sensor 26 for detecting the rotational speed of the output shaft of the continuously variable transmission 5, and the axle of the rear wheel 8 provided, the vehicle speed which is an output signal from a vehicle speed sensor 27 for detecting a vehicle speed of the saddle riding type vehicle 1 are input to the control device 10. Further, the control unit 10 sends a command to the throttle actuator 23 to control the opening degree of the electronically controlled throttle valve provided in an engine 4, also sends a command to the CVT actuator 25, an electronically controlled continuously variable transmission controlling the 5 speed ratios.

The control apparatus 10 of the present embodiment includes an engine control device 10a and the CVT control unit 10b, the engine controller 10a and the CVT control unit 10b is constituted by independent integrated circuit. Then, the accelerator operation amount, the throttle opening and the engine speed are inputted to the engine control unit 10a, an output shaft speed and vehicle speed are inputted to the CVT control unit 10b, mutually the engine control unit 10a and the CVT control unit 10b and it is capable of communication. With this configuration, for example, CVT control unit 10b can receive the result calculated by the accelerator operation amount, the throttle opening and the engine speed and the engine control unit 10a. Similarly, the engine control unit 10a can receive the result calculated by the output shaft speed and vehicle speed and CVT controller 10b. The engine control unit 10a and a CVT control unit 10b has a respective storage device 10c, and a computer program to be executed by the engine control unit 10a and a CVT control unit 10b, the parameters used for the control of the saddle riding type vehicle 1 stores various data such as tables and maps. The configuration of the control device 10 is an example, as long as the same functions are realized, may be any circuit configuration. For example, it is possible to realize a control device 10 by a single integrated circuit.

Next, explaining the control of the saddle riding type vehicle 1 is realized by the control unit 10.

Figure 3 is a control block diagram showing a control implemented by the control device 10. The control shown here has only to be realized by the total control unit 10, whether the individual control blocks are implemented in any of the foregoing engine control unit 10a and a CVT control unit 10b is arbitrary. Further, each control block may be implemented by physical electrical circuit, but in this embodiment, are virtually implemented by software executing on the engine control unit 10a or the CVT control unit 10b .

First, the accelerator operation amount and the vehicle speed, command value for the throttle actuator 23 and CVT actuator 25 (or its converted value) basic control for obtaining the target throttle opening degree and the target gear ratio becomes explained. The target throttle opening degree is an opening degree of the electronically controlled throttle valve to be achieved by the control, the target gear ratio is a gear ratio of the electronically controlled continuously variable transmission 5 to be implemented by the control.

First, the process for obtaining the target speed ratio. Controller 10 includes a target engine speed calculating section 11 and the target speed ratio calculating unit 13 shown in FIG. Further, the target engine speed calculating section 11, the reference speed calculating unit 11A, and includes a rotational speed correction unit 11B and the correction limiting unit 11C. Controller 10, the processing executed in these control blocks are executed repeatedly at a pre-set period.

Reference speed calculating unit 11A based on the accelerator operation amount and the vehicle speed detected by the accelerator sensor 24, calculates a reference engine speed. Here, the reference engine speed, a value that is a basis for the target value of the engine rotational speed, and refers to those not made corrected by the rotational speed correction unit 11B which will be described later, relates to an accelerator operation amount here is the rotational speed target value of the crank shaft of the engine 4 to be converted unambiguously from the information on the information and the vehicle speed. Note Here, the information regarding the accelerator operation amount, and refers to the information corresponding one-to-one with the accelerator operation amount by a suitable conversion, and information on the vehicle speed, the information corresponding one-to-one with the vehicle speed by a suitable conversion points. For example, the rotational speed of the rear wheels 8, to be converted into the vehicle speed by multiplying the circumference of the rear wheel 8, which is information related to the vehicle speed. In this embodiment uses an accelerator operation amount and the vehicle speed, respectively as information on the information and the vehicle speed about the accelerator operation amount, may be used other than this information if the information about the information and the vehicle speed about the amount of accelerator operation.

The storage device 10c, the accelerator operation amount and the vehicle speed and the map that relates engine speed (hereinafter, an engine revolution speed map) is stored. Reference speed calculating unit 11A with reference to the engine speed map, and calculates an engine rotational speed corresponding to the accelerator operation amount and the vehicle speed to the engine speed and reference engine speed.

Figure 4 is a diagram showing an example of engine speed map. The storage device 10c, data of the map is digitized is stored. The engine speed map shown here, the vehicle speed on the horizontal axis, the vertical axis represents the engine speed, the curve Ac1 to Ac3 is illustrated a curve corresponding to the accelerator operation amount. Here, the curve Ac1 to Ac3 are associated with a particular amount of accelerator operation, for example, in certain conditions the accelerator operation amount is larger is selected curve Ac1, specific state accelerator operation amount is smaller the curve Ac3 is selected, the in the intermediate curve Ac2 is selected, and so on. Incidentally, in order to respond to changes in finer accelerator operation amount actually, the curve is prepared numerous than those shown.

Here, the curve corresponding to a certain amount of accelerator operation, the here selects the curve Ac1 Examples, so that the engine speed is determined according to the vehicle speed at that time. As can be seen from the figure, even at the same vehicle speed, different curves to be selected and the accelerator operation amount is smaller (more is lower curve is selected in the drawing), it is smaller than the engine speed obtained It will be.

Incidentally, the straight line passing through the origin in the engine rotational speed map shows a constant state speed ratio. Line shown in the drawing in Llow, showed the greatest low shift state speed ratio of the electronically controlled continuously variable transmission 5, the straight line is the gear ratio of the electronically controlled continuously variable transmission 5 is the smallest shown in Lhigh high gear shows a state, the straight line indicated by Lmid indicates the shifting state in between. As it reads from the figure, each curve, in this example, while the vehicle speed is low to increase the engine rotational speed along the line Llow (low gear state), moderate engine speed when the vehicle speed becomes an intermediate value raised to, along a straight line Lhigh (high gear state) when the vehicle speed is increased and has a curve as the engine speed is increased.

Reference engine speed obtained by the reference rotational speed calculating section 11A is passed to the rotational speed correction unit 11B. Rotational speed correction unit 11B is a part for performing processing for performing appropriate correction to the reference engine speed in order to realize low fuel consumption travel. Target engine speed is obtained by performing the correction to the reference engine speed. Here, the target engine speed, a target value to be controlled as the rotational speed of the crankshaft of the engine 4. At this time, as described above, in consideration controls only fuel-efficient driving, and decreased responsiveness to acceleration instruction, causing vibration of the small shock-like due to a change of gear ratio. Therefore, by correcting limiting unit 11C to limit the correction in the rotational speed correction unit 11B, it is to achieve both responsiveness to acceleration instruction and low fuel consumption travel. Limitation of the correction here not only to prohibit the correction itself, includes changing the correction amount. The details of the process executed rotational speed correction unit 11B and the correction limiting unit 11C will be described later.

Target gear ratio calculation unit 13 calculates the target gear ratio such that the rotational speed of the engine 4 becomes the target engine speed. That is, the target speed ratio calculating unit 13 calculates the target gear ratio on the basis of the information about the target engine speed and the vehicle speed. In the present embodiment, by using the vehicle speed as information about the vehicle speed. This calculation, for example, the target engine rotational speed may as to obtain the target speed ratio by dividing the value obtained by multiplying the speed reduction ratio of the dividing final reduction mechanism 7 in the circumference of the rear wheel 8 of the vehicle speed. Incidentally, the resulting target gear ratio, if exceeding the upper limit or the lower limit of the speed ratio of the electronically controlled continuously variable transmission 5, a target transmission ratio calculator 13 good its upper or lower limit as a target speed ratio.

Next, processing for obtaining the target throttle opening. Control device 10, the angle conversion section 14 shown in FIG. 3, and a target engine torque calculating section 15 and the target throttle opening calculation section 18. Further, the target engine torque calculating section 15, and the reference engine torque calculation unit 15A, a conversion part 15B, and the driving force correction unit 15C, and a reverse conversion unit 15D. Controller 10, the processing executed in these control blocks are executed repeatedly at a pre-set period.

Angle conversion section 14, the accelerator operation amount detected by the accelerator sensor 24 is a portion for converting the throttle opening. Here, the throttle opening obtained by the angle conversion unit 14 referred to as the reference throttle opening. Accelerator operation amount is converted to the reference throttle opening by one-to-one is related, or using any conversion formula, or by referring to the table or map between the throttle opening and the accelerator operation amount . Here, also larger ones become such terms reference throttle opening degree if the accelerator operation amount is more larger is made.

Target engine torque calculating section 15, based on the reference engine speed obtained by the reference rotation speed calculator 11A, and calculates the target engine torque is a target value of the engine torque to be controlled.

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

The storage device 10c, defined by the output characteristics of the engine 4, the map showing the relationship between the throttle opening and the engine speed and the engine torque are stored (hereinafter, referred to this map and the engine torque map). Reference engine torque calculation unit 15A, by referring to the engine torque map uniquely calculates the reference engine torque from the reference throttle opening and the reference engine speed. Incidentally, as described above, the reference speed calculating unit 11A is for calculating a reference engine speed from the accelerator operation amount and the vehicle speed, the angle conversion unit 14 converts the accelerator operation amount to the reference throttle opening for those, calculated based on the reference throttle opening degree and the reference engine speed, eventually resulting in a calculation based on the accelerator operation amount and the vehicle speed. Therefore, the reference engine torque calculation unit 15A is not necessarily may not based on the reference engine speed and the reference throttle opening degree as described herein, may be obtained the reference engine torque directly from the accelerator operation amount and the vehicle speed.

Figure 5 is a diagram showing an example of an engine torque map. The storage device 10c, data of the map is digitized is stored. The engine torque map shown here, the horizontal axis engine speed and the vertical axis represents the engine torque, the curve Th1 to Th4 are illustrated a curve corresponding to the accelerator operation amount. Here, the curve Th1 to Th4 are associated with a particular amount of accelerator operation, for example, the accelerator operation amount curve Th4 is selected in a particular state is greater, specific state accelerator operation amount is smaller the curve Th1 is selected, the in the middle and curves Th2 Th3 is chosen, and so on. Incidentally, in order to respond to changes in finer accelerator operation amount actually, the curve is prepared numerous than those shown.

Reference engine torque calculation unit 15A with reference to the engine torque map, and calculates the reference engine torque corresponding to the reference throttle opening and the reference engine speed. That is, the curves corresponding to a certain amount of accelerator operation, the here selects the curve Th4 as an example, so that the reference engine torque is determined according to the reference engine speed at that time.

The resulting reference engine torque is converted to once driving force by converting portion 15B (referred to as a reference drive force), thereby being made a target driving force is subjected to the necessary correction by the driving force correction unit 15C, is converted again by the inverse conversion unit 15D, it is converted to the target engine torque. Driving force correction unit 15C, the time variation of the driving force of the straddle type vehicle 1 caused by the reference engine torque obtained by the reference engine torque calculation unit 15A may impair the ride quality giving an unnatural impression and discomfort to the passenger so that no, which corrects the reference driving force, and functions as a filter relating primarily time. Here, as processing to be performed, for example, molding a steep change in the reference driving force (for example, step-like change) to gradual changes can be exemplified by waveform shaping process of the reference driving force. The reason why the driving force correction unit 15C is not intended to correct the reference engine torque directly, it is assumed to apply a correction to the reference driving force obtained by converting the reference engine torque, the driving force for the engine torque since it is assumed that in consideration of the inertia torque and the loss of the engine 4 or electronically controlled continuously variable transmission 5, including a change or loss of such inertia torque, and more faithfully reflect the actual behavior of the saddle riding type vehicle 1 This is because thing.

Figure 6 is a diagram showing an example of a control block of the conversion unit 15B. As shown in the figure, the conversion unit 15B, the reference engine torque, loss in electronically controlled continuously variable transmission 5, which is calculated by the inertia torque and CVT loss calculation unit 15b of the engine calculated by the inertia torque calculation section 15a After subtracting the divided torque, the reference driving force by multiplying the speed ratio and the reduction ratio of the final reduction mechanism 7 of the electronic control type continuously variable transmission 5, which is calculated by the speed ratio calculating section 15c (referred to as final drive ratio) obtain. Here, the inertial torque of the engine, a inertia torque caused by a change in the engine rotational speed is calculated by the inertia torque calculating unit 15a based on the temporal change of the reference engine speed. The torque lost in an electronically controlled continuously variable transmission 5, means a transmission loss in an electronically controlled continuously variable transmission 5 is calculated by the CVT loss calculation unit 15b based on the reference engine rotational speed. Incidentally, it may be further adding the transmission ratio of the electronically controlled continuously variable transmission 5 when the. Furthermore, the gear ratio of the electronically controlled continuously variable transmission 5 is to be calculated by the speed ratio calculating section 15c based on the reference engine rotational speed and the information about the current vehicle speed. Here, if the speed change ratio calculated exceeds the upper limit or lower limit of the speed ratio of the electronically controlled continuously variable transmission 5, the transmission ratio calculating section 15c uses the upper limit or lower limit as the speed ratio.

Figure 7 is a diagram showing an example of a control block of the inverse conversion unit 15D. Inverse exchange unit 15D, which performs inverse conversion of the conversion unit 15B, a final reduction ratio of the target driving force, divided by the gear ratio calculated by the speed ratio calculating section 15e, is calculated by the inertia torque calculating section 15f it is intended to obtain the target engine torque by adding the torque calculated by the inertial torque and CVT loss calculation unit 15 g. Here, as shown, the gear ratio calculation unit 15c, the inertia torque calculating section 15f and the CVT loss calculation unit 15g has a performs respective calculation based on the target engine speed.

In the case where no correction of the reference driving force in the driving force correction unit 15C shown in FIG. 3, conversion unit 15B, may be omitted driving force correction unit 15C and the reverse conversion unit 15D. In that case, the reference engine torque obtained by the reference engine torque calculation unit 15A is directly target engine torque.

The resulting engine torque is input with the target engine speed to the target throttle opening calculation section 18. Then, the target throttle opening calculation section 18 calculates the target throttle opening based on the target engine torque, the target engine speed. This calculation is a reverse conversion of the calculation performed in the reference engine torque calculation unit 15A. That is, the target throttle opening calculation section 18 refers to the engine torque map shown in FIG. 5 again, the point on the map specified by the target engine torque and the target engine speed, the curve on the indicating which throttle opening is the target throttle opening degree can be obtained by examining whether the position.

In the configuration described above, closely determine the reference engine speed and the target engine speed is the value associated with the engine rotational speed to be controlled, using these values ​​to calculate the target throttle opening degree and the target gear ratio . By adopting such a configuration (specifically, the reference engine speed correction by the rotation number correction section 11B) controls the engine rotational speed is realized.

The following describes the behavior at the time of running of the straddle-type vehicle 1 having the configuration described above. Here, first, the case where correction of the driving force in the reference engine speed correction and driving force correction unit 15C according to the rotation number correction section 11B is not performed.

Figure 8 is a graph showing the relationship between engine speed and engine torque at a certain throttle opening. In the figure, the engine speed on the horizontal axis and the vertical axis represents the engine torque, curve Th1, Th2 and Th3 shown in the drawing, respectively, the relationship between the engine speed and the engine torque at a particular throttle opening it is a curve showing. Here compared to curve Th1, curve Th2, who curve Th3 is more intended throttle opening is large. The curve A shown by a dashed line, the fuel consumption is a curve showing the best condition: referred to as the optimum efficiency operation line later. In the figure, the optimum efficiency operation line A is the closer the straddle-type state of the vehicle 1 is the optimal efficiency operation curve A which is expressed as an arbitrary point on the graph shows that the more fuel efficiency.

Referring now to appropriately 3, in the situation that there is no correction to the reference engine speed by the rotation speed correction unit 11B, a target engine speed used in the target throttle opening degree calculation unit 18 is equal to the reference engine speed in addition, since the calculation of calculating the target throttle opening calculation section 18 in the reference engine torque calculation unit 15A is in the relation of the inverse transform, in the state no correction of the driving force in the driving force correction unit 15C, after all, the target throttle opening target throttle opening degree obtained by the time calculating unit 18 is equal to the reference throttle opening obtained by the angle conversion section 14. Reference throttle opening degree, because it is uniquely determined than the amount of accelerator operation, after all, the target throttle opening degree in this case will be determined by the operation amount of the occupant of the accelerator grip 3a. In addition, the running in this state is referred to as a normal running.

At this time, if if the target throttle opening when the engine speed is in a state of N1 in FIG. 8 is in a state of a curve Th1, the straddle-type vehicle 1 is in a state P1 represented as points on the graph It will be. This state P1 is at a position distant from the optimum efficiency operation curve A, not very favorable conditions in terms of fuel consumption.

Here, the curve B shown by a broken line in the figure, and the like output curve passing through the state P1. The equivalent output curve, the curve on the same engine output (ie, the driving force) is a set of states which can be obtained. Thus, along the state of the saddle riding type vehicle 1 in the curve B is moved in a direction of lowering the engine speed, the state P3, i.e., the fuel consumption by the engine speed throttle opening is N3 is a point where the Th3 but the most improvement. Thus, the engine rotational speed at the point where the equivalent output curve and optimal efficiency operation curve A intersects, referred to as the optimal efficiency engine speed. At this time, as the vehicle speed of the straddle-type vehicle 1 is maintained, the gear ratio of the electronically controlled continuously variable transmission 5 is automatically adjusted by the processing of the target gear ratio calculating section 13, the more the high gear side speed ratio There will be selected as the target gear ratio.

From the above consideration, the rotational speed correction unit 11B, a straddle-type vehicle by correcting the reference engine speed as a state of the straddle-type vehicle 1, close to the optimum efficiency operation curve A along a constant power curve 1 it can be seen that the improved fuel consumption during the running of. Therefore, the storage device 10c, a number of equal power curve, the reference engine speed by previously storing the digitized data a map showing the optimum efficiency operation curve A, the rotational speed correction unit 11B by referring to the map it may be to obtain the correction amount. In this way, the running in a state where the correction to the reference engine speed is performed, is referred to as a fuel-efficient driving.

However, simply just corrected to the state of the straddle-type vehicle 1 becomes a point on the optimal efficiency operation curve A, as described above, the target engine speed is too low, driving a straddle-type vehicle 1 It may be undesirable condition for occupants. Specifically, reduced responsiveness to acceleration instruction, also, the vibration of a small shock-like to change the width of the gear ratio is large electronically controlled continuously variable transmission 5 is generated.

Therefore, the correction limiting unit 11C, to limit the correction to the reference engine speed in the rotation speed correction unit 11B. Thus to disallow correction itself to the reference engine speed, to change the correction width (more specifically, by changing the direction of reducing the correction width), so that the target engine rotational speed does not become too low than is to control.

Or How the limitation of correction by the correction limiting unit 11C should be designed in accordance with the desired operating characteristics determined by the vehicle type and application straddle-type vehicle 1 may be made based on various criteria. Hereinafter, taking a motorcycle as an example, to illustrate the criteria for restriction of the correction made in the saddle riding type vehicle 1 of the present embodiment.

<Reference 1>
This criterion, in accordance with a running state of the straddle-type vehicle 1, with limiting the correction to the reference engine speed by the rotation speed correction unit 11B, is intended to vary the amount of correction.

Specifically, the correction limiting unit 11C, the accelerator operation amount, vehicle speed, at least one or more values ​​called operating condition value based on the parameters selected from the accelerator operation amount change rate and acceleration is a differential value of the accelerator operation amount calculated, as well as limit the correction to the reference engine speed according to the value of such driving condition value, changing the amount of correction.

Here, FIG. 9 is a graph showing the relationship between the value of the operating state value, the upper limit value of the thus determined correction amount. The storage device 10c, digitized data such relationship is stored. As shown, the upper limit value of the correction value in the state value of the operating state value is small 0, i.e., not allowed any correction, the correction to the reference engine speed is limited. When more than Dth value of the operating state value is the threshold value, the upper limit value of the correction value in accordance with the value of the operating state value increases linearly. In other words, changing the correction amount. A curve of the upper limit value of the correction amount shown here is an example and may be changed as required. For example, after the value of the operating condition value exceeds the Dth is a threshold, an upper limit value of the correction value is not linear, it may be increased to any curved, it is increased stepwise good. It is also an upper limit to the upper limit value itself of the correction amount.

Although how determined operating state value is arbitrary, in the present embodiment, the accelerator operation amount and the vehicle speed, determined accelerator operation amount change rate, and vehicle speed and the operating condition value based on the load factor as defined by the acceleration there. Here, load factor and is a value determined on the basis of the parameters relating to the operating state of the straddle-type vehicle 1 is a value indicating the magnitude of the probability that the operation state of the saddle riding type vehicle 1 is changed. In the example shown in the present embodiment, the operating state of the larger the value straddle-type vehicle 1 of the load factor is less likely to occur is changed due to acceleration instruction or the like is stable, as the value of the load factor is small saddle riding type vehicle 1 the operating conditions likely to change, which indicates a state of acceleration and deceleration is expected to occur frequently.

Figure 10 is an example of a map for obtaining a first loading factor L1 by the accelerator operation amount and the vehicle speed. The storage device 10c, digitized data such maps are stored. Solid line in the figure shows shows the contour lines of the first load factor L1, a first load factor L1 from the vehicle speed and the accelerator operation amount is adapted to be uniquely determined.

Figure 11 is an example of a map for obtaining a second loading factor L2 by the accelerator operation amount change rate. The storage device 10c, digitized data such relationship is stored. Solid line in the figure shows shows the value of the second load factor L2 according to the change rate of the accelerator operation amount.

Figure 12 is an example of a map for determining a third load factor L3 by vehicle speed and acceleration. The storage device 10c, digitized data such relationship is stored. Here, the acceleration is the derivative value of the vehicle speed. Solid line in the figure shows shows the contour lines of the third load factor L3, a third loading factor L3 from the vehicle speed and the accelerator operation amount is adapted to be uniquely determined.

Then, the correction limiting unit 11C by any of the following methods, choose the load factor used in terms of obtaining the operating state value. Method 1: a first load factor L1, when the sign of the second load factor L2 and the third load factor L3 match all using all load factor, all the load factor is otherwise do not use. Method 2: first load factor L1, of the second load factor L2 and the third load factor L3, adopting a code the code is a number, using the adopted sign and load factor of the same sign.

Then, by using the correction limiting unit 11C is selected load factor, the calculation of one of the following obtains a correction value of the operating state value. Incidentally, if there is no selected load factor unchanged the operating state value, the correction value of the operating state value is 0. Operation 1: integrating all the load factor to be used. Operation 2: adding all of the load factor to be used. Calculation 3: using the average or median of all the load factor to be used.

Finally, the correction limiting unit 11C to the current operating state value, adds the correction value of the determined operating condition values. Note that the operating condition values ​​may be appropriately provided in the upper limit value and the lower limit value (0 and not necessarily).

In the present embodiment employs the above methods 2 and operation 2 may be other methods and operations instead of this. Further, where the method of calculating the driving condition values ​​shown in an example, any method as long as reasonable way to derive an operating condition value based on an appropriate parameter that reflects the operating state of the saddle riding type vehicle 1 it may be used.

<Reference 2>
This criterion, target engine rotational speed resulting from the correction to the reference engine speed by the rotation speed correction unit 11B is the optimal efficiency operation curve A correction such that (see FIG. 8) than the determined optimum efficiency engine speed or it is intended to vary the amount. With this respect reference describing FIG 8 for, when the point indicated by the reference engine speed and the reference throttle opening is P1, for example, if shown to a constant value or 9 a correction amount to the reference engine speed as defined as equal to the upper limit amount of the correction value, the correction amount will be the target engine speed is corrected to be optimum efficiency is engine speed N3 or more at minimum.

<Reference 3>
This criterion, target engine rotational speed resulting from the correction to the reference engine speed by the rotation speed correction unit 11B is, thereby changing the correction amount such that the lower limit engine rotational speed or determined from the vehicle speed. Figure 13 is an example of a map for determining the lower limit engine rotational speed with respect to the vehicle speed. The storage device 10c, digitized data such relationship is stored. The lower limit engine rotational speed, according to the vehicle speed of the saddle riding type vehicle 1, the vibration of the response speed and the engine 4 at the time of re-acceleration may comprehensively determined in consideration.

<Criterion 4>
This criterion, if below the reference engine speed is optimum efficiency operation curve A optimum efficiency engine speed or lower engine speed determined from the vehicle speed determined from (see FIG. 8) (see FIG. 13), the rotation speed correction unit prohibiting the correction of the reference engine speed by 11B, in which it is assumed that no correction. In situations where this criterion is met, the straddle-type vehicle sufficient reference engine speed is low relative to the first state, poor need to dare corrected.

Above it exemplified four criteria, but in the present embodiment uses all of these four criteria simultaneously. However, the present invention is not limited thereto, even using one or more or only one of these may be separately used more different criteria.

Further, the correction amount to be 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. This is, in other words, a correction amount obtained based on the running state of the obtained current saddle riding type vehicle 1 by the process described above, that it be corrected based on the correction amount calculated in the past is there. Such modifications are intended e.g. be done in order to suppress the change of the unnatural behavior of the saddle riding type vehicle 1 according to a sharp change of the correction amount. By way of typical as such modifications, processing for the correction amount taking a time average of the correction amount up to a certain past a predetermined current, a so-called low-pass filter implemented by an analog circuit or an equivalent circuit there is a process used.

Above described embodiments are only an example of a straddle-type vehicle according to the present invention, but the present invention is not limited to the specific examples illustrated. Detailed shape and arrangement of the members, the Suto may be arbitrarily changed as needed by those skilled in the art. The functional block diagram or a control block diagram shown as a specific example is only an example, no problem performing any modification as long as the configuration exhibits the same function.

Claims (11)

  1. A straddle type vehicle comprising an electronically controlled throttle valve and an electronically controlled continuously variable transmission,
    Applying correction to the reference engine speed, the target engine speed calculation unit for calculating a target engine rotational speed,
    A target engine torque calculation unit that calculates a target engine torque,
    A target throttle opening degree calculation unit that calculates a target throttle opening of the electronic controlled throttle valve based on the target engine torque and the target engine speed,
    Straddle-type vehicle having a target transmission ratio calculating section for calculating a target speed ratio of the electronically controlled continuously variable transmission based on the target engine rotational speed.
  2. The target engine torque calculation unit, a straddle-type vehicle according to claim 1 for calculating the reference engine torque based on the reference engine rotational speed.
  3. The target engine speed calculating unit, in accordance with the running state of the straddle-type vehicle, a straddle-type vehicle according to claim 1 or 2 for limiting the correction to the reference engine speed.
  4. The target engine speed calculating unit, in response to said running state of the straddle-type vehicle, a straddle-type vehicle according to claim 3 for changing the correction amount to the reference engine speed.
  5. The target engine speed calculating unit, the correction amount of the said accelerator operation amount of a straddle-type vehicle, the vehicle speed, the accelerator operation amount change rate, to be based on at least one or more parameters selected from the acceleration the reference engine speed straddle-type vehicle according to claim 4 for changing a.
  6. The target engine speed calculating unit, the target engine speed, the optimum optimum efficiency determined from the operating line efficiency so that the engine rotational speed or higher, according to claim 3 or 5 changes the correction amount to the reference engine speed vehicle according to any one of.
  7. The target engine speed calculating unit, the target engine speed, so that the lower limit engine rotational speed or determined from the vehicle speed, any one of claims 3 to 6 changes the correction amount to the reference engine speed the straddle-type vehicle according to.
  8. The target engine speed calculating unit, when the reference engine speed is less than the lower engine speed determined from the optimal efficiency engine speed or the vehicle speed determined from the optimum efficiency operation line correction is made to the reference engine speed vehicle according to any one of claims 3 to 7.
  9. The target engine speed calculating unit, a straddle-type vehicle according to any one of claims 3 to 8 the correction amount to the reference engine speed is corrected based on the correction amount calculated in the past.
  10. Applying correction to the reference engine speed, the target engine speed calculating step of calculating a target engine rotational speed,
    A target engine torque calculation step of calculating a target engine torque,
    A target throttle opening degree calculation step of calculating a target throttle opening of the electronic controlled throttle valve based on the target engine torque and the target engine speed,
    A straddle having an electronic controlled throttle valve and an electronically controlled continuously variable transmission having a target transmission ratio calculating step of calculating a target speed ratio of the electronically controlled continuously variable transmission based on the target engine rotational speed control method of the type vehicle.
  11. The target engine torque calculation step, the control method of the vehicle according to claim 10 which calculates the reference engine torque based on the reference engine rotational speed.
PCT/JP2013/063853 2012-05-18 2013-05-17 Saddle-ride-type vehicle and method for controlling saddle-ride-type vehicle WO2013172464A1 (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1182084A (en) * 1997-09-08 1999-03-26 Nissan Motor Co Ltd Driving force control device for vehicle
JP2002254962A (en) * 2001-03-01 2002-09-11 Nissan Motor Co Ltd Controller for vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3975654B2 (en) * 2000-06-14 2007-09-12 日産自動車株式会社 Driving force control apparatus for a vehicle
WO2011021089A3 (en) * 2009-08-18 2015-04-02 Toyota Jidosha Kabushiki Kaisha Control device for vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1182084A (en) * 1997-09-08 1999-03-26 Nissan Motor Co Ltd Driving force control device for vehicle
JP2002254962A (en) * 2001-03-01 2002-09-11 Nissan Motor Co Ltd Controller for vehicle

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