JP7202854B2 - Drive force controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device, and more particularly to a driving force control device mounted on a vehicle such as a straddle-type vehicle that transmits the driving force of an engine to driving wheels through a main clutch and a dog-type transmission in that order.

Some motorcycles are equipped with dog-type transmissions. In such a dog-type transmission, one of the engine and the drive wheels drives the other with the dogs of the dog-type transmission (dog teeth) in contact with each other without the driver operating the main clutch. You can shift gears. According to such a configuration, the driver can speedily shift gears without operating the main clutch.

However, when one of the engine and the drive wheels drives the other, a large pressing force acts on the contact surfaces of the dogs of the dog type transmission. Therefore, even if the driver tries to pull the dogs apart for gear shifting, it is difficult for the driver to pull the dogs apart due to the large static frictional force proportional to the pressing force acting on the contact surface. tends to be

Under such circumstances, Patent Document 1 relates to a shift control device for a motorcycle. Disclosed is a configuration for temporarily releasing the contact between the dogs by changing the driving force of the engine by changing the degree of opening.

Further, Patent Document 2 relates to a transmission control device for a motorcycle, and in control during a clutchless downshift operation, it is detected that the vehicle is running on a slope by detecting that the vehicle is tilted in the front-rear direction, for example, by a tilt angle sensor. When detected, the throttle opening is corrected to the closing side when an uphill is detected, and the throttle opening is adjusted to the opening side by predicting a decrease in the rotational speed of the driving wheels when a downhill is detected. , and synchronizes the engine rotation speed and the driving wheel side rotation speed to smoothly engage the gears.

Japanese Patent No. 4392794 JP 2016-135989 A

However, according to the study of the present inventor, the configuration of Patent Document 1 changes the throttle opening by electronic control to change the driving force of the engine when a gear shift operation is detected, so that the dog-to-dog changes. Although it temporarily releases the contact, when changing the driving force in this way, the inclination (pitch angle) caused by the road surface gradient when the vehicle travels on a slope is considered. There is no disclosure about this, and it is about executing a reliable shift via the dog-type transmission by surely releasing or weakening the engagement between the dogs of the dog-type transmission even when climbing or descending. has room for improvement.

In addition, in the configuration of Patent Document 2, the throttle opening is changed according to the road gradient during gear shifting, but the engagement between the dogs of the dog-type transmission can be weakened or released according to the road gradient. There is no disclosure as to how to set a no-load line to allow the dog-type transmission to reliably release or weaken the engagement between the dogs of the dog-type transmission even during uphill or downhill. There is room for improvement in implementing positive shifts via .

The present invention has been made through the above studies, and is intended to set an appropriate no-load line according to the pitch angle of a vehicle such as a straddle-type vehicle, thereby reliably releasing or disengaging the dogs of a dog-type transmission. To provide a driving force control device capable of weakening the driving force and reliably executing a shift via a dog-type transmission.

In order to achieve the above objects, the present invention is mounted on a vehicle in which the driving force of an engine is transmitted to driving wheels through a main clutch and a dog-type transmission in order, and the dog-type transmission is mounted in a state where the main clutch is engaged. When a shift operation of the transmission is started, the driving force is temporarily changed so that the engagement between the dogs of the dog type transmission is released or weakened so that the dog type transmission can shift. wherein the engine has a pitch angle reflecting pitch angle reflecting the pitch angle of the vehicle as a no-load line corresponding to the driving force at which the engagement between the dogs can be released. A no-load line exists, and in a memory provided in the driving force control device, in an orthogonal coordinate system having the rotational speed of the engine and the throttle opening of the engine as respective coordinate axes, the rotational speed and the throttle opening are stored. The pitch angle reflecting no-load line is stored as a plurality of data defined by the opening degree and defined so as to reflect the pitch angle, and the control unit temporarily changes the driving force. reading the data of the pitch angle reflecting no-road line corresponding to the pitch angle among the pitch angle reflecting no-road lines stored in the memory as the plurality of data, and calculating the rotational speed; The throttle opening corresponding to the calculated rotational speed is calculated from the read data of the pitch angle reflecting no-road line, and the calculated throttle opening is set as a target throttle opening to determine the actual engine performance. By adjusting the actual throttle opening so that the throttle opening coincides with the target throttle opening, the driving force is adjusted based on the pitch angle so that the driving force corresponds to the pitch angle reflecting no-road line. The first aspect is to control the force.

In addition to the first aspect of the present invention, the control unit exists on the side where the driving force is smaller when the pitch angle corresponds to climbing a slope than when the pitch angle indicates horizontal. A second aspect is to control the driving force so as to correspond to the pitch angle reflecting no-road line.

In addition to the first or second aspect of the present invention, the control unit increases the driving force when the pitch angle corresponds to descending slope compared to when the pitch angle indicates horizontal. A third aspect is to control the driving force so as to correspond to the pitch angle reflecting no-road line existing on the side of the vehicle.

According to the driving force control device according to the first aspect of the present invention described above, the engine has a pitch angle reflecting the pitch angle of the vehicle as a no-load line corresponding to the driving force at which the engagement between the dogs can be released. There is a reflected no-load line, and in the memory provided in the driving force control device, in an orthogonal coordinate system with the engine rotation speed and the throttle opening of the engine as the coordinate axes, the rotation speed and the throttle opening A pitch angle reflecting no-load line is stored as a plurality of data defined to reflect the pitch angle. Among the pitch angle reflected no-road lines stored in the memory, the data of the pitch angle reflected no-road line corresponding to the pitch angle is read out, the rotational speed is calculated, and the calculated rotation is obtained from the read pitch angle reflected no-road line data. Calculate the throttle opening corresponding to the speed, set the calculated throttle opening as the target throttle opening, and adjust the actual throttle opening so that the actual throttle opening of the engine matches the target throttle opening. By doing so, the driving force is controlled based on the pitch angle so that the driving force corresponds to the pitch angle reflecting no-road line. By using a line, engagement between dogs of a dog type transmission can be surely released or weakened corresponding to a pitch angle when a shift operation is detected, and the shift through the dog type transmission can be surely executed. be able to.

In addition, according to the driving force control device according to the second aspect of the present invention, when the pitch angle corresponds to climbing a slope, the control unit decreases the driving force compared to when the pitch angle indicates horizontal. The driving force is controlled so that it corresponds to the existing pitch-angle-reflecting no-road line, so even when the shift operation is detected, the dogs of the dog-type transmission engage each other more reliably, even if the vehicle is climbing a hill. can be released or weakened to

Further, according to the driving force control device according to the third aspect of the present invention, when the pitch angle corresponds to descending slope, the driving force increases compared to when the pitch angle indicates horizontal. In order to control the driving force so that it corresponds to the pitch angle reflected no-road line that exists in the transmission, even if the gear shift operation is detected, the dogs of the dog-type transmission will not engage with each other even if it is going downhill. It can be released or weakened more reliably.

FIG. 1 is a block diagram showing the configuration of a driving force control device according to an embodiment of the invention. FIG. 2(a) is a flowchart showing an example of the flow of correction target opening degree calculation processing by the driving force control device according to the present embodiment, and FIGS. FIG. 10 is a flowchart showing detailed processing contents of the processing; FIG. FIG. 3 is a diagram schematically showing an example of the pitch angle reflecting no-road line used when executing the correction target opening degree calculation processing by the driving force control device according to the present embodiment. FIG. 4(a) is a diagram mainly showing an example of a change over time in the target throttle opening accompanying an upshift operation during acceleration of the vehicle when executing the corrected target opening calculating process by the driving force control device in the present embodiment. and FIG. 4B is a schematic diagram showing the positional relationship between the docks at that time, and FIG. 4(d) is a schematic diagram showing the positional relationship between the docks at that time. FIG.

Hereinafter, a driving force control device according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

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

FIG. 1 is a block diagram showing the configuration of a driving force control device according to this embodiment.

As shown in FIG. 1, the driving force control device 1 in the present embodiment is configured by an electronic control device such as an ECU (Electronic Control Unit). It is typically mounted on a vehicle such as a straddle-type vehicle such as a motorcycle or a buggy that transmits the driving force of an engine, which is typically an internal combustion engine, to drive wheels.

The drive force control device 1 includes a clutch state detector 2 , a shift operation detector 3 , a gear stage detector 4 , a controller 5 and a motor drive circuit 6 . The clutch state detector 2, shift operation detector 3, shift stage detector 4, and controller 5 are shown as functional blocks. The driving force control device 1 also includes a memory (not shown) and the like, and the memory stores control programs, control data, and the like necessary for the driving force control device 1 .

Specifically, the clutch state detection unit 2 connects or disconnects the main clutch based on an input signal from the clutch switch 11 carrying information about the operation when the driver connects or disconnects the main clutch. To detect. The clutch state detection unit 2 inputs an electric signal corresponding to the connection/disengagement operation of the main clutch thus detected to the control unit 5 .

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

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

When the shift operation detection unit 3 detects a shift operation of the dog type transmission while the clutch state detection unit 2 is detecting engagement of the main clutch, the control unit 5 engages the dogs of the dog type transmission. is canceled or weakened so that the dog-type transmission can be shifted. By using a target opening that is set to deviate from the required throttle opening required by operating the accelerator of the vehicle, the engine is controlled so that the actual throttle opening matches the target opening. Temporarily change the driving force of The control unit 5 inputs a control signal for controlling the throttle opening (actual throttle opening) to the motor drive circuit 6 in this way. Note that the control unit 5 may control the driving force of the engine by controlling the ignition timing and fuel injection amount of the engine. Further, the control unit 5 may control the driving force of the engine by controlling the throttle opening and controlling the ignition timing and fuel injection amount of the engine.

Further, the control unit 5 receives the input signal from the shift stage detection unit 4 after the shift operation detection unit 3 detects a shift operation of the dog type transmission while the clutch state detection unit 2 is detecting engagement of the main clutch. When it is determined that the gear stage of the dog-type transmission has changed based on This is controlled so that the throttle opening matches the target opening. The control unit 5 inputs a control signal for controlling the throttle opening (actual throttle opening) to the motor drive circuit 6 in this way.

Here, the control unit 5 further uses input signals from the throttle position sensor 15, the accelerator opening sensor 16, the crank angle sensor 17, and the acceleration sensor 18 to execute a correction target opening calculation process, which will be described later. A throttle position sensor 15 receives an electrical signal corresponding to the throttle opening of the engine. The accelerator opening sensor 16 inputs an electric signal corresponding to the operation amount (accelerator opening) of an accelerator operation member such as an accelerator grip of the vehicle. The crank angle sensor 17 inputs an electrical signal corresponding to the crank angle of the engine (the rotation angle of the crankshaft). Also, the acceleration sensor 18 inputs electrical signals corresponding to acceleration in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle.

The motor drive circuit 6 controls the throttle opening (actual throttle opening) by driving the throttle motor 14 in accordance with the control signal from the control unit 5, thereby changing the driving force of the engine.

The driving force control device 1 having the configuration described above executes the correction target opening degree calculation process described below to reliably release or weaken the engagement between the dogs of the dog type transmission. to ensure the gear shifting via the 2 and 3, the operation of the driving force control device 1 when executing the correction target opening calculation process will be described in detail.

[Correction target opening calculation process]
FIG. 2(a) is a flowchart showing an example of the flow of correction target opening degree calculation processing by the driving force control device according to the present embodiment, and FIGS. FIG. 10 is a flowchart showing detailed processing contents of the processing; FIG. Also, FIG. 3 is a diagram schematically showing an example of a pitch angle reflecting no-road line used when executing the correction target opening degree calculation processing by the driving force control device according to the present embodiment.

The flowchart shown in FIG. 2(a) starts when the ignition switch of the vehicle is turned on and the driving force control device 1 is activated, and the corrected target opening calculation process proceeds to the process of step S1. Such a correction target opening degree calculation process is repeatedly executed at each predetermined control cycle while the vehicle is activated and the driving force control device 1 is activated.

In the process of step S1, the control unit 5 calculates the pitch angle of the vehicle based on the electric signal input from the acceleration sensor 18, and calculates the target throttle opening according to the pitch angle thus calculated (pitch angle correction calculation processing). Details of the pitch angle correction calculation process will be described later with reference to the flowchart shown in FIG. The pitch angle is the angle formed by the longitudinal axis extending in the longitudinal direction of the vehicle with respect to the horizontal plane. is an angle corresponding to Thereby, the process of step S1 is completed, and the correction target opening degree calculation process proceeds to the process of step S2.

In the process of step S2, the control unit 5 uses the target throttle opening calculated in the process of step S1 to correct the target throttle opening in consideration of the pitch angle (corrected TH opening calculation process). Thereafter, the control unit 5 controls the actual throttle opening so as to match the corrected target throttle opening. Details of the corrected TH opening calculation process will be described later with reference to the flowchart shown in FIG. As a result, the processing of step S2 is completed, and the current series of correction target opening calculation processing ends.

[Pitch angle correction calculation process]
FIG. 2(b) is a flowchart showing an example of the flow of pitch angle correction calculation processing by the driving force control device according to the present embodiment.

The flowchart shown in FIG. 2B starts at the timing when the ignition switch of the vehicle is turned on, the driving force control device 1 is activated, and the correction target opening degree calculation process is started. The process proceeds to S11.

In the process of step S11, the control unit 5 determines whether or not there is an abnormality in a communication system such as a CAN (Controller Area Network) of the vehicle. As a result of the determination, if there is an abnormality in the communication system (step S11: Yes), the controller 5 terminates a series of pitch angle correction calculation processing. On the other hand, if there is no abnormality in the communication system (step S11: No), the controller 5 advances the pitch angle correction calculation process to step S12.

In the process of step S12, the control unit 5 determines whether or not the acceleration sensor 18 has an abnormality. As a result of the determination, if there is an abnormality in the acceleration sensor 18 (step S12: Yes), the controller 5 terminates a series of pitch angle correction calculation processing. On the other hand, when there is no abnormality in the acceleration sensor 18 (step S12: No), the control section 5 advances the pitch angle correction calculation process to the process of step S13.

In the process of step S13, the control unit 5 calculates the pitch angle of the vehicle based on the electric signal input from the acceleration sensor 18, and sets the pitch angle reflecting no-road line (NLL) according to the pitch angle thus calculated. Read data from memory. Thereby, the process of step S13 is completed, and the pitch angle correction calculation process proceeds to the process of step S14.

Here, first, the no-load line indicates the operating state of the engine in which the driving force of the engine is balanced with the resistance force of the engine (mechanical frictional force, viscoelastic force of lubricating oil, etc.). , engine speed and throttle opening as parameters, and characteristic data indicating the operating state of the engine in which engagement between the dogs of the dog-type transmission can be released, which is set in advance and stored in memory. be. More specifically, the no-load line defines the boundary of the engine operating state where the engagement state of the dogs of the dog-type transmission switches between the engagement state during deceleration and the engagement state during acceleration. This stipulates the relationship between the engine speed and the throttle opening when the dogs are simply in contact with each other without separating or pressing against each other, and when the dogs are separable and gently pressing against each other. be. In other words, the no-load line is a characteristic line that linearly represents a set of characteristic points defined by the engine speed and the throttle opening in an orthogonal coordinate system whose coordinate axes are the engine speed and the throttle opening. . Further, the no-load line may be not only such a linear characteristic line itself, but also an area including it and extending with a certain degree of vertical width.

More specifically, as shown in FIG. 3, data of a plurality of pitch angle reflecting no-road lines reflecting the pitch angle of the vehicle are preset and stored in the memory as such no-road lines. Specifically, in the example shown in FIG. 3, the pitch angle reflecting no-road line L0 schematically shows an example of the data of the no-road line when the pitch angle indicates horizontal. Further, the pitch angle reflecting no-road lines L1 to L4 schematically show an example of the data of the no-road line when the pitch angle indicates climbing, and the driving force of the engine is reduced compared to when the pitch angle indicates horizontal. is set to Pitch angle reflecting no-road lines L1′ to L4′ schematically show an example of data of no-road lines when the pitch angle indicates a downhill slope, and compared to when the pitch angle indicates a horizontal pitch angle, the driving force of the engine is reduced. is set to increase It should be noted that the no-road line indicating climbing or descending may be set differently depending on whether the vehicle is accelerating by shifting up or decelerating by shifting down. In principle, the no-load line can also be defined using the ignition timing and fuel injection amount of the engine together with the throttle opening or separately from the throttle opening. By controlling the amount using the no load line, it is also possible to control the drive power of the engine to increase or decrease.

In the process of step S14, the control unit 5 calculates the throttle (TH) opening corresponding to the pitch angle based on the data of the pitch angle reflecting no-road line (NLL) read out in the process of step S13. Specifically, the control unit 5 calculates the rotation speed NE of the engine based on the electric signal input from the crank angle sensor 17, and detects the pitch angle reflection no-road line corresponding to the rotation speed NE of the engine thus calculated. The above throttle opening data is read out and calculated as the throttle (TH) opening corresponding to the pitch angle. As a result, the process of step S14 is completed, and the current series of pitch angle correction calculation process ends.

[Compensated TH opening calculation process]
FIG. 2(c) is a flow chart showing an example of the flow of corrected throttle (TH) opening degree calculation processing by the driving force control device according to the present embodiment.

The flowchart shown in FIG. 2(c) starts when the pitch angle correction calculation process ends, and the corrected TH opening degree calculation process proceeds to step S21.

In the process of step S21, the control unit 5 converts the throttle (TH) opening corresponding to the pitch angle calculated in the pitch angle correction calculation process to the target throttle opening (corrected target TH opening) considering the pitch angle. set to As a result, the processing of step S21 is completed, and the current series of corrected throttle (TH) opening degree calculation processing ends.

〔Concrete example〕
Finally, with reference to FIG. 4, a specific example of the correction target opening calculation process described above will be described.

FIG. 4(a) is a diagram mainly showing an example of a change over time in the target throttle opening accompanying an upshift operation during acceleration of the vehicle when executing the corrected target opening calculating process by the driving force control device in the present embodiment. and FIG. 4B is a schematic diagram showing the positional relationship between the docks at that time, and FIG. 4(d) is a schematic diagram showing the positional relationship between the docks at that time. FIG. 4(b) and 4(d) indicate the direction of rotation of the driving wheel side dog D1 and the engine side dog D2.

[When a shift-up operation during acceleration is detected]
As shown in FIG. 4(a), the target throttle opening is the throttle opening TH1, which is set to match the required throttle opening, until time t=t1 when the upshift operation is detected. , from the time t=t1 to the time t=t2, the target throttle opening is set so as to temporarily deviate from the required throttle opening by a large decrease across the throttle opening corresponding to the no-road line. The throttle opening is TH2, and from time t=t2 to time t=t3 when the shift itself associated with the shift-up shift operation is completed, the target throttle opening is set to coincide with the throttle opening corresponding to the no-road line. The throttle opening TH3, TH3′ or TH3″ is set, and from time t=t3 to time t=t4, t4′ or t4″, the throttle opening TH3, TH3′ or TH3″ is changed to TH1. This is the throttle opening that is set to gradually return. For convenience, the target throttle opening at time t=t4, t4′ or t4″ is an example in which the throttle opening is returned to TH1. If the requested opening has changed from the throttle opening TH1, the throttle opening is restored accordingly. A large change in the target throttle opening from time t=t1 to time t=t2 may be omitted if necessary.

Here, as shown in FIG. 4(b), when a shift-up operation is detected during acceleration and the pitch angle indicates climbing, the force with which the engine-side dog D2 presses the drive-wheel-side dog D1 is pitch Stronger than when the corner is horizontal. Therefore, when the pitch angle indicates climbing, the engagement between the dogs cannot be released unless the driving force of the engine is relatively greatly reduced. On the other hand, when a shift-up operation is detected during acceleration, when the pitch angle indicates a downward slope, the force with which the engine-side dog D2 presses the drive wheel-side dog D1 is greater than when the pitch angle indicates a horizontal pitch angle. weaker in comparison. Therefore, when the pitch angle indicates a descending slope, the engagement between the dogs can be released by reducing the driving force of the engine relatively a little.

Therefore, as shown in FIG. 4(a), in the corrected target opening degree calculation process in this embodiment, when an upshifting operation is detected during acceleration and the pitch angle indicates climbing, at time t=t2, A pitch angle reflecting no-road line set by the control unit 5 to reduce the driving force of the engine compared to the throttle opening (throttle opening TH3) corresponding to the no-road line L11 when the pitch angle indicates horizontal. The throttle opening corresponding to L12 (throttle opening TH3'') is selected. On the other hand, when the shift-up operation is detected during acceleration and the pitch angle indicates a downhill, at time t=t2, the control unit 5 , corresponding to the pitch angle reflection no-road line L12′ set to increase the driving force of the engine compared to the throttle opening (throttle opening TH3) corresponding to the no-road line L11 when the pitch angle indicates horizontal. The throttle opening (throttle opening TH3') to be used is selected.

Therefore, from time t=t2 to time t=t3, when the pitch angle indicates climbing, the throttle opening becomes smaller than when the pitch angle indicates horizontal. The arrival time is later than time t=t4 when the pitch angle indicates horizontal (time t=t4''). The throttle opening becomes larger than when the pitch angle is horizontal, and as a result, the time at which the target throttle opening TH1 is reached is earlier than the time t=t4 when the pitch angle is horizontal (time t=t4 ').

As a result, when a shift-up operation is detected during acceleration, even if the pitch angle indicates an uphill or downhill, the dogs of the dog-type transmission can be reliably released or weakened, and the dog-type transmission can be operated. It is possible to reliably execute gear shifting through the transmission. Note that even when a downshift operation is detected during acceleration, it is theoretically possible to similarly apply the above-described control content when an upshift operation is detected during acceleration.

[When downshift operation is detected during deceleration]
As shown in FIG. 4(c), the target throttle opening is the throttle opening TH4, which is set to match the required throttle opening, until time t=t5 when the downshift operation is detected. , from time t=t5 to time t=t6, the target throttle opening is set so as to temporarily deviate from the required throttle opening by a large increment across the throttle opening corresponding to the no-road line. The throttle opening is TH5, and from time t=t6 to time t=t7 when the shift itself associated with the downshifting operation is completed, the target throttle opening is set to coincide with the throttle opening corresponding to the no-road line. The throttle opening TH6, TH6′ or TH6″ is set, and from time t=t7 to time t=t8, t8′ or t8″, the throttle opening TH6, TH6′ or TH6″ is changed to TH4. This is the throttle opening that is set to gradually return. For convenience, the target throttle opening at time t=t8, t8′ or t8″ is an example of returning to the throttle opening TH4. If the requested opening has changed from the throttle opening TH4, the throttle opening is restored accordingly. Note that a large change in the target throttle opening from time t=t5 to time t=t6 may be omitted if necessary.

Here, as shown in FIG. 4(d), when a downshift operation is detected during deceleration and the pitch angle indicates climbing, the force with which the driving wheel side dog D1 presses the engine side dog D2 is the pitch It is weaker than when the corner indicates horizontal. Therefore, when the pitch angle indicates climbing, the engagement between the dogs can be released by slightly increasing the driving force of the engine. On the other hand, when a downshift operation is detected during deceleration, when the pitch angle indicates a downhill slope, the force with which the driving wheel side dog D1 presses the engine side dog D2 is greater than when the pitch angle indicates a horizontal pitch angle. stronger in comparison. Therefore, when the pitch angle indicates a downward slope, the engagement between the dogs cannot be released unless the driving force of the engine is relatively increased.

Therefore, as shown in FIG. 4(c), in the corrected target opening degree calculation process in this embodiment, when the downshifting operation is detected during deceleration and the pitch angle indicates climbing, at time t=t6, A pitch angle reflecting no-road line set by the control unit 5 to reduce the driving force of the engine compared to the throttle opening (throttle opening TH6) corresponding to the no-road line L31 when the pitch angle indicates horizontal. The throttle opening corresponding to L32 (throttle opening TH6'') is selected. On the other hand, when a shift-down operation is detected during deceleration and the pitch angle indicates a downhill, at time t=t6, the controller 5 , corresponding to the pitch angle reflection no-road line L32′ set to increase the driving force of the engine compared to the throttle opening (throttle opening TH6) corresponding to the no-road line L31 when the pitch angle indicates horizontal. Select the throttle opening (throttle opening TH6') to be used.

Therefore, from time t=t6 to time t=t7, when the pitch angle indicates climbing, the throttle opening becomes smaller than when the pitch angle indicates horizontal. The arrival time is earlier than the time t=t8 when the pitch angle indicates horizontal (time t=t8'). On the other hand, from time t=t6 to time t=t7, when the pitch angle indicates a descending slope, the throttle opening becomes larger than when the pitch angle indicates a horizontal, and as a result, the required throttle opening TH5 is reached. The time when the pitch angle is horizontal is later than the time t=t8 (time t=t8'').

As a result, when a shift-down operation is detected during deceleration, even if the pitch angle indicates an uphill or downhill, the engagement between the dogs of the dog-type transmission is reliably released or weakened, and the dog-type transmission can be operated. It is possible to reliably execute gear shifting through the transmission. It should be noted that, even when an upshift operation is detected during deceleration, it is theoretically possible to similarly apply the above-described control contents when a downshift operation is detected during deceleration.

As is clear from the above description, in the corrected target opening degree calculation process in this embodiment, the pitch angle of the vehicle is reflected in the engine as a no-road line corresponding to the driving force that allows the dogs to disengage. A pitch angle reflecting no-load line exists, and when the driving force is temporarily changed, the control unit 5 adjusts the driving force based on the pitch angle so that the driving force corresponds to the pitch angle reflecting no-load line. Therefore, by using an appropriate no-load line according to the pitch angle of the vehicle such as a straddle-type vehicle, the engagement between the dogs of the dog-type transmission is controlled according to the pitch angle when the shift operation is detected. The engagement can be reliably released or weakened, and the shift via the dog type transmission can be reliably performed.

In addition, in the corrected target opening degree calculation process in the present embodiment, the control unit 5 adjusts the throttle opening degree of the engine to control the driving force so that the driving force corresponds to the pitch angle reflecting no-road line. Therefore, it is possible to more reliably release or weaken the engagement between the dogs of the dog type transmission in accordance with the pitch angle when the shift operation is detected.

In addition, in the corrected target opening degree calculation process according to the present embodiment, when the pitch angle corresponds to climbing a slope, the control unit 5 controls the pitch angle that exists on the side where the driving force is smaller than when the pitch angle indicates horizontal. In order to control the driving force so that it corresponds to the reflected no-road line, even if the gear shift operation is detected and the vehicle is climbing a hill, the dogs of the dog-type transmission are more reliably released or weakened. be able to.

In addition, in the corrected target opening degree calculation process according to the present embodiment, when the pitch angle corresponds to a downhill slope, the control unit controls the pitch angle that exists on the side where the driving force increases compared to when the pitch angle indicates horizontal. In order to control the driving force so that the driving force corresponds to the reflected no-road line, even if the gear shift operation is detected and the vehicle is descending, the engagement between the dogs of the dog-type transmission can be more reliably released or released. can weaken.

It should be noted that the present invention is not limited to the above-described embodiments in terms of the types, shapes, arrangements, numbers, etc. of the members, and the gist of the invention can be changed by appropriately replacing the constituent elements with those having equivalent effects. Needless to say, it can be changed as appropriate within a range that does not deviate.

As described above, the present invention can set an appropriate no-road line according to the pitch angle of a vehicle such as a saddle-ride type vehicle, thereby reliably releasing or weakening the engagement between the dogs of a dog-type transmission. It is possible to provide a driving force control device that can reliably execute gear shifting via a type transmission, and it is expected that it will be widely applied to driving force control devices such as vehicles due to its universal character. be done.

DESCRIPTION OF SYMBOLS 1... Driving force control apparatus 2... Clutch state detection part 3... Gear shift operation detection part 4... Gear stage detection part 5... Control part 6... Motor drive circuit 11... Clutch switch 12... Gear shift operation switch 13... Gear position sensor 14... Throttle Motor 15... Throttle position sensor 16... Accelerator opening sensor 17... Crank angle sensor 18... Acceleration sensor

Claims (3)

It is installed in a vehicle that transmits the driving force of the engine to the drive wheels through the main clutch and the dog-type transmission in order, and when the shift operation of the dog-type transmission is started while the main clutch is engaged , a driving force control device comprising a control unit for temporarily changing the driving force so as to release or weaken the engagement between the dogs of the dog type transmission to enable shifting of the dog type transmission, ,
In the engine, a pitch angle reflection no-road line reflecting the pitch angle of the vehicle exists as a no-road line corresponding to the driving force capable of releasing the engagement between the dogs,
In a memory provided in the driving force control device, in an orthogonal coordinate system having the rotational speed of the engine and the throttle opening of the engine as respective coordinate axes, the rotational speed and the throttle opening are defined, and , the pitch angle reflecting no-road line is stored as a plurality of data defined to reflect the pitch angle;
When temporarily changing the driving force, the control unit selects the pitch angle reflecting no-load line corresponding to the pitch angle among the pitch angle reflecting no-load lines stored in the memory as the plurality of data. data is read, the rotation speed is calculated, the throttle opening corresponding to the calculated rotation speed is calculated in the read data of the pitch angle reflecting no-road line, and the calculated throttle opening is set as a target By setting the throttle opening and adjusting the actual throttle opening so that the actual throttle opening of the engine matches the target throttle opening, the pitch angle reflection no-load control is performed based on the pitch angle. A driving force control device for controlling the driving force so that the driving force corresponds to a line. When the pitch angle corresponds to climbing a slope, the control unit provides a driving force corresponding to the pitch angle reflecting no-road line existing on a side where the driving force is smaller than when the pitch angle indicates horizontal. 2. The driving force control device according to claim 1 , wherein the driving force is controlled such that the driving force is controlled as follows. When the pitch angle corresponds to a descending slope, the driving force corresponding to the pitch angle reflecting no-road line present on the side where the driving force increases compared to when the pitch angle indicates horizontal. 3. The driving force control device according to claim 1, wherein the driving force is controlled such that

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