JP2019065756A - Driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate an appropriate driving force of an engine by appropriately prohibiting an acceleration increase injection at the time of shifting, suppressing an unnecessary influence on the emission property of the engine, a shifting feeling of a driver, and drivability of a vehicle. Provide a driving force control device capable of improving the above. SOLUTION: In a driving force control device 1, the driving force control process follows the main process of reducing the throttle opening degree so as to temporarily reduce the driving force from the value corresponding to the accelerator opening degree, and the main process. The control unit 5 performs an accelerated increase injection of the fuel injection amount according to the increase amount of the throttle opening, including a return process of increasing the throttle opening so as to return the driving force to a value corresponding to the accelerator opening. It is feasible and prohibits accelerated increase injection during a predetermined period T1 when the return process is completed. [Selection diagram] Fig. 1

Description

  The present invention relates to a driving force control device, and more particularly to a driving force control device mounted on a straddle-type vehicle that transmits the driving force of an engine to driving wheels via a main clutch and a dog type transmission in order.

  Some motorcycles are equipped with a dog type transmission. In such a dog type transmission, the driver contacts the dogs (dog teeth) of the dog type transmission without operating the main clutch, and one of the engine and the driving wheel is driving the other, It is possible to shift. According to this configuration, the driver can shift gears quickly by omitting the operation of the main clutch.

  However, in a state where one of the engine and the drive wheel drives the other, a large pressing force is applied to the contact surface between the dogs of the dog type transmission. For this reason, even if the driver tries to separate the dogs for shifting, it is difficult to separate the dogs by the operation of the driver because a large static friction force in proportion to the pressing force acts on the contact surface. Tends to

  In addition, as a configuration in which fuel is injected into the engine having a plurality of cylinders via a plurality of fuel injection valves provided corresponding to a plurality of cylinders, the fuel is injected from each fuel injection valve in synchronization with the rotation of a crankshaft of the engine. In addition to synchronous injection, synchronous injection in which fuel is injected regardless of the rotation of the crankshaft during transient operation such as acceleration is performed.

  However, assuming that all the cylinders are targets of asynchronous injection, fuel is injected also to cylinders that do not require asynchronous injection. Therefore, it is possible to cope with an increase in the intake air amount only by synchronous injection. The injection increase will be made. As a result, in such a configuration, although drivability can be improved, the emission tends to have an unnecessary influence.

  Under such circumstances, Patent Document 1 relates to a driving force control device, and when gear shifting operation of a dog type transmission is detected in a state where connection of a main clutch is detected, engagement between dogs of the dog type transmission is achieved. The main process is to temporarily change the driving force by causing a temporary change in the throttle opening degree by controlling the motor drive unit 6 so that the dog type transmission can be shifted by releasing or weakening the torque. When the control unit 5 to be executed switches the gear position of the dog type transmission detected by the gear position detection unit 4, the direction in which the temporary change in the throttle opening converges from the predetermined opening to the throttle opening Discloses a configuration for controlling the motor drive unit 6 to execute a return process to change the torque It is contemplated to suppress the occurrence.

  Further, Patent Document 2 relates to a fuel injection control method for an internal combustion engine, in which fuel of an amount corresponding to the amount of intake air is injected from an injector 29 to a plurality of cylinders in synchronization with the rotation of a crankshaft 17 prior to an intake stroke. When the flow passage area of the intake passage 28 is rapidly increased by the throttle valve 25, in addition to the synchronous injection, a plurality of fuels corresponding to the increased amount of the intake air are supplied from the injector 29 asynchronously with the rotation of the crankshaft 17. In the configuration in which the cylinder is injected, the cylinder in the intake stroke is specified at the rapid increase of the flow passage area, and it is judged at that time whether the change of the intake air amount of the cylinder is finished or not. Discloses a configuration that prohibits asynchronous injection in the identified cylinder, and improves the drivability and unnecessary impact on emissions. It is contemplated that achieving both control.

JP, 2016-98728, A Unexamined-Japanese-Patent No. 9-250387

  Here, according to the study of the inventor of the present invention, an asynchronous injection such as disclosed in Patent Document 2 for a driving force control device that performs driving force control including control of throttle opening as disclosed in Patent Document 1 In the case where the main process is performed and the subsequent recovery process is performed, control is performed when additional injection (acceleration increase injection) for acceleration is performed by supplying fuel by asynchronous injection to the engine during the main processing period and the subsequent recovery period period. Since unnecessary influence is caused in the driving force to be performed, it is considered preferable to perform control for prohibiting accelerated incremental injection by asynchronous injection in order to suppress the occurrence of the unnecessary influence during such a period.

  However, according to the further study of the present inventor, even when such acceleration increase injection is prohibited in this way, after this period is completed, the actual throttle which is the actual opening degree of the engine throttle valve In order for the opening degree to follow the target throttle opening degree with a delay on the mechanism, the acceleration increase injection is executed according to the difference ΔTH (see FIG. 3) of the actual throttle opening degree and the target throttle opening degree. Tends to be rich. As a result, the emission properties of the engine have unnecessary effects, the driver's shift feeling and the drivability of the vehicle deteriorate, and there is room for improvement.

  The present invention has been made after the above study, and by appropriately prohibiting the acceleration incremental injection at the time of shifting, an appropriate engine driving force is generated to suppress an unnecessary influence on the engine's emission characteristics. It is an object of the present invention to provide a driving force control device capable of improving the driver's shift feeling and the drivability of a vehicle.

  In order to achieve the above object, the present invention is mounted on a straddle-type vehicle that transmits driving force of an engine to drive wheels via a main clutch and a dog type transmission in order, and detects connection or disconnection of the main clutch. A clutch state detection unit, a shift operation detection unit detecting a shift operation of the dog transmission, a motor drive unit driving a motor changing a throttle opening degree of the engine, and the clutch state detection unit being the main clutch When the shift operation detection unit detects the shift operation of the dog type transmission in a state in which connection is detected, the engagement of the dogs of the dog type transmission is released or weakened, and the dog type transmission is In order to temporarily change the driving force so that a shift can be made In the driving force control apparatus, the driving force control process includes: a control unit that executes a driving force control process that controls the motor driving unit; and a shift speed detection unit that detects a shift speed of the dog transmission. The first control process for decreasing the throttle opening so as to temporarily reduce the driving force from the value corresponding to the accelerator opening, and the driving force is continuously output to the accelerator opening, following the first control process. And the second control process of increasing the throttle opening so as to return to a value corresponding to the control value, and the control unit can execute the acceleration increase injection of the fuel injection amount according to the increase amount of the throttle opening. And prohibiting the acceleration increase injection in a predetermined period when the second control process is completed.

  Further, in the present invention, in addition to the first aspect, the predetermined period starts from a point in time when the target throttle opening degree in the second control processing returns to the target throttle opening degree corresponding to the accelerator opening degree. In a second aspect, the throttle opening degree is set to a period equal to or longer than a length of a period ending at a time point when the throttle opening degree returns to the target throttle opening degree corresponding to the accelerator opening degree. Do.

  Furthermore, in the present invention, in addition to the first or second aspect, the control unit prohibits the acceleration increase injection when the accelerator opening degree becomes equal to or more than a predetermined change amount in the predetermined period. Release the third phase.

  According to the driving force control device according to the first aspect of the present invention, the driving force control process reduces the throttle opening degree so as to temporarily reduce the driving force from the value corresponding to the accelerator opening degree. And the second control processing for increasing the throttle opening so as to restore the driving force to the value corresponding to the accelerator opening subsequent to the first control processing, and the control unit Since it is possible to execute the acceleration increase injection of the fuel injection amount according to the increase amount of the opening and prohibit the acceleration increase injection in the predetermined period when the second control processing is completed, the dog type transmission Temporarily reduced the engine drive force to correspond to the driver's indicated value for the accelerator opening so that engagement between the dogs can be released or weakened to allow shifting of the dog type transmission. Up to the point of returning to, it is possible to appropriately prohibit acceleration increase injection, suppresses unnecessary impact on emissions of the engine, it is possible to improve the drivability of the shift feeling and the driver of the vehicle.

  Further, according to the driving force control device according to the second aspect of the present invention, the predetermined period starts from the time when the target throttle opening in the second control processing returns to the target throttle opening corresponding to the accelerator opening. Since the throttle opening is set to a period equal to or longer than the length of the period ending at the time when the throttle opening returns to the target throttle opening corresponding to the accelerator opening, the acceleration increase injection is As a result, the driver's shift feeling and the drivability of the vehicle can be reliably improved.

  Furthermore, according to the driving force control device according to the third aspect of the present invention, the control unit cancels the prohibition of the acceleration increase injection when the accelerator opening degree becomes equal to or more than the predetermined change amount in the predetermined period. Therefore, even in a period in which the acceleration increase injection is prohibited, when the driver's intention to accelerate is recognized, it is possible to execute the driving force control reflecting the intention to accelerate.

FIG. 1 is a block diagram showing the configuration of a driving force control apparatus according to an embodiment of the present invention. FIG. 2 is a flow chart showing an example of the flow of acceleration increase injection inhibition determination processing by the driving force control device in the present embodiment. FIG. 3 is a timing chart as an example for explaining the flow of acceleration increase injection inhibition determination processing by the driving force control device in the present embodiment.

  The drive force control apparatus according to the embodiment of the present invention will be described in detail below with reference to the drawings as appropriate.

[Configuration of driving force control device]
First, with reference to FIG. 1, the configuration of the driving force control device in the present embodiment will be described.

  FIG. 1 is a block diagram showing a configuration of a driving force control device in the present embodiment.

  As shown in FIG. 1, the driving force control device 1 in the present embodiment is constituted by an electronic control device such as an ECU (Electronic Control Unit), and both perform internal combustion via a main clutch and a dog type transmission which are not shown. It is typically mounted on straddle-type vehicles such as motorcycles that transmit the driving force of an engine that is an engine to driving wheels.

  The driving force control device 1 includes a clutch state detection unit 2, a shift operation detection unit 3, a shift position detection unit 4, a control unit 5, a motor drive circuit 6, an ignition plug drive circuit 7, and a fuel injection valve drive circuit 8. There is. The clutch state detection unit 2, the gear change operation detection unit 3, the shift position detection unit 4, and the control unit 5 are shown as functional blocks. In addition, the driving force control device 1 includes a memory 9. In the memory 9, control programs and control data (table data and the like) necessary for the driving force control device 1 are stored.

  Specifically, the clutch state detection unit 2 detects connection or disconnection of the main clutch based on an input signal from the clutch switch 11 that carries information on the operation when the driver connects or disconnects the main clutch. Do. The clutch state detection unit 2 inputs, to the control unit 5, an electric signal corresponding to the on / off operation of the main clutch thus detected.

  The shift operation detection unit 3 detects the shift operation of the dog-type transmission based on an input signal from the shift operation switch 12 that carries information on the shift operation of the dog-type transmission when the driver performs the shift operation. The shift operation detection unit 3 inputs, to the control unit 5, an electric signal corresponding to the presence or absence of the shift operation of the dog type transmission detected in this manner.

  The gear position detection unit 4 is a dog based on a signal corresponding to the gear position (gear position) selected by the dog type transmission corresponding to the rotational position of the shift drum of the dog type transmission output by the gear position sensor 13. Detects the gear selected by the transmission. The shift position detection unit 4 inputs an electric signal indicating the shift position detected in this manner to the control unit 5.

  During gear shift control, that is, when the gear shift operation detector 3 detects a gear shift operation of a dog type transmission during gear shift control, that is, in a state where the clutch state detector 2 detects the connection of the main clutch, The spark plug drive circuit 7 and / or the fuel to perform a stop of the ignition and / or a stop of the injection of the fuel in order to allow shifting of the dog transmission with disengagement or weakening of the dogs with each other. The control of the injection valve drive circuit 8 and the control of the motor drive circuit 6 cause a temporary change in the actual throttle opening to execute a drive force control process for temporarily changing the drive force of the engine. On the other hand, the controller 5 controls the motor drive circuit 6 so that the actual throttle opening degree coincides with the normal control target throttle opening degree corresponding to the driver's requested throttle opening degree during normal control other than during shift control. Control. The control unit 5 controls the ignition plug drive circuit 7, the fuel injection valve drive circuit 8 and the motor drive circuit 6 to stop the ignition, stop the fuel injection, and adjust the throttle opening. Enter in

  The driving force control process at the time of the shift control includes a main process for reducing the actual throttle opening so as to temporarily reduce the driving force of the engine from a value corresponding to the accelerator opening, and a process for driving the engine following the main process. And a return process of increasing the actual throttle opening to return the force to a value corresponding to the accelerator opening. In addition, the main processing temporarily relatively greatly reduces the actual throttle opening from the opening corresponding to the accelerator opening toward the fully closed opening (0 degree) or an opening (several degrees) in the vicinity thereof. It is preferable that the first closing process and the second closing process for maintaining the actual throttle opening at the no-load opening corresponding to the no-load line or the opening near the second closing after the first closing. . Here, such a no-load line indicates the operating condition of the engine in a state where the driving force of the engine is in balance with the resistance of the engine (mechanical friction, viscoelastic force of lubricating oil, etc.), typically The engine rotational speed and the throttle opening are used as parameters, and the characteristic data indicating the operating state of the engine capable of releasing the engagement between the dogs of the dog type transmission are preset and stored in the memory 9. More specifically, the no-load line is used when the engagement state of the dogs in the dog transmission is decelerating (when the driving wheel is driving the engine) and when accelerating (when the engine is driving the driving wheel) Defining the boundary of the operating state of the engine that switches between the engagement states), the dogs simply abut each other without being separated or pressed, and the dogs can be separated from each other. Defines the relationship between the engine speed and the throttle opening degree in the state of gently pressing. That is, the no-load line is an area extending in an orthogonal coordinate system with the engine speed and the throttle opening as the coordinate axes, not only a simple line, but with an upper and lower width that includes it. That is, the throttle opening degree corresponding to such a no-load line not only realizes a state in which the dogs simply abut each other without separating or pressing each other, and gently presses each other in a state in which the dogs can be separated. In addition, the throttle opening corresponding to such a no-load line is not only one that exactly matches the throttle opening, but also that deviates up and down by several degrees from that. May be included. The first closing process can be omitted from the viewpoint of simplifying the driving force control process at the time of the shift control.

  Further, the control unit 5 adds a predetermined amount of fuel to the basic fuel injection amount corresponding to the accelerator opening degree according to the increase amount of the actual throttle opening degree, and supplies the increased amount of fuel to the engine by injection. While performing the acceleration increase injection processing that performs the acceleration increase injection, the acceleration increase injection is performed so that the acceleration increase injection is not performed during the driving force control process at the time of the shift control or during a predetermined period following the completion of the process. It prohibits the execution of processing. In the predetermined period, from the viewpoint of appropriately prohibiting execution of the acceleration increase injection processing without excess or deficiency, the time point at which the target throttle opening degree in the second control processing returns to the target throttle opening degree corresponding to the accelerator opening degree Preferably, it is preset to a period equal to or longer than the length of the period ending when the throttle opening returns to the target throttle opening corresponding to the accelerator opening.

  Further, when executing the driving force control process including the driving force control process at the time of shift control and the acceleration increase injection process, the control unit 5 controls the atmospheric pressure sensor 14, the throttle position sensor 15, the accelerator opening sensor 16, and the crank. An input signal from the angle sensor 17 or the like is used. The atmospheric pressure sensor 14 inputs an electrical signal according to the atmospheric pressure around the straddle-type vehicle. The throttle position sensor 15 receives an electrical signal corresponding to the actual opening of the engine throttle valve, that is, the actual throttle opening. The accelerator opening sensor 16 inputs an electrical signal corresponding to the amount of operation (accelerator opening) of an accelerator operating member such as an accelerator grip of a straddle-type vehicle. The crank angle sensor 17 also receives an electrical signal according to the crank angle of the engine (rotational angle of the crankshaft).

  Further, the control unit 5 controls the indicator 18b of the display device 18 via the indicator drive circuit 18a included in the display device 18 to display various information and the like regarding the gear of the dog-type transmission.

  The motor drive circuit 6 controls the throttle opening degree by driving the throttle motor 19 in accordance with a control signal from the control unit 5.

  The spark plug driving circuit 7 controls the ignition operation of the engine by the spark plug 20 of the engine, that is, a series of ignition operations such as start, stop, and restart of ignition according to a control signal from the control unit 5.

  The fuel injection valve drive circuit 8 controls a series of fuel injection operations such as start, stop and restart of the fuel injection of the fuel injection valve 21 which injects the fuel to the engine according to the control signal from the control unit 5.

  The driving force control device 1 having the above-described configuration generates appropriate engine driving force by appropriately prohibiting the acceleration increase injection at the time of shifting by executing the acceleration increase injection inhibition determination process described below. In addition to suppressing unnecessary influence on the emission property of the engine, the driver's shift feeling and the drivability of the vehicle are improved. Hereinafter, with reference also to FIGS. 2 and 3, the operation of the driving force control device 1 at the time of executing the acceleration increase injection inhibition determination process will be described in detail.

[Acceleration increase injection prohibition judgment processing]
FIG. 2 is a flow chart showing an example of the flow of acceleration increase injection inhibition determination processing by the driving force control device in the present embodiment. FIG. 3 is a timing chart as an example for explaining the flow of acceleration increase injection inhibition determination processing by the driving force control device in the present embodiment. In FIG. 3, from top to bottom, (a) changes with time of the throttle opening, (b) the driving force control processing request flag at the time of shift control, (c) the time of the count value of the acceleration injection inhibition timer Change (d) shows the change over time of the timer set permission flag, and (e) shows change over time of the acceleration increase injection inhibition flag over time. In addition, in the temporal change of the throttle opening in (a), THCEGS is a target throttle opening corresponding to the accelerator opening applied to the driving force control processing other than during shift control (according to the accelerator opening Target TH), THCTRGEGS, target throttle opening (target TH) applied to the driving force control processing at the time of shift control, and THEGS match corresponding ones of these target openings. The actual throttle opening (actual TH) obtained as a result of feedback control of the opening of the throttle valve is shown. In addition, the accelerated injection inhibition timer, which shows the change with time of the count value in (c), is typically a program timer for measuring whether or not the period during which accelerated incremental injection is prohibited has become a predetermined period. For example, although it is configured as a subtraction timer as an example, it may be configured as an addition timer as needed.

  The flowchart shown in FIG. 2 starts at the timing when the ignition switch of the straddle-type vehicle is turned on and the driving force control device 1 is activated, and the acceleration increase injection inhibition determination process proceeds to step S1. The acceleration increase injection inhibition determination process is repeatedly performed at predetermined control cycles while the straddle-type vehicle is activated and the driving force control device 1 is activated.

  In the process of step S1, the control unit 5 determines whether or not there is a request for implementation of the driving force control process. Here, the information on the presence or absence of the driving force control processing execution request is obtained as the value of the driving force control processing request flag in advance in the separate processing of the premise that the control unit 5 executes the acceleration increase injection inhibition determination processing. ing. Typically, the control unit 5 makes a driving force control processing request when the gear change operation detection unit 3 detects a gear change operation of the dog type transmission while the clutch state detection unit 2 detects the connection of the main clutch. The flag value is set to 1 (drive force control process execution request requested), and the shift operation detection unit 3 does not detect the shift operation of the dog type transmission in the state where the clutch state detection unit 2 detects the connection of the main clutch. In this case, the value of the driving force control processing request flag is set to 0 (no driving force control processing execution request). As a result of the determination, if the value of the driving force control processing request flag is 1 (driving force control processing execution request present), the control unit 5 determines that there is a request for execution of the driving force control processing (step S1: Yes), The acceleration increase injection inhibition determination process proceeds to the process of step S2. On the other hand, when the value of the driving force control processing request flag is 0 (no driving force control processing execution request), the control unit 5 determines that there is no request to execute the driving force control processing (step S1: No), The acceleration increase injection inhibition determination process proceeds to the process of step S4.

  Here, at time t = t1 shown in FIG. 3, the control unit 5 determines that the value of the driving force control processing request flag is 1 (the driving force control processing execution request is present), thereby It is determined that there is an execution request, and the result of this determination is, for example, the time at which the value of the driving force control processing request flag is switched from 1 (driving force control processing execution request) to 0 (driving force control processing execution request not) The same applies to t = t4 because the value of the driving force control processing request flag is 1 (driving force control processing execution request is made).

  In the process of step S2, the control unit 5 determines whether or not there is a closing operation of the throttle opening (TH closing operation) based on an electric signal according to the throttle opening of the engine input by the throttle position sensor 15. . As a result of the determination, if there is a closing operation of the throttle opening (step S2: Yes), the control unit 5 advances the acceleration increase injection inhibition determination process to the process of step S3. On the other hand, when there is no closing operation of the throttle opening (step S2: No), the control unit 5 proceeds to the process of step S4 for the acceleration increase injection prohibition determination process.

  Here, at time t = t1 shown in FIG. 3, the control unit 5 determines that the closing operation of the throttle opening has been performed, and the operation of the throttle opening is the closing operation also after time t = t1. Further, the control unit 5 temporarily decreases the actual throttle opening degree THEGS (actual TH) so as to temporarily decrease the driving force of the engine from the value THCEGS corresponding to the accelerator opening degree in a period from time t = t1 to t = t3. Subsequent to the main processing to be reduced and the main processing, the target throttle opening degree corresponding to the accelerator opening degree (according to the accelerator opening degree so that the driving force of the engine is restored to the value corresponding to the accelerator opening degree And a return process of increasing the target torque TH) at the time of the shift control. Further, the control unit 5 performs, as main processing, an opening degree that matches the actual throttle opening degree THEGS with the target throttle opening degree THCEGS corresponding to the accelerator opening degree in a period from time t = t1 to t = t2 shown in FIG. Subsequently, the actual throttle opening degree THEGS is set to the target throttle opening, following the first closing process which temporarily relatively greatly reduces toward the fully closing opening degree exhibited by the target throttle opening degree THCTRGEGS, and the first closing process. And a second closing process of maintaining the opening degree near the no load opening degree exhibited by the degree THCTRGEGS. If necessary, the first closing process is omitted, and the actual throttle opening degree THEGS is set to the vicinity of the no-load opening degree that the target throttle opening degree THCTRGEGS exhibits in the period from time t = t1 to t = t3. You may perform the closing process to maintain.

  In the process of step S3, acceleration is performed by determining whether the value of the acceleration increase injection inhibition flag indicating whether the acceleration increase injection is inhibited is 1 (acceleration increase injection inhibition) or not. It is determined whether to prohibit the increase injection. If it is determined that the value of the acceleration increase injection inhibition flag is 1 (step S3: Yes), the control unit 5 determines that the acceleration increase injection is inhibited, and advances the acceleration increase injection inhibition determination process to the process of step S4. . On the other hand, when the value of the acceleration increase injection inhibition flag is not 1 (step S3: No), the control unit 5 advances the acceleration increase injection inhibition determination process to the process of step S6.

  Here, in the period from time t = t1 to t5 shown in FIG. 3, the control unit 5 determines to prohibit the acceleration increase injection.

  In the process of step S4, the control unit 5 determines whether the shift position detection unit 4 has detected that the shift position has been switched (shifted) or not, thereby determining the driving force control process at the time of shift control. Determine if it has been completed. As a result of the determination, when the shift speed detection unit 4 detects the completion of the shift, it is determined that the driving force control process is completed (step S4: Yes), the control unit 5 performs the acceleration increase injection inhibition determination process in step S6. Proceed to processing. On the other hand, when the shift speed detection unit 4 does not detect the completion of the shift, it is determined that the driving force control process is not completed (step S4: No), and the control unit 5 performs the acceleration increase injection inhibition determination process. In step S5.

  In the process of step S5, the control unit 5 sets a value of a timer set permission flag indicating whether or not setting of the acceleration injection prohibition timer is permitted to 1 (setting permission of the acceleration injection prohibition timer). Thus, the process of step S5 is completed, and the acceleration increase injection inhibition determination process proceeds to step S7.

  Here, in the period from time t = t1 to t4 shown in FIG. 3, the control unit 5 determines that the driving force control process is not completed, and sets the value of the timer set permission flag to 1.

  In the process of step S6, the control unit 5 sets a value of a timer set permission flag indicating whether or not setting of the acceleration injection prohibition timer is permitted to 0 (setting prohibition of the acceleration injection prohibition timer). Thus, the process of step S6 is completed, and the acceleration increase injection inhibition determination process proceeds to step S7.

  Here, in the period after time t = t4 shown in FIG. 3, it is determined that the driving force control process is completed, and the control unit 5 sets the value of the timer set permission flag to zero. As an example, the value of the timer set permission flag is set to 0 even in the period before time t = t1 shown in FIG. Also, in the acceleration increase injection inhibition determination process, the value of the driving force control process request flag is set to 0 (no request for execution of the driving force control process), typically, the timing of time t = t4 shown in FIG. (Timing at which the shift speed detection unit 4 detects that the shift has been completed).

  In the process of step S7, the control unit 5 determines whether or not the accelerator opening has become equal to or greater than a predetermined change amount, based on the electrical signal corresponding to the accelerator opening input by the accelerator opening sensor 16. As a result of the determination, when the accelerator opening degree is equal to or more than the predetermined change amount (step S7: Yes), the control unit 5 determines that the driver has the acceleration intention (intention) and steps the acceleration increase injection prohibition determination process Proceed to the process of S10. On the other hand, when the accelerator opening degree is not equal to or larger than the predetermined change amount (step S7: No), the control unit 5 proceeds to the process of step S8. In addition, in FIG. 3, it does not show about the case where the throttle opening becomes more than predetermined change amount.

  In the process of step S8, the control unit 5 determines whether or not the value of the timer set permission flag is 1 (acceleration increase injection inhibition). As a result of the determination, when the value of the timer set permission flag is 1 (set permission of the acceleration injection prohibition timer) (step S8: Yes), the control unit 5 advances the acceleration amount increase injection prohibition determination processing to the processing of step S12. On the other hand, when the value of the timer setting permission flag is not 1 (setting permission of the acceleration injection prohibition timer) (step S8: No), the control unit 5 advances the acceleration amount increase injection prohibition determination processing to the processing of step S9.

  Here, in the period from time t = t1 to t4 shown in FIG. 3, the control unit 5 determines that the value of the timer set permission flag is one. On the other hand, in the period after time t = t4 shown in FIG. 3, the control unit 5 determines that the value of the timer set permission flag is zero.

  In the process of step S9, whether the count value of the acceleration injection inhibition timer, which is a subtraction timer for measuring whether or not the period during which the acceleration increase injection is prohibited has reached the predetermined period T1, has become 0 in the process of step S9. Determine if it is not. Here, the predetermined period T1 starts from the time when the target throttle opening THCTRGEGS in the return processing returns to the target throttle opening THCEGS corresponding to the accelerator opening, and the target throttle opening corresponding to the throttle opening is the accelerator opening It is preset to a period equal to or longer than the period T2 having an end point when returning to THCEGS. As a result of the determination, when the count value of the acceleration increase injection inhibition timer becomes 0 (step S9: Yes), the control unit 5 advances the acceleration increase injection inhibition determination process to the process of step S10. On the other hand, when the count value of the acceleration increase injection inhibition timer has not become 0 (step S9: No), the control unit 5 advances the acceleration increase injection inhibition determination process to the process of step S11.

  In the process of step S10, the control unit 5 sets the value of the acceleration increase injection inhibition flag, which indicates whether the acceleration increase injection is prohibited, to 0 (acceleration increase injection permission). Thus, the process of step S10 is completed, and the current series of acceleration increase injection inhibition determination processes are ended. Although not illustrated in FIG. 2, when the control unit 5 switches the value of the driving force control processing request flag from 1 (driving force control processing execution request) to 0 (no driving force control processing execution request) In step S10, the control unit 5 may set the value of the driving force control process request flag to 0 (no driving force control process execution request).

  Here, at time t = t5 shown in FIG. 3, the control unit 5 determines that the count value of the acceleration increase injection inhibition timer becomes 0, and sets the value of the acceleration increase injection inhibition flag to 0 (acceleration increase injection permission). It is set.

  In the process of step S11, the control unit 5 subtracts the count value of the acceleration increase injection inhibition timer. Thus, the process of step S11 is completed, and the current series of acceleration incremental injection prohibition determination processes are ended.

  Here, in the period from time t = t4 to time t5 shown in FIG. 3, the control unit 5 subtracts the count value of the acceleration increase injection inhibition timer. Here, during the period from time t = t4 to t5, the value of the acceleration increase injection inhibition flag is maintained at 1 (acceleration increase injection inhibition). Further, in a period T2 shown in FIG. 3, a difference ΔTH is generated between the actual throttle opening degree THEGS and the target throttle opening degree THCTRGEGS.

  In the process of step S12, the control unit 5 sets the value of the acceleration increase injection inhibition flag indicating whether acceleration addition injection is inhibited to 1 (acceleration increase injection inhibition) and the count value of the acceleration injection inhibition timer. Is set to the initial count value CN. Here, the initial count value CN is preset as a predetermined value for measuring the predetermined period T1. Thus, the process of step S12 is completed, and the current series of acceleration increase injection inhibition determination processes are ended.

  Here, in the period from time t = t1 to t4 shown in FIG. 3, the control unit 5 sets the value of the acceleration increase injection inhibition flag to 1 (acceleration increase injection inhibition) and the count value of the acceleration increase injection inhibition timer. Is set to the initial count value CN.

  As apparent from the above description, in the driving force control device 1 according to the present embodiment, the driving force control process reduces the throttle opening so as to temporarily reduce the driving force from the value corresponding to the accelerator opening. The main processing and the return processing for increasing the throttle opening to return the driving force to a value corresponding to the accelerator opening subsequent to the main processing, the control unit 5 responds to the increase amount of the throttle opening Acceleration injection can be carried out and acceleration increase injection is prohibited in a predetermined period T1 when the return processing is completed, so that the engagement between the dogs of the dog type transmission is released or weakened. The driving power of the engine temporarily reduced to enable gear shifting of the dog type transmission returns to a value corresponding to the indicated value of the driver's accelerator opening. Up to the point, it is possible to appropriately prohibit acceleration increase injection, suppresses unnecessary impact on emissions of the engine, it is possible to improve the drivability of the shift feeling and the driver of the vehicle.

  Further, in the driving force control device 1 in the present embodiment, the predetermined period T1 starts from the time when the target throttle opening in the return processing returns to the target throttle opening corresponding to the accelerator opening, and the throttle opening is accelerator opening Since it is set to a period equal to or longer than the length of the period T2 ending at the time when the target throttle opening degree corresponding to the degree is returned, acceleration fuel injection can be more appropriately prohibited. It is possible to surely suppress the unnecessary influence on the emission property of the engine and to surely improve the driver's shift feeling and the drivability of the vehicle.

  Furthermore, in the driving force control device 1 according to the present embodiment, the control unit 5 cancels the prohibition of the acceleration increase injection when the accelerator opening degree becomes equal to or more than the predetermined change amount in the predetermined period T1. Even in the period in which the increase injection is prohibited, when the driver's intention to accelerate is recognized, it is possible to execute the driving force control reflecting the intention to accelerate.

  In the present invention, the type, shape, arrangement, number, and the like of members are not limited to those in the above-described embodiment, and the components of the present invention can be appropriately replaced by those having equivalent effects. Of course, changes can be made as appropriate without departing from the scope of the invention.

  As described above, according to the present invention, an appropriate amount of engine driving force can be generated by appropriately prohibiting the acceleration incremental injection at the time of gear shift, and unnecessary influence on the emission property of the engine can be suppressed. It is possible to provide a driving force control device capable of improving the drivability of a ring or a vehicle, and is expected to be widely applicable to a driving force control device such as a vehicle because of its universal character Ru.

DESCRIPTION OF SYMBOLS 1 ... Drive force control apparatus 2 ... Clutch state detection part 3 ... Shift operation detection part 4 ... Gear stage detection part 5 ... Control part 6 ... Motor drive circuit 11 ... Clutch switch 12 ... Shift operation switch 13 ... Gear position sensor 14 ... Throttle Motor 15 ... throttle position sensor 16 ... accelerator opening sensor 17 ... crank angle sensor 18 ... display device 19 ... throttle motor 20 ... ignition plug 21 ... fuel injection valve

Claims (3)

A clutch state detection unit mounted on a straddle-type vehicle that transmits driving force of an engine to drive wheels via a main clutch and a dog-type transmission in order, and detects a connection or disconnection of the main clutch, and a gear shift of the dog-type transmission The shift operation detection unit detects a shift operation detection unit that detects an operation, a motor drive unit that drives a motor that changes the throttle opening of the engine, and the shift operation detection in a state in which the clutch state detection unit detects the connection of the main clutch. When the shift unit detects the gear shift operation of the dog type transmission, the driving force is set so that the dog type transmission can be shifted by releasing or weakening the engagement between the dogs of the dog type transmission. Driving force for controlling the motor drive unit to temporarily change it A control unit for executing control processing, in the driving force control device and a gear position detector for detecting a gear position of the dog type transmission,
The driving force control process includes a first control process for decreasing the throttle opening so as to temporarily reduce the driving force from a value corresponding to the accelerator opening, and the first control process. A second control process of increasing the throttle opening to return the driving force to a value corresponding to the accelerator opening;
The control unit is capable of executing the acceleration increase injection of the fuel injection amount according to the increase amount of the throttle opening, and prohibits the acceleration increase injection in a predetermined period when the second control process is completed. Driving force control device characterized in that.   The predetermined period starts from the point in time when the target throttle opening in the second control process returns to the target throttle opening corresponding to the accelerator opening, and the target corresponding to the throttle opening corresponds to the accelerator opening 2. The driving force control device according to claim 1, wherein the driving force control device is set to a period equal to or longer than the length of the period ending at the time when the throttle opening degree is restored.   The drive according to claim 1 or 2, wherein the control unit cancels the prohibition of the acceleration increase injection when the accelerator opening becomes equal to or larger than a predetermined change amount in the predetermined period. Force control device.

Images