WO2014196146A1 - Vehicle - Google Patents

Abstract

　Detection results from a rotation speed sensor, a gear ratio sensor, and a roll angle sensor, and specifics of an operation performed on a setting switch by the driver, are fed to a CPU of an ECU. In addition, the detection result from an accelerator position sensor of an accelerator grip device is fed to the CPU of the ECU. The CPU controls the motor of the accelerator grip device on the basis of a vertical resistance force acting on a drive wheel from the road surface.

Description

vehicle

The present invention relates to a vehicle.

In recent years, various techniques for preventing wheel slippage have been proposed in vehicles such as motorcycles. In the driving force control apparatus described in Patent Document 1, the driving force generated by the engine is set based on the friction circle, and the set driving force is corrected based on the road surface gradient.
Japanese Patent No. 4842185

However, the driving skill varies depending on the driver, and the appropriate driving state in various situations also varies depending on the driver. When the driving force control device of Patent Document 1 is used, the driving force of the engine is automatically adjusted instead of the driver's intention. Therefore, an appropriate traveling state is not realized for all drivers, and the driving feeling may be lowered depending on the driver.

An object of the present invention is to provide a vehicle that can travel stably without deteriorating the driving feeling of the driver.

(1) A vehicle according to the present invention includes a main body having drive wheels, a prime mover that generates torque for rotating the drive wheels, and an output adjustment device that is operated by a driver to adjust the output of the prime mover. The reaction force adjustment unit is configured to adjust the reaction force applied to the driver from the output adjustment device in response to the operation of the output adjustment device, and the reaction force adjustment unit is controlled based on the vertical reaction force applied to the driving wheel from the road surface. And a control unit configured to do this.

In the vehicle, the output of the prime mover is adjusted by the driver operating the output adjusting device. The drive wheels are rotated by torque generated by the prime mover. Thereby, the main body moves. The reaction force applied to the driver from the output adjustment device with respect to the operation of the output adjustment device is adjusted by the reaction force adjustment unit. The reaction force adjusting unit is controlled by the control unit based on the vertical drag applied to the driving wheel from the road surface.

The frictional force between the driving wheel and the road surface is proportional to the vertical drag applied to the driving wheel from the road surface. Since the reaction force adjusting unit is controlled based on the vertical drag, the reaction force applied to the driver from the output adjusting device is adjusted according to the frictional force acting on the drive wheels. Based on the reaction force from the output adjusting device, the driver can adjust the operation amount of the output adjusting device so as to prevent the drive wheels from slipping. In this case, the driver can adjust the output of the prime mover at his / her own will. Therefore, the driver can drive the vehicle stably without reducing the driving feeling of the driver.

(2) The control unit may calculate a normal force applied to the driving wheel based on a road gradient. In this case, a reaction force is appropriately applied to the driver from the output adjusting device in accordance with the gradient of the road surface.

(3) The control unit may calculate a normal force applied to the drive wheel based on an inertial force acting on the vehicle. In this case, a reaction force is appropriately applied to the driver from the output adjustment device in accordance with the inertial force acting on the vehicle.

(4) The control unit may calculate an inertial force acting on the vehicle based on the acceleration of the vehicle. In this case, the inertial force acting on the vehicle can be easily calculated.

(5) The control unit may calculate a normal force applied to the driving wheel based on an air resistance acting on the vehicle. In this case, a reaction force is appropriately applied to the driver from the output adjustment device in accordance with the air resistance acting on the vehicle.

(6) The control unit may calculate the air resistance acting on the vehicle based on the speed of the vehicle. In this case, the air resistance acting on the vehicle can be easily calculated.

(7) The control unit may calculate a normal force applied to the drive wheels based on the lift acting on the vehicle. In this case, a reaction force is appropriately applied to the driver from the output adjustment device in accordance with the lift acting on the vehicle.

(8) The control unit may calculate lift acting on the vehicle based on the speed of the vehicle. In this case, the lift force acting on the vehicle can be easily calculated.

(9) The vehicle further includes an acceleration detector configured to detect a lateral acceleration that is substantially parallel to the road surface and intersects with the front-rear direction of the main body as a lateral acceleration, and the control unit is provided on the driving wheel. The friction circle to be used is set based on the applied vertical drag, and based on the set friction circle, the maximum in the front-rear direction of the main body that should be allowed corresponding to the lateral acceleration detected by the acceleration detector The acceleration may be acquired as the vertical limit acceleration, and the reaction force adjustment unit may be controlled based on the acquired vertical limit acceleration.

In this case, the longitudinal limit acceleration is acquired based on the lateral acceleration detected by the acceleration detector and the friction circle set based on the vertical drag applied to the driving wheel, and based on the acquired longitudinal limit acceleration. Thus, the reaction force adjusting unit is controlled. Thereby, it is possible to make the driver accurately recognize whether or not the acceleration of the main body is appropriate for stable traveling. Therefore, the driver can drive the vehicle stably.

(10) The vehicle further includes a storage unit that stores a predetermined friction circle, and the control unit should be used by correcting the friction circle stored in the storage unit based on the vertical drag applied to the drive wheels. A friction circle may be set.

In this case, an appropriate friction circle corresponding to the vertical drag applied to the drive wheel is set as a friction circle to be used, and the longitudinal limit acceleration is acquired based on the friction circle. Thereby, it is possible to make the driver accurately recognize whether or not the acceleration of the main body is appropriate for stable traveling. Therefore, the driver can drive the vehicle stably.

According to the present invention, the driver can drive the vehicle stably without reducing the driving feeling of the driver.

FIG. 1 is a schematic side view showing a motorcycle according to a first embodiment. FIG. 2 is a top view of the motorcycle shown in FIG. FIG. 3 is a cross-sectional view showing the configuration of the accelerator grip device. FIG. 4 is a view for explaining the arrangement of the grip sleeve and the gear. FIG. 5 is a block diagram for explaining a control system of the motorcycle. FIG. 6 is a diagram illustrating an example of a friction circle. FIG. 7 is a diagram showing another example of the friction circle. FIG. 8 is a diagram showing the relationship between the accelerator opening and the reference reaction force. FIG. 9 is a diagram for explaining the motor reaction force in the reaction force strengthening mode. FIG. 10 is a diagram for explaining the motor reaction force in the friction mode. FIG. 11 is a flowchart of the accelerator reaction force adjustment process. FIG. 12 is a flowchart of the correction coefficient calculation process. FIG. 13 is a diagram for explaining a method of calculating the gradient angle and the driving wheel normal force. FIG. 14 is a diagram for explaining a method of calculating the gradient angle and the drive wheel normal force. FIG. 15 is a flowchart of the friction circle calculation process. FIG. 16 is a flowchart of the reaction force calculation process. FIG. 17 is a flowchart of another example of the correction coefficient calculation process. FIG. 18 is a flowchart of another example of the correction coefficient calculation process. FIG. 19 is a flowchart of another example of the correction coefficient calculation process. FIG. 20 is a diagram for explaining a method of calculating the driving wheel normal force. FIG. 21 is a diagram for explaining a method of calculating the driving wheel normal force. FIG. 22 is a flowchart of another example of the reaction force calculation process.

Hereinafter, a motorcycle will be described with reference to the drawings as an example of a vehicle according to an embodiment of the present invention.

(1) First Embodiment (1-1) Schematic Configuration of Motorcycle FIG. 1 is a schematic side view showing a motorcycle according to an embodiment of the present invention. FIG. 2 is a top view of the motorcycle shown in FIG. In the motorcycle 100 of FIG. 1, a head pipe 102 is provided at the front end of the main body frame 101. A front fork 103 is provided on the head pipe 102 so as to be swingable in the left-right direction. A front wheel 104 is rotatably attached to the lower end of the front fork 103. A handle 105 is provided at the upper end of the head pipe 102. As shown in FIG. 2, the handle 105 is provided with an accelerator grip device 106 and a setting switch 120. The driver adjusts the output of the engine 107 described later by operating the accelerator grip device 106. Also, the driver operates the setting switch 120 to select a friction circle and a control mode, which will be described later.

In the following description, the front-rear direction is a direction that is substantially parallel to the road surface and parallel to a vertical plane that includes the central axis CA (FIG. 2) of the main body frame 101. The left-right direction is a direction substantially parallel to the road surface and orthogonal to the front-rear direction. The road surface is a surface where the front wheel 104 and the rear wheel 115 are in contact.

As shown in FIG. 1, an engine 107 having a carburetor or a fuel injection device is disposed at the center of the main body frame 101. The engine 107 is provided with a rotation speed sensor SE1. The rotational speed sensor SE1 detects the rotational speed of the engine 107 (hereinafter referred to as engine rotational speed). In addition, an intake pipe 108 and an exhaust pipe 109 are attached to the engine 107. The intake pipe 108 is provided with a throttle device 60 (FIG. 5) described later. A transmission case 110 is provided behind the engine 107. A transmission 6 and a gear ratio sensor SE2 are provided in the transmission case 110. A shift pedal 210 is provided on the side of the transmission case 110.

A rear arm 114 is provided to extend rearward of the transmission case 110. A rear wheel 115 is rotatably attached to the rear end of the rear arm 114. Torque generated by the engine 107 (hereinafter referred to as engine torque) is transmitted to the rear wheel 115, whereby the rear wheel 115 is driven. The engine 107 is connected to the rear wheel 115 via the transmission 6. When the driver operates the shift pedal 210, the gear ratio changes. The gear ratio is the ratio of the rotational speed of the engine 107 to the rotational speed of the rear wheel 115. The gear ratio sensor SE2 detects the gear ratio from the gear position of the transmission 6, for example.

A fuel tank 112 is provided above the engine 107, and two seats 113 are provided behind the fuel tank 112 so as to be lined up and down. Below these sheets 113, a roll angle sensor SE3 and an ECU (Electronic Control Unit) 80 are provided. The roll angle sensor SE3 is, for example, a gyro sensor or an acceleration sensor, and detects the roll angle of the motorcycle 100. The roll angle of the motorcycle 100 refers to the angle of inclination of the motorcycle 100 with respect to the vertical direction. For example, when the motorcycle 100 is in the upright posture, the roll angle is 0 degree, and when the motorcycle 100 turns right or left, the roll angle becomes large. Details of the ECU 80 will be described later.

(1-2) Accelerator Grip Device FIG. 3 is a cross-sectional view showing the configuration of the accelerator grip device 106. As shown in FIG. 3, the handle 105 has a handle bar 105a having a substantially cylindrical shape. An accelerator grip device 106 is provided on the handle bar 105a. The accelerator grip device 106 includes a grip sleeve 51, an accelerator grip member 52, a friction generating member 53, a case member 54, a coil spring 55, and gears 56, 57a, 57b, and 58.

The grip sleeve 51 has a substantially cylindrical shape and is rotatably provided on the handle bar 105a. Specifically, the grip sleeve 51 is fitted into the handle bar 105a so as to be slidable with respect to the outer peripheral surface of the handle bar 105a. The accelerator grip member 52 has a substantially cylindrical shape and is fixed to the outer peripheral surface of the grip sleeve 51. Thereby, the accelerator grip member 52 rotates integrally with the grip sleeve 51 about the axis P1 of the handle bar 105a as a rotation axis.

The driver adjusts the output of the engine 107 by gripping the accelerator grip member 52 and rotating the grip sleeve 51 and the accelerator grip member 52 integrally. Hereinafter, the rotational direction of the grip sleeve 51 and the accelerator grip member 52 for increasing the output of the engine 107 will be referred to as an opening direction R1, and the rotational direction of the grip sleeve 51 and the accelerator grip member 52 for decreasing the output of the engine 107 will be referred to. Called the closing direction R2. The grip sleeve 51 and the accelerator grip member 52 can be rotated to a predetermined open position in the opening direction R1, and can be rotated to a predetermined closed position in the closing direction R2.

The case member 54 is fixed to the outer peripheral surface of the handle bar 105a. One end of the grip sleeve 51 protrudes from one end of the accelerator grip member 52 and is accommodated in the case member 54. The grip sleeve 51 is not fixed to the case member 54 and is rotatable with respect to the case member 54.

The case member 54 includes a bearing groove 54a, a friction generating portion 54b, a gear housing portion 54c, and a motor housing portion 54d. An annular protrusion 51 a is provided at one end of the grip sleeve 51. The protrusion 51a of the grip sleeve 51 is rotatably accommodated in the bearing groove 54a via the bearing member 51b. Thereby, the movement of the grip sleeve 51 in the axial direction is stopped.

An annular friction generating member 53 is provided in the friction generating portion 54b. The friction generating member 53 is made of, for example, a viscoelastic polymer material such as synthetic rubber, and contacts the outer peripheral surface of the grip sleeve 51. When the grip sleeve 51 is rotated, friction is generated between the grip sleeve 51 and the friction generating member 53. Thereby, as will be described later, the reaction force applied to the driver from the accelerator grip member 52 is adjusted. In order to maintain good contact between the friction generating member 53 and the grip sleeve 51, a lubricant such as oil may be supplied to the friction generating portion 54b.

The coil spring 55 and the gears 56, 57a, 57b, and 58 are accommodated in the gear accommodating portion 54c. The motor 59 is accommodated in the motor accommodating portion 54d. One end of the coil spring 55 is fixed to the grip sleeve 51, and the other end is fixed to the case member 54. The coil spring 55 biases the grip sleeve 51 in the closing direction R2.

Each of the gears 56, 57a, 57b, 58 is provided to be rotatable around a rotation axis along the axial direction. FIG. 4 is a view for explaining the arrangement of the grip sleeve 51 and the gears 56, 57 a, 57 b and 58. 4 shows the side surfaces of the grip sleeve 51 and the gears 56, 57a, 57b, and 58 as seen from the direction of the arrow T in FIG.

As shown in FIG. 4, the gear 56 is provided integrally with the grip sleeve 51 so as to spread in a fan shape within a certain angular range with respect to the axis of the grip sleeve 51 (the axis P1 of the handle bar 105a). The gears 57a and 57b are provided integrally with each other. The diameter of the gear 57a is smaller than the diameter of the gear 57b. The gear 56 is meshed with the gear 57a, and the gear 58 is meshed with the gear 57b.

As shown in FIG. 3, the rotating shaft 59a of the motor 59 is arranged along the axial direction. A gear 58 is attached to the rotation shaft 59 a of the motor 59. In this way, the grip sleeve 51 and the motor 59 are connected via the gears 56, 57a, 57b, and 58. As described later, when a certain condition is satisfied, the motor 59 is controlled such that a force in the closing direction R2 is applied from the motor 59 to the grip sleeve 51.

Accelerator opening sensor SE4 is disposed at a position facing gear 57a. The accelerator opening sensor SE4 detects the rotation angle of the grip sleeve 51 as the accelerator opening by detecting the rotation angle of the gear 57a (gear 57b).

(1-3) Control System FIG. 5 is a block diagram for explaining a control system of the motorcycle 100. As shown in FIG. 5, the ECU 80 includes a CPU (Central Processing Unit) 81, a ROM (Read Only Memory) 82, and a RAM (Random Access Memory) 83. The detection results of the rotation speed sensor SE1, the gear ratio sensor SE2, and the roll angle sensor SE3 are given to the CPU 81. Further, a vehicle speed sensor SE6 that detects the moving speed (vehicle speed) of the motorcycle 100 is provided. The vehicle speed sensor SE6 detects the vehicle speed from the rotational speed of the rear wheel 115, for example. The detection result of the vehicle speed sensor SE6 is given to the CPU 81. In addition, the operation content of the setting switch 120 by the driver is given to the CPU 81.

Also, the detection result of the accelerator opening sensor SE4 of the accelerator grip device 106 is given to the CPU 81. The CPU 81 controls the motor 59 of the accelerator grip device 106.

The throttle device 60 includes a throttle valve 61, a throttle drive device 62, and a throttle opening sensor SE5. By adjusting the opening of the throttle valve 61 (hereinafter referred to as the throttle opening) by the throttle driving device 62, the intake amount of the engine 107 is adjusted. Thereby, the output of the engine 107 is adjusted. The throttle drive device 62 is, for example, a motor. The CPU 81 of the ECU 80 controls the throttle drive device 62 based on the detection result of the accelerator opening sensor SE4. The throttle opening sensor SE5 detects the throttle opening and gives the detection result to the CPU 81.

A control program is stored in the ROM 82 of the ECU 80. The CPU 81 executes an accelerator reaction force adjustment process, which will be described later, by executing a control program stored in the ROM 82 on the RAM 83. The ROM 82 stores a map representing the relationship between the engine speed, the engine torque and the throttle opening, and various numerical values used for accelerator reaction force adjustment processing.

(1-4) Friction circle In the accelerator reaction force adjustment process, a calculation process using a friction circle is performed. FIG. 6 is a diagram illustrating an example of a friction circle. In FIG. 6, the vertical axis represents the acceleration Fx in the front-rear direction, and the horizontal axis represents the acceleration Fy in the left-right direction. In the example of FIG. 6, the forward acceleration (acceleration during driving) of the main body frame 101 (FIG. 1) is represented by a positive value, and the backward acceleration (acceleration during braking) of the main body frame 101 is negative. It is represented by the value of Further, the acceleration in the right direction of the main body frame 101 is represented by a positive value, and the acceleration in the left direction of the main body frame 101 is represented by a negative value.

Hereinafter, acceleration in the front-rear direction is referred to as longitudinal acceleration, and acceleration in the left-right direction is referred to as lateral acceleration. When the motorcycle 100 is traveling straight, the lateral acceleration is zero. When the motorcycle 100 turns leftward, the lateral acceleration becomes a negative value, and when the motorcycle 100 turns rightward, the lateral acceleration becomes a positive value.

The friction circle FC represents the limit values of the longitudinal acceleration and the lateral acceleration for preventing the rear wheel 115 (FIG. 1) as the driving wheel from slipping on the road surface. Here, the limit value means a maximum value and a minimum value. Hereinafter, a case where the motorcycle 100 is accelerated will be described.

In the example of FIG. 6, when the lateral acceleration is 0, the maximum value of the vertical acceleration is Fx1, and when the lateral acceleration is Fy2, the maximum value of the vertical acceleration is Fx2. In the following description, the maximum value of the longitudinal acceleration calculated from the lateral acceleration based on the friction circle FC is referred to as a longitudinal limit acceleration.

In the example of FIG. 6, the radius (hereinafter referred to as the longitudinal diameter) rx of the friction circle FC in the vertical axis direction and the radius (hereinafter referred to as the lateral diameter) ry of the friction circle FC in the horizontal axis direction are equal to each other. Is a perfect circle, but the longitudinal diameter rx and the transverse diameter ry are different from each other, and the friction circle FC may be an ellipse other than the perfect circle. FIG. 7 is a diagram illustrating another example of the friction circle FC. In the example of FIG. 7, the vertical diameter rx is larger than the horizontal diameter ry, and the friction circle FC is a vertically long ellipse.

The shape and size of the appropriate friction circle FC differ depending on various conditions such as the road surface state, the state of the rear wheel 115 (FIG. 1), and the skill of the driver. For example, when the road surface is wet or frozen, the friction between the road surface and the rear wheel 115 is reduced. In that case, the vertical diameter rx and the horizontal diameter ry are small. Conversely, for example, when the rear wheel 115 having a high grip force is used, the friction between the road surface and the rear wheel 115 increases. In that case, the longitudinal diameter rx and the lateral diameter ry are large.

In the present embodiment, a plurality of friction circle data is stored in advance in the ROM 82 (FIG. 5) of the ECU 80. The plurality of friction circle data includes different vertical diameters rx and horizontal diameters ry. The driver operates the setting switch 120 to select one piece of friction circle data. Thereby, one vertical diameter rx and one horizontal diameter ry are selected. Further, the vertical drag applied to the rear wheel 115 from the road surface (hereinafter referred to as drive wheel vertical drag) is calculated, and the selected vertical diameter rx and horizontal diameter ry are corrected based on the calculated drive wheel vertical drag. . Thus, appropriate longitudinal diameter rx and lateral diameter ry are set in accordance with the traveling state of motorcycle 100. The longitudinal diameter rx and the lateral diameter ry may be individually set by the driver, and the set longitudinal diameter rx and lateral diameter ry may be corrected based on the driving wheel normal force.

(1-5) Accelerator reaction force When the driver applies a force in the opening direction R1 to the accelerator grip member 52 in FIG. 3, the reaction force in the closing direction R2 from the accelerator grip member 52 to the driver (hereinafter referred to as an accelerator reaction force). ) Is added. The accelerator reaction force includes a biasing force of the coil spring 55, a friction force generated by the friction generating member 53, and a reaction force generated by the motor 59. In the present embodiment, a reaction force generated by the motor 59 is generated when a predetermined condition is satisfied. Hereinafter, of the accelerator reaction force, the reaction force generated by the motor 59 is referred to as a motor reaction force, and the other reaction force (reaction force due to the coil spring 55 and the friction generating member 53) is referred to as a reference reaction force.

FIG. 8 is a diagram showing the relationship between the accelerator opening and the reference reaction force. In FIG. 8, the horizontal axis represents the accelerator opening, and the vertical axis represents the reference reaction force. Further, the accelerator opening when the accelerator grip member 52 is in the closed position is MIN, and the accelerator opening when the accelerator grip member 52 is in the open position is MAX. The accelerator opening is increased when the accelerator grip member 52 is rotated in the opening direction R1, and the accelerator opening is decreased when the accelerator grip member 52 is rotated in the closing direction R2.

In the example of FIG. 8, the relationship between the accelerator opening and the reference reaction force has a hysteresis characteristic. The reference reaction force for rotating the accelerator grip member 52 in the opening direction R1 is larger than the reference reaction force for rotating the accelerator grip member 52 in the closing direction R2. Further, in each of the case where the accelerator grip member 52 is rotated in the opening direction R1 and the case where the accelerator grip member 52 is rotated in the closing direction R2, the reference reaction force increases as the accelerator opening degree increases.

The relationship between the accelerator opening and the reference reaction force is not limited to the example of FIG. For example, the reference reaction force may change in a curve with respect to the accelerator opening, or the reference reaction force may be constant with respect to the accelerator opening. Further, the reference reaction force when the accelerator grip member 52 is rotated in the opening direction R1 may be equal to the reference reaction force when the accelerator grip member 52 is rotated in the closing direction R2.

In this embodiment, there are a reaction force strengthening mode, a friction mode, and a summing mode as control modes for controlling the motor reaction force. The driver operates the setting switch 120 to select any one of the control mode from the reaction force strengthening mode, the friction mode, and the summing mode according to preference or other various conditions.

FIG. 9 is a diagram for explaining the motor reaction force in the reaction force enhancement mode. In FIG. 9, the horizontal axis indicates the engine torque, and the vertical axis indicates the motor reaction force.

As shown in FIG. 9, in the reaction force strengthening mode, when the engine torque becomes equal to or higher than the control start torque D, a motor reaction force is generated. The control start torque D is calculated based on the friction circle FC. The control start torque D will be described later. The motor reaction force changes in a linear function with respect to the engine torque, and increases as the engine torque increases. In this case, the difference value Dt between the current engine torque (hereinafter referred to as the current torque) Da and the control start torque D is multiplied by the rate of change of the motor reaction force with respect to the engine torque (the slope of the straight line Lt in FIG. 9). Thus, the motor reaction force to be generated can be calculated.

Therefore, when the engine torque is smaller than the control start torque D, only the reference reaction force in FIG. 8 is applied to the driver as the accelerator reaction force. On the other hand, when the engine torque is equal to or greater than the control start torque D, the resultant force of the motor reaction force in FIG. 9 and the reference reaction force in FIG. 8 is applied to the driver as an accelerator reaction force. Thereby, it is suppressed that an accelerator opening becomes large too much. Therefore, an excessive increase in engine torque is suppressed, and the stability of motorcycle 100 is ensured.

The change of the motor reaction force in the reaction force enhancement mode is not limited to the example of FIG. For example, the motor reaction force may change so as to increase in a quadratic function with respect to the engine torque, or the motor reaction force may change so as to increase stepwise with respect to the engine torque.

FIG. 10 is a diagram for explaining the motor reaction force in the friction mode. In Fig.10 (a), a horizontal axis shows time and a vertical axis | shaft shows an accelerator opening. In FIG.10 (b), a horizontal axis shows time and a vertical axis | shaft shows a motor reaction force.

In the friction mode, when the engine torque is equal to or greater than the control start torque D (FIG. 9), a motor reaction force is generated based on the amount of change in the accelerator opening per unit time. Specifically, when the accelerator grip member 52 is rotated in the opening direction R1, that is, when the time differential value of the accelerator opening is a positive value, the time differential value is multiplied by a predetermined gain. Thus, the motor reaction force to be generated is calculated. When the time differential value of the accelerator opening is 0 or less and the motor reaction force is not generated immediately before, the motor reaction force is not generated. When the time differential value of the accelerator opening is 0 or less and the motor reaction force is generated immediately before, the motor reaction force to be generated is such that the motor reaction force is attenuated with a predetermined time constant. Calculated.

In the example of FIG. 10A, the accelerator opening changes from P1 to P2 during the period from time t1 to time t2, and the accelerator opening is maintained constant after time t2. In this case, as shown in FIG. 10B, the motor reaction force T10 is generated in the period from the time point t1 to the time point t2, and the motor reaction force is attenuated with a predetermined time constant after the time point t2.

Therefore, when the engine torque is smaller than the control start torque D, only the reference reaction force in FIG. 8 is applied to the driver as the accelerator reaction force. On the other hand, when the engine torque is equal to or greater than the control start torque D, the resultant force of the motor reaction force generated based on the change amount of the accelerator opening per unit time and the reference reaction force in FIG. Join the driver. Thereby, a rapid change in the operation amount of the accelerator grip member 52 is suppressed, and the stability of the motorcycle 100 is ensured.

The change in the motor reaction force in the friction mode is not limited to the example of FIG. For example, a predetermined constant motor reaction force may be generated when the accelerator opening changes. Further, when the time differential value of the accelerator opening changes from a positive value to 0 or less, the motor reaction force may be maintained for a certain time.

In the combined mode, a motor reaction force that varies in a linear function with respect to the engine torque is generated as in the reaction force enhancement mode, and based on the amount of change in accelerator opening per unit time, as in the friction mode. Motor reaction force is generated.

Therefore, when the engine torque is smaller than the control start torque D, only the reference reaction force in FIG. 8 is applied to the driver as the accelerator reaction force. On the other hand, when the engine torque is equal to or greater than the control start torque D, the motor reaction force generated based on the motor reaction force that changes in a linear function with respect to the accelerator opening, and the change amount per unit time of the accelerator opening. The force and the resultant force with the reference reaction force in FIG. 8 are applied to the driver as an accelerator reaction force. This suppresses an excessive increase in engine torque and suppresses a rapid change in the operation amount of the accelerator grip member 52. Thereby, the stability of the motorcycle 100 is sufficiently ensured.

(1-6) Acceleration Reaction Force Adjustment Process FIG. 11 is a flowchart of the acceleration reaction force adjustment process. The accelerator reaction force adjustment process in FIG. 11 is repeatedly performed at a constant cycle by the CPU 81 of the ECU 80.

As shown in FIG. 11, first, the CPU 81 performs a correction coefficient calculation process (step S1). By the correction coefficient calculation process, a friction circle correction coefficient based on the drive wheel normal force is calculated. Subsequently, the CPU 81 performs a friction circle calculation process using the friction circle (step S2). In this case, a friction circle corrected using the friction circle correction coefficient is used. By the friction circle calculation process, a margin torque that is a difference between the maximum torque to be allowed and the current torque is calculated. Details of the correction coefficient calculation process, the friction circle correction coefficient, the friction circle calculation process, and the surplus torque will be described later.

CPU81 determines whether or not the calculated surplus torque is smaller than the prescribed value A (step S3). When the calculated surplus torque is smaller than the specified value A, the CPU 81 performs a reaction force calculation process described later (step S4), and thereafter ends the accelerator reaction force adjustment process. On the other hand, if the calculated margin torque is equal to or greater than the specified value A, the CPU 81 ends the accelerator reaction force adjustment process without performing the reaction force calculation process.

(1-6-1) Correction Coefficient Calculation Process The correction coefficient calculation process in step S1 will be described. FIG. 12 is a flowchart of the correction coefficient calculation process. As shown in FIG. 12, first, the CPU 81 calculates air resistance, acceleration resistance, and rolling resistance as resistance to traveling of the motorcycle 100 (hereinafter referred to as traveling resistance) (steps S11 to S13). The acceleration resistance is a resistance generated by acceleration / deceleration of the motorcycle 100 and includes an inertial force accompanying the acceleration / deceleration of the motorcycle 100. In this case, the inertial forces in various directions acting on the main body frame 101, the piston, the crankshaft, the front wheel 104, the rear wheel 115, and the like serve as acceleration resistance. The rolling resistance is resistance generated by friction associated with rotation of the front wheel 104 and the rear wheel 115.

∙ Air resistance and rolling resistance vary according to vehicle speed. The acceleration resistance changes according to the acceleration of the motorcycle 100. The relationship between the vehicle speed and the air resistance, the relationship between the acceleration and the acceleration resistance, and the relationship between the vehicle speed and the rolling resistance are acquired by simulation or actual measurement and stored in advance in the ROM 82, for example. The CPU 81 calculates air resistance, acceleration resistance, and rolling resistance based on the detection result of the vehicle speed sensor SE6 and the relationship stored in the ROM 82.

Actually, the air resistance, acceleration resistance and rolling resistance differ depending on the physique, mass (weight) and posture of the driver. Therefore, a plurality of patterns are set to be selectable as the relationship between the vehicle speed and the air resistance, the relationship between the acceleration and the acceleration resistance, and the relationship between the vehicle speed and the rolling resistance. Air resistance, acceleration resistance, and rolling resistance may be calculated using the pattern. Or the input part for a driver | operator to input information, such as one's physique or a body weight, is provided, and air resistance, acceleration resistance, and rolling resistance may be correct | amended based on the information input into the input part.

In step S11, for example, the wind pressure applied to the motorcycle 100 and the driver may be detected by a wind pressure sensor, and the air resistance acting on the motorcycle 100 may be calculated based on the detected wind pressure. In step S12, the acceleration of the motorcycle 100 may be detected by the acceleration sensor, and the acceleration resistance may be calculated based on the detected acceleration. Moreover, even if the vehicle speed changes, the rolling resistance may hardly change. In that case, a predetermined value may be used as the rolling resistance.

Next, the CPU 81 calculates the gradient resistance acting on the motorcycle 100 using the air resistance, acceleration resistance, and rolling resistance calculated in steps S11 to S13 (step S14). The gradient resistance is a resistance applied to the motorcycle 100 according to the road surface gradient. The gradient resistance is calculated as follows.

Generally, the sum of air resistance, acceleration resistance, rolling resistance and gradient resistance corresponds to the sum of running resistance. With respect to the traveling motorcycle 100, the following equation (1) is established as an equation of motion.

ma = drive force−running resistance (1)
In Expression (1), m is the total of the mass of the motorcycle 100 and the weight of the driver (hereinafter referred to as total mass), and is stored in advance in the ROM 82 as a constant value, for example. Instead of using a value stored in advance as the total mass, a value detected by a strain gauge or the like may be used. Further, the total mass may be calculated based on the expansion and contraction of a suspension (not shown) (for example, a rear suspension). In addition, as described above, an input unit is provided for the driver to input his / her weight and the like, and the total mass is calculated based on the input weight of the driver and the mass of the motorcycle 100 stored in advance. May be.

In Equation (1), a is the acceleration of the motorcycle 100, and is calculated based on the detection result of the vehicle speed sensor SE6. Further, as described above, the acceleration of the motorcycle 100 may be detected by the acceleration sensor.

The driving force of the motorcycle 100 can be calculated based on the engine torque, the gear ratio, and the radius of the rear wheel 115. The engine torque can be calculated based on the detection result of the rotation speed sensor SE1, the detection result of the throttle opening sensor SE5, and a map stored in the ROM 82. The gear ratio is detected by a gear ratio sensor SE2. The radius of the rear wheel 115 is stored in the ROM 82 in advance as, for example, a unique value of the motorcycle 100.

Thereby, the running resistance can be calculated from the above equation (1). The gradient resistance is obtained by subtracting the air resistance, acceleration resistance, and rolling resistance calculated in steps S11 to S13 from the calculated running resistance.

Next, the CPU 81 calculates an angle of the road surface with respect to the horizontal plane (hereinafter referred to as a gradient angle) based on the gradient resistance calculated in step S14 (step S15), and based on the calculated gradient angle, the drive wheels calculating the normal force _{N 1} (step S16). Thereafter, the CPU 81 calculates a friction circle correction coefficient (step S17), and ends the correction coefficient calculation process.

Gradient angle in steps S15 ~ S17, the calculation method of the drive wheel normal force N ₁ and the friction circle correction coefficient will be described. 13 and 14 are diagrams for explaining a method of calculating the slope angle and the driving wheel normal force N _1. 13 and 14, the center of gravity G of the motorcycle 100 and the driver is shown, and the grounding point of the front wheel 104 (hereinafter referred to as the front wheel grounding point) FP and the grounding point of the rear wheel 115 (hereinafter referred to as the grounding point). BP) (referred to as the rear wheel contact point) is shown.

In the example of FIG. 13, the gradient angle of the road surface GD is 0, and the gradient resistance is 0. In the example of FIG. 14, the gradient angle of the road surface GD is α. The motorcycle 100 travels in the direction of ascending the road surface GD, and a gradient resistance DR is generated in the direction opposite to the traveling direction. The gradient resistance DR is expressed by the following formula (2).

DR = mg · sin α (2)
In Equation (2), m is the total mass and g is the gravitational acceleration. In step S15 of FIG. 12, the gradient angle α is calculated from equation (2) using the gradient resistance DR calculated in step S14 of FIG.

Note that the gradient angle α may be acquired by other methods. For example, the gradient angle α may be detected by a gyro sensor. In addition, the gradient angle α may be acquired from the current position and the traveling direction of the motorcycle 100 using car navigation.

In the example of FIG. 13, the drive wheel vertical drag N is expressed by the following formula (3). On the other hand, in the example of FIG. 14, the driving wheel normal force _{N 1} is expressed by the following formula (4).

In Expressions (3) and (4), L is the distance between the front wheel contact point FP and the rear wheel contact point BP, and corresponds to the wheel base (the distance between the front wheel shaft and the rear wheel shaft). X is the distance between the center of gravity G and the rear wheel contact point BP. θ is an angle between a straight line connecting the front wheel contact point FP and the rear wheel contact point BP (a straight line parallel to the road surface GD) and a straight line connecting the center of gravity G and the rear wheel contact point BP. The distance L, the distance X, and the angle θ are previously stored in the ROM 82 as unique values of the motorcycle 100, respectively.

As described above, a predetermined value may be used as the total mass m. Or the total mass m detected or calculated suitably may be used. When a constant value is used as the total mass m, the driving wheel normal force N in the equation (3) is a constant value.

Drive wheel normal force N is a driving wheel normal force as a reference, the drive wheel normal force N ₁ is a driving wheel normal force according to the gradient of the road surface GD.

In step S16 in FIG. 12, using a gradient angle α calculated in step S15, the drive wheel normal force N ₁ from equation (4) is calculated. In step S17 in FIG. 12, a value obtained by dividing the driving wheel normal force N ₁ calculated by the drive wheel normal force N at the step S16 (N 1 _{/ N)} is calculated as a friction circle correction coefficient. In this case, as the drive wheel vertical drag N, a constant value based on a predetermined total mass m may be used. Alternatively, the driving wheel normal force N may be calculated from Equation (3) using the total mass m detected or calculated as appropriate.

(1-6-2) Friction Circle Calculation Processing The friction circle calculation processing in step S2 in FIG. 11 will be described. FIG. 15 is a flowchart of the friction circle calculation process. As shown in FIG. 15, the CPU 81 acquires the longitudinal diameter rx and the lateral diameter ry of the friction circle FC selected by the driver based on the operation content of the setting switch 120 (step S21).

Next, the CPU 81 corrects the vertical diameter rx and the horizontal diameter ry acquired in step S21 of FIG. 15 using the friction circle correction coefficient (N ₁ / N) calculated by the correction coefficient calculation processing of FIG. (Step S22). Specifically, each of the vertical diameter rx and the horizontal diameter ry acquired in step S21 is multiplied by a friction circle correction coefficient (N ₁ / N). Accordingly, the size of the friction circle FC is appropriately set according to the gradient of the road surface GD.

Next, the CPU 81 calculates the lateral acceleration based on the detection result of the roll angle sensor SE3 (step S23). Specifically, the lateral acceleration Fy is calculated using the following equation (5).

In Expression (5), Φ is a roll angle detected by the roll angle sensor SE3. r _c is the crown radius of the rear wheel 115. Here, the crown radius is a radius of curvature of the outer peripheral portion (trad) of the rear wheel 115. H is the height of the center of gravity of the motorcycle 100 and the driver. g is a gravitational acceleration.

Next, the CPU 81 calculates the longitudinal limit acceleration based on the friction circle FC corrected in step S22 and the lateral acceleration Fy calculated in step S23 (step S24). Specifically, the CPU 81 calculates the longitudinal limit acceleration Fxmax using the following equation (6).

Next, based on the calculated longitudinal limit acceleration Fxmax and the detection result of the transmission ratio sensor SE2, the CPU 81 determines the maximum engine torque (hereinafter referred to as the longitudinal limit torque) for preventing the rear wheel 115 from slipping on the road surface. Is calculated) (step S25). Specifically, the maximum torque value of the rear wheel 115 can be calculated from the vertical limit acceleration Fxmax, and the vertical limit torque can be calculated from the calculated maximum value of the torque of the rear wheel 115 and the gear ratio. it can.

Next, the CPU 81 calculates the current torque Da (FIG. 9) based on the detection result of the rotation speed sensor SE1, the detection result of the throttle opening sensor SE5, and the map stored in the ROM 82 (step S26). Next, the CPU 81 calculates a margin torque by subtracting the current torque Da calculated in step S26 from the longitudinal limit torque calculated in step S25 (step S27). Thereby, the friction circle calculation process ends.

When the current torque Da reaches the longitudinal limit torque, the surplus torque becomes zero. In that case, the possibility that the rear wheel 115 slips on the road surface is increased. Therefore, in order to suppress the margin torque from becoming zero, the CPU 81 performs a reaction force calculation process when the margin torque becomes smaller than the specified value A.

(1-6-3) Reaction Force Calculation Processing The reaction force calculation processing in step S3 in FIG. 11 will be described. FIG. 16 is a flowchart of the reaction force calculation process. As shown in FIG. 16, the CPU 81 calculates the control start torque D by subtracting the specified value A from the longitudinal limit torque calculated in step S25 of FIG. 15 (step S31).

Next, the CPU 81 calculates a difference value Dt (FIG. 9) between the calculated control start torque D and the current torque Da calculated in step S26 of FIG. 15 (step S32). Next, the CPU 81 calculates a time differential value of the accelerator opening based on the detection result of the accelerator opening sensor SE4 (step S33). For example, the accelerator opening is detected every cycle of the accelerator reaction force adjustment process, and the accelerator opening detected in the previous cycle is subtracted from the accelerator opening detected in the current cycle, and the subtracted value is set in one cycle. The time differential value of the accelerator opening is calculated by dividing by the length of.

Next, the CPU 81 determines a control mode for controlling the motor reaction force based on the operation content of the setting switch 120 (step S34). Next, the CPU 81 calculates a motor reaction force to be generated in the determined control mode (step S35).

Specifically, when the control mode is determined to be the reaction force strengthening mode, the CPU 81 multiplies the difference value Dt calculated in step S32 by the rate of change of the motor reaction force with respect to the predetermined engine torque. Calculate the motor reaction force to be generated.

When the control mode is determined to be the friction mode, the CPU 81 determines whether or not the time differential value calculated in step S33 is a positive value. If the control mode is a positive value, the CPU 81 determines the time differential value. The motor reaction force to be generated is calculated by multiplying a predetermined gain. Further, when the calculated time differential value is 0 or less and the motor reaction force is generated immediately before, the CPU 81 should be generated so that the motor reaction force is attenuated by a predetermined time constant. Calculate the motor reaction force.

When the control mode is determined to be the sum mode, the CPU 81 generates the sum by adding the motor reaction force calculated in the same manner as in the reaction force strengthening mode and the motor reaction force calculated in the same manner as in the friction mode. Calculate the motor reaction force to be performed.

Thereafter, the CPU 81 controls the motor 59 in FIG. 4 so that the motor reaction force calculated in step S35 is generated (step S36). Thereby, the reaction force calculation process ends.

(1-7) Effect In the motorcycle 100 according to the present embodiment, the motor 59 is controlled based on the drive wheel vertical drag. In this case, the accelerator reaction force applied to the driver from the accelerator grip member 52 of the accelerator grip device 106 is adjusted according to the frictional force between the road surface and the rear wheel 115. Therefore, the driver can adjust the operation amount of the accelerator grip member 52 based on the reaction force from the accelerator grip member 52 so that the rear wheel 115 is prevented from slipping. In this case, the driver can adjust the output of the engine 107 on his / her own will. Therefore, the driver can stably drive the motorcycle 100 without lowering the driver's driving feeling.

Further, in the present embodiment, the driving wheel vertical drag is calculated based on the road surface gradient. Accordingly, a reaction force is appropriately applied to the driver from the accelerator grip member 52 in accordance with the road surface gradient.

In the present embodiment, the friction circle is corrected based on the drive wheel vertical drag, the longitudinal limit acceleration is calculated based on the corrected friction circle, and the motor 59 is operated based on the calculated longitudinal limit acceleration. Be controlled. Thereby, it is possible to make the driver accurately recognize whether or not the acceleration of the motorcycle 100 is appropriate for stable travel.

In the present embodiment, the control start torque D is calculated based on the calculated vertical limit acceleration, and when the current torque is equal to or greater than the control start torque D, a motor reaction force is generated. Thereby, when the acceleration of the motorcycle 100 approaches the longitudinal limit acceleration, the operation of the accelerator grip member 52 by the driver is suppressed by the motor reaction force, and further increase in the acceleration of the motorcycle 100 is suppressed. Thereby, the stability of the motorcycle 100 is ensured.

In the present embodiment, the longitudinal limit torque is calculated based on the calculated longitudinal limit acceleration and the transmission ratio detected by the transmission ratio sensor SE2, and the rotational speed detected by the rotational speed sensor SE1 and the throttle opening. The current torque is calculated based on the throttle opening detected by the degree sensor SE5 and the map stored in the ROM 82. Furthermore, based on the calculated difference between the longitudinal limit torque and the current torque, it is determined whether or not a reaction force calculation process for generating a motor reaction force is performed. Thereby, a motor reaction force is generated at an appropriate timing. Therefore, it is possible to make the driver accurately recognize whether or not the acceleration of the motorcycle 100 is appropriate for stable travel.

(1-8) Other Examples of Correction Coefficient Calculation Processing FIGS. 17 to 19 are flowcharts of other examples of correction coefficient calculation processing. The correction coefficient calculation processing of FIGS. 17 to 19 will be described while referring to differences from the example of FIG.

(1-8-1)
In the example of FIG. 17, first, the CPU 81 calculates the acceleration of the motorcycle 100 based on the detection result of the vehicle speed sensor SE6 (step S41). In this case, the acceleration of the motorcycle 100 may be detected by an acceleration sensor.

Next, the CPU 81 calculates an inertial force (hereinafter referred to as a reverse inertial force) acting in the reverse direction of the traveling direction of the motorcycle 100 based on the acceleration calculated in step S41 (step S42). The reverse inertia force is expressed by the following equation (7).

Reverse direction inertia force = ma (7)
In equation (7), m is the total mass and a is the acceleration. The reverse inertia force is calculated from Equation (7).

Then, CPU 81 on the basis of the inertial force calculated at step S42, calculates the driving wheel normal force _{N 2} (step S43). Thereafter, the CPU 81 calculates a friction circle correction coefficient based on the calculated drive wheel normal force N ₂ (step S44), and ends the correction coefficient calculation process.

Figure 20 is a diagram for explaining a method of calculating the drive wheel normal force N ₂ at step S43 of FIG. 17. In FIG. 20, the center of gravity G, the front wheel ground contact point FP, and the rear wheel ground contact point BP are shown as in FIGS.

In the example of FIG. 20, it is assumed that the reverse inertia force Fi acts on the center of gravity G for simplicity. The reverse inertia force Fi is the sum of reverse inertia forces acting on the motorcycle 100 and the driver. The reverse inertia force Fi is decomposed into a force Fa in a straight line connecting the center of gravity G and the front wheel contact point FP and a force Fb in a straight line connecting the center of gravity G and the rear wheel contact point BP. The force Fb is applied from the rear wheel 115 to the road surface GD at the rear wheel contact point BP. The force Fb is decomposed into a force Fbv in a direction perpendicular to the road surface GD and a force Fbh in a direction parallel to the road surface GD. The force Fbv is expressed by the following formula (8).

In step S43 of FIG. 17, the force Fbv is calculated from the equation (8), and the calculated force Fbv is added to the driving wheel vertical drag N (FIG. 13). Thus, the drive wheel normal force N ₂ is calculated. In step S44 of FIG. 17, a value (N ₂ / N) obtained by dividing the driving wheel vertical drag N ₂ calculated in step S43 by the driving wheel vertical drag N is calculated as a friction circle correction coefficient.

When the friction circle correction coefficient (N ₂ / N) is calculated by the correction coefficient calculation process of FIG. 17, in place of the friction circle correction coefficient (N ₁ / N) in step S22 of the friction circle calculation process of FIG. The longitudinal diameter rx and the lateral diameter ry of the friction circle FC are corrected using the friction circle correction coefficient (N ₂ / N). Thus, the size of the friction circle FC is appropriately set according to the magnitude of the reverse inertia force Fi.

Thus, in this example, the motor 59 is controlled based on the reverse inertia force Fi acting on the motorcycle 100. Accordingly, a reaction force is appropriately applied to the driver from the accelerator grip member 52 according to the reverse inertia force Fi.

Note that, when the roll angle of the motorcycle 100 is different, the relationship between the reverse inertia force Fi and the force Fbv is different. Therefore, the following equation (9) may be used instead of the above equation (8).

In Expression (9), Φ is the roll angle of the motorcycle 100. The roll angle Φ is detected by a roll angle sensor SE3.

(1-8-2)
In the example of FIG. 18, first, the CPU 81 calculates the air resistance with respect to the traveling of the motorcycle 100 based on the detection result of the vehicle speed sensor SE6 (step S51). As described above, the relationship between the vehicle speed and the air resistance is stored in advance in the ROM 82, for example. In addition, other various methods described above may be used to calculate the air resistance.

Then, CPU 81 on the basis of the air resistance calculated in the step S51, to calculate a driving wheel normal force _{N 3} (step S52). Then, CPU 81, based on the calculated drive wheel normal force N _3, calculates the friction circle correction coefficient (step S53), and terminates the correction coefficient calculation processing.

The method of calculating the step S52 the drive wheels in the normal force N _3, except that the air resistance is used instead of the opposite directional inertial force is the same as the method of calculating the drive wheel normal force N ₁ in step S43 in FIG. 17 .

In step S53 of FIG. 18, a value (N ₃ / N) obtained by dividing the driving wheel vertical drag N ₃ calculated in step S52 by the driving wheel vertical drag N is calculated as a friction circle correction coefficient.

When the friction circle correction coefficient (N ₃ / N) is calculated by the correction coefficient calculation process of FIG. 18, in place of the friction circle correction coefficient (N ₁ / N) in step S22 of the friction circle calculation process of FIG. The vertical diameter rx and the horizontal diameter ry of the friction circle FC are corrected using the friction circle correction coefficient (N ₃ / N). Accordingly, the size of the friction circle FC is appropriately set according to the size of the air resistance.

Thus, in this example, the motor 59 is controlled based on the air resistance acting on the motorcycle 100. Thereby, reaction force is appropriately applied to the driver from the accelerator grip member 52 according to the air resistance.

(1-8-3)
In the example of FIG. 19, first, the CPU 81 calculates the lift generated when the motorcycle 100 travels based on the detection result of the vehicle speed sensor SE6 (step S61). The lift acts in a direction perpendicular to the road surface GD. When the lift is a positive value, the force applied from the motorcycle 100 to the road surface GD is reduced, and when the lift is a negative value, the force applied from the motorcycle 100 to the road surface GD is increased. The lift varies depending on the vehicle speed. The relationship between the vehicle speed and the lift is acquired by simulation or actual measurement, and is stored in advance in the ROM 82, for example. The CPU 81 calculates lift based on the detection result of the vehicle speed sensor SE6 and the relationship stored in the ROM 82.

Then, CPU 81 on the basis of the lift is calculated in step S61, to calculate a driving wheel normal force _{N 4} (step S62). Then, CPU 81, based on the calculated drive wheel normal force N _4, calculates the friction circle correction coefficient (step S63), and terminates the correction coefficient calculation processing.

Figure 21 is a diagram for explaining a method of calculating the drive wheel normal force N ₄ at step S62 of FIG. 19. In FIG. 21, the center of gravity G, the front wheel ground contact point FP, and the rear wheel ground contact point BP are shown as in FIGS.

In the example of FIG. 21, it is assumed that the lift Fl acts on the center of gravity G for simplicity. The lift force Fl is the sum of lift forces acting on the motorcycle 100 and the driver. The lift force Fl is decomposed into a force Fc that works in the direction perpendicular to the road surface GD at the front wheel contact point FP and a force Fd that works in the direction perpendicular to the road surface GD at the rear wheel contact point BP. The force Fd is expressed by the following formula (10).

In step S62 of FIG. 19, the force Fd is calculated from the equation (9), and the calculated force Fd is subtracted from the driving wheel vertical drag N (FIG. 13). Thus, the drive wheel normal force N ₄ is calculated. In step S63 in FIG. 19, a value obtained by dividing the driving wheel normal force N ₄ calculated by the drive wheel normal force N at the step S62 (N 4 _{/ N)} is calculated as a friction circle correction coefficient.

When the friction circle correction coefficient (N ₄ / N) is calculated by the correction coefficient calculation process of FIG. 19, instead of the friction circle correction coefficient (N ₁ / N) in step S22 of the friction circle calculation process of FIG. The longitudinal diameter rx and the lateral diameter ry of the friction circle FC are corrected using the friction circle correction coefficient (N ₄ / N). Accordingly, the size of the friction circle FC is appropriately set according to the size of the lift force Fl.

Thus, in this example, the motor 59 is controlled based on the lift Fl acting on the motorcycle 100. Accordingly, a reaction force is appropriately applied to the driver from the accelerator grip member 52 in accordance with the lift force Fl.

(1-9) Another Example of Reaction Force Calculation Processing FIG. 22 is a flowchart of another example of the reaction force calculation processing. The reaction force calculation process of FIG. 22 will be described while referring to differences from the example of FIG.

In the example of FIG. 22, after the motor reaction force is calculated in step S35, the calculated motor reaction force is multiplied by a gain corresponding to the detection result of the roll angle sensor SE3 (step S35a). In this case, the gain multiplied by the motor reaction force is smaller as the roll angle detected by the roll angle sensor SE3 is larger.

If the roll angle is large, the stability of the motorcycle 100 is low. Therefore, if the accelerator reaction force increases when the roll angle is large, the driving feeling of the driver may be reduced. Therefore, by multiplying the motor reaction force by a gain corresponding to the roll angle, it is possible to prevent the accelerator reaction force from becoming excessively large when the roll angle is large. Thereby, a decrease in the driving feeling of the driver is prevented. Therefore, the driver can drive the motorcycle 100 more stably.

(2) Other embodiments (2-1)
In the above embodiment, the road surface gradient (gradient angle α in FIG. 14), the inertial force Fi acting on the motorcycle 100 (FIG. 20), the air resistance acting on the motorcycle 100, and the lift force Fl acting on the motorcycle 100 (FIG. 21). The driving wheel normal force calculated based on any one of these is used, but not limited to this, the driving wheel normal force calculated based on a plurality of them may be used.

For example, a value (N ₁ + Fbv) obtained by adding the force Fbv in FIG. 20 to the drive wheel vertical drag N ₁ in FIG. 14 may be used, or the force Fd in FIG. 21 is subtracted from the drive wheel vertical drag N ₁ . (N ₁ -Fd) may be used. Alternatively, a value (N ₁ + Fbv−Fd) obtained by adding the force Fbv of FIG. 20 to the drive wheel vertical drag N ₁ of FIG. 14 and subtracting the force Fd of FIG. 21 from the added value may be used.

Further, depending on the traveling state of the motorcycle 100, one or more of the road surface gradient, inertial force, air resistance, and lift may be selectively used to calculate the driving wheel vertical drag.

(2-2)
In the above embodiment, the accelerator reaction force is controlled based on the longitudinal limit acceleration calculated using the friction circle, but the present invention is not limited to this. For example, the accelerator reaction force may be controlled based on the driving wheel normal force without using a friction circle.

The smaller the driving wheel vertical drag is, the smaller the frictional force is, and the driving wheel (rear wheel 115) is more likely to slip. Therefore, for example, the motor 59 is adjusted so that the accelerator reaction force increases as the drive wheel vertical drag decreases. In this case, acceleration of the motorcycle 100 is suppressed in a state in which the drive wheels (rear wheels 115) are likely to slip. Thereby, the stability of the motorcycle 100 is ensured.

(2-3)
In the above embodiment, the reaction force calculation process is performed when the difference between the longitudinal limit torque and the current torque (margin torque) is smaller than the specified value A, but the present invention is not limited to this. For example, the reaction force calculation process may be performed based on the amount of change in the difference between the longitudinal limit torque and the current torque.

For example, the time differential value of the difference between the longitudinal limit torque and the current torque is calculated, and the reaction force calculation process is performed when the calculated time differential value is larger than a specified value. In this case, it is possible to make the driver recognize a change in the difference between the longitudinal limit torque and the current torque.

In the reaction force calculation process, the motor reaction force to be generated may be calculated based on the amount of change in the difference between the longitudinal limit torque and the current torque. For example, the motor reaction force to be generated is calculated so that the motor reaction force increases as the change amount of the difference between the longitudinal limit torque and the current torque increases.

(2-4)
In the above-described embodiment, the vertical diameter rx and the horizontal diameter ry of the friction circle before correction by the friction circle correction coefficient are selected by the driver, but not limited to this, the vertical diameter rx and the horizontal diameter of the friction circle before correction are not limited thereto. The diameter ry may be automatically determined. For example, the friction coefficient between the road surface and the rear wheel 115 is estimated based on the rotation state of the front wheel 104 or the rear wheel 115, and the longitudinal diameter rx and the lateral diameter ry of the friction circle are determined based on the estimated friction coefficient. May be. Further, the vertical diameter rx and the horizontal diameter ry of the friction circle may be determined using another friction coefficient estimation technique.

(2-5)
In the above embodiment, the lateral acceleration is calculated based on the roll angle detected by the roll angle sensor SE3, but the present invention is not limited to this. For example, the lateral acceleration may be calculated by detecting acceleration in a direction orthogonal to the front-rear direction using an acceleration sensor and correcting the detected acceleration according to the inclination of the motorcycle 100.

(2-6)
In the above embodiment, the magnitude of the accelerator reaction force is adjusted by adjusting the magnitude of the reaction force generated by the motor 59, but the present invention is not limited to this. For example, the sliding member is provided so as to be slidable with respect to the grip sleeve 51 or the accelerator grip member 52, and the magnitude of the frictional resistance of the sliding member with respect to the grip sleeve 51 or the accelerator grip member 52 is adjusted. The magnitude of the reaction force may be adjusted.

(2-7)
In the above embodiment, the gear ratio is acquired by detecting the gear ratio with the gear ratio sensor SE2, but the present invention is not limited to this. For example, the gear ratio may be acquired by calculating the gear ratio from the rotational speed of the engine 107 and the vehicle speed.

(2-8)
In the above embodiment, the rear wheel 115 is driven by the engine 107, but the present invention is not limited to this, and the front wheel 104 may be driven by the engine 107. In this case, the accelerator reaction force is controlled based on the vertical drag applied to the front wheel 104 from the road surface.

(2-9)
In the above embodiment, the motor 59 is controlled based on the calculated driving wheel vertical drag, but the present invention is not limited to this. For example, the motor 59 may be controlled based on the directly detected driving wheel vertical drag, or the motor 59 may be controlled based on the driving wheel vertical drag stored in advance.

(2-10)
In the above embodiment, the function of the control unit is realized by the CPU 81 of the ECU 80 and the control program, but at least a part of the function of the control unit may be realized by hardware such as an electronic circuit.

(2-11)
The above embodiment is an example in which the present invention is applied to a motorcycle. However, the present invention is not limited to this, and the present invention is applied to other saddle riding type vehicles such as a motor tricycle or an ATV (All Terrain Vehicle). The present invention may be applied, or the present invention may be applied to other vehicles such as an automatic tricycle or an automatic four-wheel vehicle provided with an accelerator pedal instead of the accelerator grip.

When the present invention is applied to a vehicle equipped with an accelerator pedal, the accelerator pedal corresponds to an output adjustment device. In this case, a reaction force adjustment unit that can adjust the reaction force applied to the driver from the accelerator pedal is provided.

(2-12)
The above embodiment is an example in which the present invention is applied to a vehicle including an engine as a prime mover. However, the present invention is not limited thereto, and the present invention may be applied to an electric vehicle including a motor as a prime mover.

(3) Correspondence between each constituent element of claims and each element of the embodiment Hereinafter, an example of correspondence between each constituent element of the claims and each element of the embodiment will be described. It is not limited to.

In the above embodiment, the motorcycle 100 is an example of a vehicle, the main body frame 101 is an example of a main body, the engine 107 is an example of a prime mover, the rear wheel 115 is an example of a driving wheel, and an accelerator grip device 106 is an example of an output adjustment device, the motor 59 is an example of a reaction force adjustment unit, the ECU 50 is an example of a control unit, the roll angle sensor SE3 is an example of an acceleration detector, and the ROM 82 is an example of a storage unit. It is.

As the constituent elements of the claims, various other elements having configurations or functions described in the claims can be used.

The present invention can be effectively used for various vehicles.

Claims (10)

1. A main body having a drive wheel;
   A prime mover that generates torque for rotating the drive wheels;
   An output adjustment device operated by a driver to adjust the output of the prime mover;
   A reaction force adjustment unit configured to adjust a reaction force applied to the driver from the output adjustment device with respect to the operation of the output adjustment device;
   And a control unit configured to control the reaction force adjusting unit based on a vertical drag applied to the drive wheel from a road surface.
2. The vehicle according to claim 1, wherein the control unit calculates a normal force applied to the drive wheel based on a road surface gradient.
3. The vehicle according to claim 1, wherein the control unit calculates a vertical drag applied to the drive wheel based on an inertial force acting on the vehicle.
4. The vehicle according to claim 3, wherein the control unit calculates an inertial force acting on the vehicle based on an acceleration of the vehicle.
5. The vehicle according to any one of claims 1 to 4, wherein the control unit calculates a vertical drag applied to the drive wheel based on an air resistance acting on the vehicle.
6. The vehicle according to claim 5, wherein the control unit calculates an air resistance acting on the vehicle based on a speed of the vehicle.
7. The vehicle according to any one of claims 1 to 6, wherein the control unit calculates a vertical drag applied to the drive wheel based on a lift acting on the vehicle.
8. The vehicle according to claim 7, wherein the control unit calculates lift acting on the vehicle based on a speed of the vehicle.
9. An acceleration detector configured to detect a lateral acceleration that is substantially parallel to the road surface and intersects the front-rear direction of the main body as a lateral acceleration;
   The control unit sets a friction circle to be used based on a vertical drag applied to the driving wheel, and allows the control unit according to the lateral acceleration detected by the acceleration detector based on the set friction circle. The maximum acceleration in the front-rear direction of the main body to be performed is acquired as a longitudinal limit acceleration, and the reaction force adjustment unit is controlled based on the acquired longitudinal limit acceleration. The vehicle according to any one of 1 to 8.
10. A storage unit for storing a predetermined friction circle;
    The vehicle according to claim 9, wherein the control unit sets the friction circle to be used by correcting a friction circle stored in the storage unit based on a vertical drag applied to the driving wheel.

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