JP7608284B2 - Motorcycle control device - Google Patents

Description

The present invention relates to a control device for a motorcycle.

Patent Document 1 shows a motorcycle that detects the freewheeling state of the drive wheels that occurs when the stand is up and suppresses the electric motor, without providing a switch or the like to detect the stand state. Specifically, when the motorcycle is started, it energizes the electric motor with PWM at a fixed duty ratio for a fixed period of time, and detects whether or not the motor is freewheeling based on the associated rate of increase in the number of times it operates.

JP 2018-30436 A

For example, in the case of motorcycles, it is desirable to ensure safety in the event that the accelerator is erroneously depressed when no rider is on board. For this reason, motorcycles are sometimes provided with a function that uses various sensors to determine whether or not a rider is on board, and prohibits torque output when no rider is on board. However, for example, when parking in a garage, there are cases where a rider wants to push the vehicle by hand when no rider is on board. If torque output was prohibited in such cases, it could become difficult to transport the vehicle.

The present invention was made in light of these circumstances, and one of its objectives is to provide a control device for a motorcycle that makes it easy to transport the vehicle.

The motorcycle control device of the present invention includes a vehicle speed detection unit that detects the vehicle speed, a drivability determination unit that determines whether the vehicle is in a drivable state or an inoperable state, and a torque control unit that controls the torque to the drive wheels of the vehicle based on the detection result of the vehicle speed detection unit and the determination result of the drivability determination unit. The drivability determination unit determines whether the vehicle is in a drivable state or an inoperable state based on at least one detection result from a seating sensor that detects whether an occupant is seated, a tilt sensor that detects the tilt of the vehicle, and a stand sensor that detects whether a stand supporting the vehicle is on or off. The torque control unit is configured to enable a torque limit for limiting the torque to the drive wheels to a torque limit value or less when a first condition is satisfied, with the vehicle speed detected by the vehicle speed detection unit being equal to or less than a threshold speed and the drivability determination unit determining that the vehicle is in an inoperable state being a first condition, and to disable the torque limit when the second condition is satisfied, with the vehicle speed detected by the vehicle speed detection unit being equal to or less than the threshold speed being a second condition.

The present invention makes it possible to easily transport vehicles.

1 is a schematic diagram showing an example of the configuration of a main part of a control device for a motorcycle according to a first embodiment of the present invention; 2 is a flowchart showing an example of processing contents of a torque limiting unit in FIG. 1 . 11 is a schematic diagram showing an example of the configuration of a main part of a control device for a motorcycle according to a second embodiment of the present invention. FIG. 4 is a flowchart showing an example of processing contents of a torque limiting unit in FIG. 3 . FIG. 4B is a flow diagram showing an example of the processing contents subsequent to FIG. 4A. FIG. 11 is a flowchart showing an example of processing performed by a torque limiting unit in a control device for a motorcycle as a comparative example of the present invention.

The following describes in detail the embodiments of the present invention with reference to the drawings.

(Embodiment 1)
"Outline of a motorcycle control device"
Fig. 1 is a schematic diagram showing an example of the configuration of the main parts of a control device for a motorcycle according to a first embodiment of the present invention. Fig. 1 shows a control device 10, which may be called an ECU (Engine Control Unit), for example, and various peripheral components of the control device 10. The various peripheral components include an electric motor 15, a rotation angle sensor 16, an accelerator sensor 17, an inclination sensor 18, a seat sensor 19, and a stand sensor 20.

The electric motor 15 is typically a three-phase brushless DC motor or the like, and is installed on the drive wheels of the motorcycle (also referred to as a vehicle in the specification). The rotation angle sensor 16 is composed of, for example, a Hall IC, a rotary encoder, a resolver, or the like, and detects the rotation angle of the electric motor 15. The accelerator sensor 17 detects the opening of the accelerator, in other words, the throttle.

The tilt sensor 18 is, for example, a three-axis acceleration sensor, a three-axis gyro sensor, a three-axis geomagnetic sensor, or a combination of these, and is installed somewhere on the vehicle to detect the tilt of the vehicle. The seat sensor 19 is, for example, a load sensor, and is installed around the vehicle seat to detect whether an occupant is seated. The stand sensor 20 is, for example, a switch, and is installed around the stand that supports the vehicle to detect whether the stand is on/off, in other words, lowered/raised.

The control device 10 is mounted somewhere on the vehicle, and includes a torque control unit 25, an inverter 26, a current sensor 27, a drivability determination unit 28, and a vehicle speed detection unit 29. The vehicle speed detection unit 29 detects the rotation speed of the electric motor 15, and thus the vehicle speed SP of the vehicle, based on the rate of change of the rotation angle detected by the rotation angle sensor 16, etc. The drivability determination unit 28 determines whether the vehicle is in a drivable state or an indrivable state based on the detection results of at least one of the tilt sensor 18, the seating sensor 19, and the stand sensor 20. In other words, the drivability determination unit 28 determines whether the vehicle and the occupant are ready to drive.

In detail, the driving feasibility determination unit 28 determines that the vehicle is not capable of driving when the seat sensor 19 detects that no person is seated, when the tilt sensor 18 detects a tilt of a predetermined value or more, or when the stand sensor 20 detects that the stand is on. In other cases, for example, when the seat sensor 19 detects that a person is seated, and the tilt sensor 18 does not detect a tilt of a predetermined value or more, and the stand sensor 20 detects that the stand is off, the driving feasibility determination unit 28 determines that the vehicle is capable of driving. Note that the conditions for determining whether or not the vehicle is capable of driving are not limited to this, and can be changed as appropriate depending on the type of sensor installed, the structure of the vehicle, etc.

The torque control unit 25 controls the torque to the drive wheels of the vehicle, i.e., the torque of the electric motor 15, via the inverter 26 based on the detection results of the accelerator sensor 17, the current sensor 27, and the vehicle speed detection unit 29, and the judgment result of the driving feasibility judgment unit 28. The inverter 26 is composed of, for example, three-phase switching elements, specifically six switching elements, etc. The inverter 26 supplies three-phase AC power to the electric motor 15 by performing switching control in response to three-phase PWM (Pulse Width Modulation) signals PWMu, PWMv, and PWMw from the torque control unit 25. At this time, the current sensor 27 detects the motor current Im flowing through the electric motor 15.

More specifically, the torque control unit 25 includes a torque command unit 35, a current controller 36, a PWM modulator 37, and a torque limiting unit 38. The torque command unit 35 calculates a torque command value, and therefore a current command value I ^* , based on the accelerator opening detected by the accelerator sensor 17. The current controller 36 calculates a duty ratio command value DT for bringing the error closer to zero based on the error between the current command value I ^* and the value of the motor current Im detected by the current sensor 27, using proportional-integral control (PI control) or the like.

The PWM modulator 37 receives the duty ratio command value DT from the current controller 36 and generates three-phase PWM signals PWMu, PWMv, and PWMw having the duty ratio. The torque limiting unit 38, which will be described in detail later, controls whether the torque limit is enabled or disabled using the enable signal E/disable signal D based on the vehicle speed SP detected by the vehicle speed detection unit 29 and the judgment result of the driving feasibility judgment unit 28.

When the torque limit is enabled, the torque to the drive wheels, i.e., the torque of the electric motor 15, is limited to a torque limit value Tlmt (Tlmt>0) or less. In detail, the torque limit unit 38 may, for example, instruct the torque command unit 35 on whether the torque limit is enabled/disabled and the torque limit value Tlmt, or may instruct the PWM modulator 37 on the limit value of the duty ratio command value.

In FIG. 1, the control device 10 is configured, for example, by a wiring board on which various components including a microcontroller and switching elements are mounted. The torque control unit 25, the drivability determination unit 28, and the vehicle speed detection unit 29 are realized, for example, by program processing using a processor in a microcontroller. However, some or all of the torque control unit 25, the drivability determination unit 28, and the vehicle speed detection unit 29 may be realized not only by program processing, but also by hardware such as an FPGA (Field Programmable Gate Array) or an ASIC (Application Specific Integrated Circuit).

Operation of the Torque Limiting Unit (Comparative Example)
Fig. 5 is a flow chart showing an example of the processing contents of the torque limiting unit in a control device for a motorcycle as a comparative example of the present invention. In Fig. 5, the torque limiting unit as the comparative example first determines whether the result of the determination by the drivability determination unit 28 is a drivable state or an indrivable state (step S401). Then, if the result of the determination in step S401 is a drivable state, the torque limiting unit permits torque output (step S402), and if the result is an indrivable state, the torque limiting unit prohibits torque output (step S403).

By using the process shown in FIG. 5, for example, if the accelerator is erroneously pressed when no passenger is in the vehicle, torque output is prohibited, which can improve safety. However, for example, when parking the vehicle in a garage, it may be necessary to manually push the vehicle when no passenger is in the vehicle. If torque output is prohibited in such a case, it may be difficult to transport the vehicle. Furthermore, with the process shown in FIG. 5, torque output may be prohibited even if, for example, the passenger lifts their hips while driving, which may cause problems with driving.

<<Operation of the Torque Limiting Unit (First Embodiment)>>
Fig. 2 is a flow diagram showing an example of the processing contents of the torque limiting unit in Fig. 1. For example, the torque limiting unit 38 in Fig. 1 repeatedly executes the flow of Fig. 2 at a predetermined control period. In Fig. 2, the torque limiting unit 38 first determines whether the vehicle speed SP detected by the vehicle speed detection unit 29 is equal to or lower than a threshold speed (step S101). The threshold speed is, for example, a human walking speed of 2 to 4 km per hour.

If the vehicle speed SP exceeds the threshold speed in step S101, the torque limiting unit 38 disables the torque limit (step S103). On the other hand, if the vehicle speed SP is equal to or less than the threshold speed in step S101, the torque limiting unit 38 determines whether the drivability determination unit 28 has determined that the vehicle is in a drivable state (step S102). If the drivability determination unit 28 has determined that the vehicle is in a drivable state, the torque limiting unit 38 disables the torque limit (step S103). On the other hand, if the drivability determination unit 28 has determined that the vehicle is in a non-drivable state, the torque limiting unit 38 enables the torque limit (step S104).

In this way, in the flow of FIG. 2, the torque limiting unit 38 sets a first condition that the vehicle speed SP is equal to or less than the threshold speed and that the vehicle is determined to be in an inoperable state, and enables the torque limit when the first condition is satisfied. The torque limiting unit 38 also sets a second condition that the vehicle speed SP exceeds the threshold speed, and disables the torque limit when the second condition is satisfied.

As a result, compared to the flow in Figure 5, it is possible to transport the vehicle more easily. Specifically, in a situation where the vehicle is being pushed and transported by hand without a passenger on board, torque output is permitted rather than prohibited, and instead limited. This allows the drive wheels to rotate within a limited range, making it easier to transport the vehicle. In addition, it is possible to increase safety. For example, even if the accelerator is accidentally opened wide during the process of transporting the vehicle, it is possible to prevent the vehicle from suddenly jumping out.

Furthermore, the torque limit is only effective at extremely low speeds, such as walking speed or slower, so it does not affect driving. For example, the torque limit can remain disabled even in situations where the occupant lifts their hips off the seat when cornering. The threshold speed in FIG. 2 may be set arbitrarily from outside. The torque limit value Tlmt when the torque limit is effective may also be set arbitrarily from outside.

<<Major Effects of the First Embodiment>>
As described above, by using the method of the first embodiment, it is possible to typically transport a vehicle easily. Note that, although Fig. 1 shows an example of a motorcycle using an electric motor 15, the method of the first embodiment is applicable not only to motor-driven motorcycles but also to engine-driven motorcycles in the same manner from the viewpoint of torque limitation. However, from the viewpoint of ease in realizing torque limitation, it is more beneficial to apply the method to motor-driven motorcycles rather than engine-driven motorcycles.

(Embodiment 2)
"Outline of a motorcycle control device"
Fig. 3 is a schematic diagram showing an example of the configuration of the main parts of a motorcycle control device according to a second embodiment of the present invention. A control device 10a shown in Fig. 3 is different from the example of the configuration in Fig. 1 in the configuration and processing contents of a torque limiting unit 38a. The torque limiting unit 38a shown in Fig. 3 includes a stop timer (stop detection unit) 40 and a limit value control unit 41. The detection result of the accelerator sensor 17 is also input to the torque limiting unit 38a.

The stop timer 40 detects whether the vehicle has been stopped for a certain period of time or more based on the vehicle speed SP from the vehicle speed detection unit 29. The certain period of time may be, for example, several seconds to several tens of seconds. The limit value control unit 41, which will be described in detail later, changes the torque limit value Tlmt in accordance with the difference between the vehicle speed SP from the vehicle speed detection unit 29 and a predetermined target speed when torque limiting is enabled. The target speed is a speed lower than the threshold speed.

<<Operation of the Torque Limiting Unit (Embodiment 2)>>
Fig. 4A is a flow chart showing an example of the processing contents of the torque limiting unit in Fig. 3. Fig. 4B is a flow chart showing an example of the processing contents subsequent to Fig. 4A. The torque limiting unit 38a in Fig. 3 repeatedly executes the flows of Fig. 4A and Fig. 4B at a predetermined control period. In Fig. 4A, the torque limiting unit 38a first determines whether the torque limit is enabled or disabled (step S201).

If torque limiting is enabled in step S201, the torque limiting unit 38a determines whether the vehicle speed SP is equal to or lower than the threshold speed (step S101a), as in the case of FIG. 2, and if the vehicle speed SP is equal to or lower than the threshold speed, determines whether the vehicle is in a drivable state (step S102a). Here, if the vehicle speed SP exceeds the threshold speed in step S101a, the torque limiting unit 38a, unlike the case of FIG. 2, further determines whether the accelerator is off based on the detection result of the accelerator sensor 17 (step S202).

Even if the vehicle speed SP is equal to or lower than the threshold speed in step S101a and it is determined in step S102a that the vehicle is in a drivable state, the torque limiting unit 38a, unlike the case in FIG. 2, further determines whether the accelerator is off (step S202). If the accelerator is off in step S202, the torque limiting unit 38a changes the torque limit from enabled to disabled (step S203). On the other hand, if it is determined in step S102a that the vehicle is in a non-drivable state or if the accelerator is on in step S202, the torque limiting unit 38a maintains the torque limit enabled.

In this way, when the torque limit is enabled, the torque limiting unit 38a disables the torque limit when the second condition described in FIG. 2 (i.e., vehicle speed SP>threshold speed) and the third condition are met, with the accelerator being off as the third condition. The torque limiting unit 38a also disables the torque limit when the vehicle is in a drivable state and the third condition is met. On the other hand, the torque limiting unit 38a maintains the validity of the torque limit when the third condition is not met. In other words, in order to change the torque limit from enabled to disabled, at least the accelerator needs to be turned off.

For example, consider a situation where the transporter is transporting the vehicle with the accelerator pedal open while the torque limit is active, and the vehicle enters a downhill slope. In this case, the vehicle speed SP may increase, and in the flow of FIG. 2, the torque limit may be released against the transporter's intention. If the flow of FIG. 4A is used, the torque limit will not be released unless the accelerator pedal is released in step S202, making it possible to prevent such release of the torque limit against the transporter's intention.

In addition, in the flow of FIG. 2, when the torque limit is enabled and the vehicle becomes drivable, the torque limit is released. In this case, for example, if the occupant adjusts the driving position with the accelerator open, the vehicle may suddenly accelerate. By using the flow of FIG. 4A, the torque limit is not released unless the accelerator is released in step S202, making it possible to prevent such a situation.

Next, if the torque limit is disabled in step S201, the torque limiting unit 38a determines whether the vehicle speed SP is equal to or less than the threshold speed (step S101b) as in the case of FIG. 2, and if the vehicle speed SP is equal to or less than the threshold speed, determines whether the vehicle is in a drivable state (step S102b). Here, if the vehicle speed SP exceeds the threshold speed in step S101b, the torque limiting unit 38a maintains the torque limit as disabled. Also, if the vehicle speed SP is equal to or less than the threshold speed in step S101b and it is determined that the vehicle is in a drivable state in step S102b, the torque limiting unit 38a maintains the torque limit as disabled.

On the other hand, if the vehicle speed SP is equal to or lower than the threshold speed in step S101b and it is determined in step S102b that the vehicle is in an inoperable state, the torque limiting unit 38a, unlike the case of FIG. 2, further determines whether the vehicle has been stopped for a certain period of time based on the detection result of the stop timer 40 (step S204). If the vehicle has been stopped for a certain period of time in step S204, the torque limiting unit 38a changes the torque limit from disabled to enabled (step S205), and if the vehicle has not been stopped for a certain period of time, the torque limiting unit 38a maintains the disabled torque limit.

In this way, when the torque limit is disabled, the torque limiting unit 38a enables the torque limit when the first condition described in FIG. 2 (i.e., vehicle speed≦threshold speed and driving is not possible) and the fourth condition are met, with the stop timer 40 detecting a stop for a certain period of time or more as the fourth condition. On the other hand, the torque limiting unit 38a maintains the disabled torque limit when the fourth condition is not met. In other words, to change the torque limit from disabled to enabled, in addition to the first condition, the vehicle needs to be stopped for a certain period of time or more.

For example, consider a case where an occupant enters an intersection while losing balance and driving the vehicle slowly, and wants to complete a right turn with the vehicle before a person traveling straight reaches the intersection. In this case, in the flow of FIG. 2, torque limiting may be enabled when turning right, and the vehicle may not be able to turn right at a sufficient speed. By using the flow of FIG. 4A, this situation can be prevented because torque limiting is not enabled unless step S204 detects that the vehicle has been stopped for a certain period of time. In other words, torque limiting is not enabled if the vehicle stops or nearly stops for a moment while traveling.

After executing the flow of FIG. 4A, the torque limiting unit 38a executes the flow of FIG. 4B. In FIG. 4B, the torque limiting unit 38a first determines whether the torque limit is enabled or disabled (step S301). If the torque limit is disabled, the torque limiting unit 38a ends the process. On the other hand, if the torque limit is enabled, the torque limiting unit 38a determines whether the vehicle speed SP detected by the vehicle speed detection unit 29 is equal to or lower than a threshold speed, for example, equal to or lower than a walking speed (step S301).

If the vehicle speed SP is equal to or less than the threshold speed in step S301, the torque limiting unit 38a uses the limit value control unit 41 to determine whether the vehicle speed SP is equal to or less than the target speed (step S302). If the vehicle speed SP is equal to or less than the target speed, the limit value control unit 41 gradually increases the torque limit value Tlmt (step S303), and if the vehicle speed SP exceeds the target speed, the torque limiting unit 38a gradually decreases the torque limit value Tlmt (step S304). Also, if the vehicle speed SP exceeds the threshold speed in step S301, the torque limiting unit 38a uses the limit value control unit 41 to gradually decrease the torque limit value Tlmt (step S304).

In this way, when the torque limit is active, the torque control unit 25 changes the torque limit value Tlmt according to the difference between the vehicle speed SP detected by the vehicle speed detection unit 29 and a predetermined target speed (target speed < threshold speed). In detail, the torque control unit 25 controls the increase/decrease of the torque limit value Tlmt so that the vehicle speed SP gradually approaches the target speed. The limit value control unit 41 may be, for example, a speed controller using PI control.

For example, when transporting a vehicle with the torque limit value Tlmt set to a constant value, the vehicle may suddenly accelerate or decelerate depending on the inclination of the road surface, i.e., the vehicle speed SP may suddenly change. Therefore, by using the flow in FIG. 4B, it becomes possible to suppress sudden changes in the vehicle speed SP by processing steps S303 and S304.

<<Major Effects of the Second Embodiment>>
As described above, by using the method of embodiment 2, it is possible to further improve safety in addition to the various effects described in embodiment 1. Specifically, it is possible to prevent a situation in which the torque limit is released against the intention, and to prevent unintended sudden acceleration or deceleration of the vehicle.

The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made without departing from the spirit of the invention. In addition, the material, shape, dimensions, number, installation location, etc. of each component in each of the above-described embodiments are arbitrary as long as they can achieve the present invention, and are not limited to the above-described embodiments.

10, 10a: control device, 15: electric motor, 16: rotation angle sensor, 17: accelerator sensor, 18: tilt sensor, 19: seat sensor, 20: stand sensor, 25: torque control unit, 26: inverter, 27: current sensor, 28: driving possibility determination unit, 29: vehicle speed detection unit, 35: torque command unit, 36: current controller, 37: PWM modulator, 38, 38a: torque limit unit, 40: stop timer (stop detection unit), 41: limit value control unit, D: invalid signal, DT: duty ratio command value, E: valid signal, I ^* : current command value, Im: motor current, PWMu, PWMv, PWMw: PWM signal, SP: vehicle speed, Tlmt: torque limit value

Claims (7)

A vehicle speed detection unit that detects the speed of a vehicle;
a drivability determination unit that determines whether the vehicle is in a drivable state or an indrivable state;
a torque control unit that controls a torque to a drive wheel of the vehicle based on a detection result of the vehicle speed detection unit and a determination result of the drive feasibility determination unit;
having
the drivability determination unit determines whether the vehicle is in a drivable state or in a non-drivable state based on at least one detection result of a seating sensor that detects whether an occupant is seated, a tilt sensor that detects the tilt of the vehicle, and a stand sensor that detects on/off of a stand that supports the vehicle,
The torque control unit is
a first condition is that the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a threshold speed and that the drivability determination unit has determined that the vehicle is in an inoperable state, and when the first condition is satisfied, a torque limit for limiting the torque to the drive wheels to a torque limit value or less is enabled; and a second condition is that the vehicle speed detected by the vehicle speed detection unit exceeds the threshold speed, and when the second condition is satisfied, the torque limit is disabled ;
In a state where the torque limit is effective, a third condition is that the accelerator is off, and when the second condition and the third condition are satisfied, the torque limit is invalidated, and when the third condition is not satisfied, the torque limit is maintained effective.
A control device for a motorcycle. The driving possibility determination unit determines that the driving is impossible when the seat sensor detects that no person is seated, when the tilt sensor detects that the tilt is equal to or greater than a predetermined value, or when the stand sensor detects that the stand is on.
The control device for a motorcycle according to claim 1. The threshold speed is a walking speed.
The control device for a motorcycle according to claim 1. The motorcycle control device according to any one of claims 1 to 3,
a vehicle stop detection unit that detects whether the vehicle has been stopped for a certain period of time or more;
When the torque limit is disabled, the torque control unit sets a fourth condition that the vehicle stop detection unit detects a vehicle stop for a certain period of time or more, and enables the torque limit when the first condition and the fourth condition are satisfied, and maintains the disabled torque limit when the fourth condition is not satisfied.
A control device for a motorcycle. The torque control unit changes the torque limit value in accordance with a difference between the vehicle speed detected by the vehicle speed detection unit and a predetermined target speed when the torque limit is enabled.
The control device for a motorcycle according to any one of claims 1 to 3. The torque control unit controls the torque of an electric motor installed on the drive wheel.
The control device for a motorcycle according to any one of claims 1 to 3. A vehicle speed detection unit that detects the speed of a vehicle;
a drivability determination unit that determines whether the vehicle is in a drivable state or an indrivable state;
a torque control unit that controls a torque to a drive wheel of the vehicle based on a detection result of the vehicle speed detection unit and a determination result of the drive feasibility determination unit;
having
the drivability determination unit determines whether the vehicle is in the drivable state or the inoperable state based on at least one detection result of a seating sensor that detects whether an occupant is seated, a tilt sensor that detects the tilt of the vehicle, and a stand sensor that detects whether a stand that supports the vehicle is on or off,
the torque control unit sets a first condition that the vehicle speed detected by the vehicle speed detection unit is equal to or lower than a threshold speed and that the drivability determination unit has determined that the vehicle is in an undrivable state, and enables a torque limit for limiting the torque to the drive wheels to a torque limit value or less when the first condition is satisfied; sets a second condition that the vehicle speed detected by the vehicle speed detection unit exceeds the threshold speed, and disables the torque limit when the second condition is satisfied;
Further, a vehicle stop detection unit is provided for detecting whether the vehicle has been stopped for a certain period of time or more,
When the torque limit is disabled, the torque control unit sets a fourth condition that the vehicle stop detection unit detects a vehicle stop for a certain period of time or more, and enables the torque limit when the first condition and the fourth condition are satisfied, and maintains the disabled torque limit when the fourth condition is not satisfied.
A control device for a motorcycle.

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