JPH0599012A - Rotation control device for wheel - Google Patents

Abstract

(57) [Summary] [Purpose] By controlling the fuel supply state, the drive wheels are kept in the rotational speed range where traction is effectively obtained. [Structure] A deviation calculation circuit 26 obtains a signal proportional to a deviation ratio of a rear wheel of a motorcycle based on an output of a front wheel speed sensor 2 and an output of a rear wheel speed sensor 4 and outputs the signal to a control logic 37. The acceleration calculation circuit 30 obtains a signal corresponding to the acceleration of the rear wheel of the motorcycle based on the output of the rear wheel speed sensor 4 and outputs the signal to the control logic 37. The mode switch 9 is turned on when the drive wheel rotation control is enabled, and is turned off when the drive wheel rotation control is disabled, and outputs a signal corresponding to the state to the control logic 37. . Control logic 37
Calculates the slip state of the drive wheel (rear wheel) corresponding to the vehicle speed based on each signal, and controls the rotation of the drive wheel by the motor drive circuit 38.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention controls the fuel supply state.
The traction of the drive wheels can be effectively obtained by
To control the rotation of the wheel so that
It is related. 2. Description of the Related Art Recently, in various vehicles, there are mud roads and snow roads.
Engine to improve running performance on rough roads such as
Various improvements were made from both sides of the body and body frame.
ing. For example, to convert the rotational force of the drive wheels into running force
The ear traction can improve the tire rib pattern.
Can be improved to some extent. However, this is not the case.
Even if such improvements are made, it is
The rotating wheel has a larger rotation speed than the rotation speed corresponding to the vehicle speed.
Speed and still maximize tire traction
It hasn't come to effective use yet. Particularly in a motorcycle, the number of drive wheels is one.
Because of this, it stacks more in mud and sand than in four-wheeled vehicles.
Easy, and in such a case, do not cause excessive slip.
In such a condition that the vehicle body is pushed out to escape.
It is difficult to obtain the driving force according to
It was Details are disclosed in Japanese Patent Publication No. 55-46494.
It The present invention has been made in view of the above circumstances.
Therefore, at the discretion of the driver, the driving force by the above control means
Control operation / non-operation can be switched freely, width of motorcycle
The driving force can be easily obtained according to a wide range of usage conditions.
An object of the present invention is to provide a wheel rotation control device. Means for Solving the Problems To solve the above-mentioned problems
Therefore, in the present invention, the rotation speed of the driven wheel is detected.
Driven wheel speed sensor and drive that detects the rotational speed of the drive wheels
A wheel speed sensor, the output of the driven wheel speed sensor and the drive
Based on the output of the driving wheel speed sensor,
Calculate the slip condition of the corresponding vehicle and
Control means for controlling the rotation of the drive wheels according to
In the rotation control device for motorcycles,
A switch means is provided near the switch
Switching the operation / non-operation of the control means by operating the step
It is characterized by being free. [0007] The rotation speed of the driven wheel and the driving wheel by each sensor
And based on the outputs of both of these sensors
The slip of the vehicle corresponding to the vehicle speed of the drive wheels is controlled by the control means.
The drive wheel rotation according to the slip condition
To control. Then, the drive force control by the control means is performed.
A switch hand that activates / deactivates near the driver's hand.
Depending on the tier, depending on the driver's judgment, the usage conditions of the motorcycle
Switch freely according to your needs. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A wheel rotation control device according to the present invention will be described below.
Embodiments will be described with reference to the drawings. First, to explain the example
First, the basic principle of this rotation control device will be described. Thailand
Rotational peripheral speed corresponding to the vehicle speed of yatraction and drive wheels
Degree and the actual rotational peripheral speed (hereinafter referred to as the deviation rate) and
Considering the relationship of, the deviation rate of tire traction is
It becomes maximum at a certain value (for example, 5% to 10%).
Is known. Therefore, this rotation control device
Greater than the first standard deviation rate, which is the standard with a deviation rate of
And the first reference acceleration that serves as a reference with the acceleration of the drive wheels
If it is larger, or if the deviation ratio of the driving wheels is the first base.
When the second standard deviation ratio, which is larger than the quasi-bias ratio, is exceeded
To reduce the fuel supply and reduce the engine output.
To prevent excessive rotation of the drive wheels.
It is based on the principle. 1 to 6 show an embodiment of the present invention.
It shows the case where it is applied to the motorcycle A and is shown in FIG.
To the axle 1a of the front wheel (follower) 1 of the motorcycle A.
Is the front wheel speed sensor (driven wheel speed sensor) 2 and the rear wheel
The rear wheel speed sensor (drive wheel speed) is attached to the axle 3a of the (drive wheel) 3.
Degree sensor) 4. Each of these sensors
2 and 4 both have a frequency proportional to the rotation speed of the corresponding wheel.
This is a known sensor that outputs a sine wave that it has. In addition, in the handle portion 5 of this motorcycle A
As shown in FIG. 2, the handle pipe 6 on the right side of the
Throttle grip (throttle operation part) 7 at the tip
Position sensor 8 for detecting the rotational position (operation position) of the
(Hereinafter, this position sensor will be referred to as a throttle opening sensor for convenience.
Is called). This throttle opening sensor
The rotor 8 is composed of a potentiometer, and its rotation
The shaft is linked with the throttle grip 7.
There is. Also, the slot in the handle pipe 6
Slip prevention control should be enabled near the ru-grip 7.
Mode switch to select whether to enable or disable
Chi 9 is provided. The mode switch 9
Although not shown, the handle at the tip of the left handle pipe 6
It is provided near the grip and can be switched when the clutch is operated.
You may do it. Further, the carburetor of the motorcycle A
As shown in FIG. 3, reference numeral 10 denotes the opening surface of the main jet 11.
Change the product (ie the opening of this carburetor 10
DC motor 12 and this carburetor 10
A carburetor opening sensor 13 for detecting the opening is installed.
The fuel supply according to this embodiment is
A supply state detecting means is configured. This carburetor 10
Is mounted on the carburetor body 10a so as to be rotatable.
The bolt 14 and the screw portion 14a of the bolt 14,
The piston 15 that moves up and down according to the rotation of the
It has a needle 16 attached to the piston 15
When the bolt 14 is rotated, the main jet
The opening area of 11 is changed, and it is sent to the suction passage 17 by this.
So that the amount of fuel
Is adjusted). The DC motor 12 has a motor shaft
The gear 12b attached to 12a and the bolt 14
Rotate the bolt 14 via the attached gear 18.
The carburetor opening sensor 13 is
This potentiometer consists of a potentiometer.
The rotary shaft 13a of the motor is attached to the rotary shaft 13a of the same gear 18 as described above.
So as to work with the bolt 14 via the gear wheel 19
It has become. On the other hand, the body frame of this motorcycle A
In the frame 20, the above-mentioned
Sensors 2, 4, 8, 13, mode switch 9 and DC
Control circuit unit connected to the data
22 is provided. Control provided in the control circuit unit 22
The circuit 22A is constructed as shown in FIG. Below, figure
4, the output of the front wheel speed sensor 2 is
It is input to the FV converter 23 in the circuit 22A. This F
The -V converter 23 converts the frequency of the output of the sensor 2 into a voltage.
It is converted, and its output is the front wheel rotation peripheral speed Vf.
A voltage Evf proportional to is obtained. This voltage Evf is supplied to the low pass filter 24.
Be paid. This low-pass filter 24 changes the voltage Evf
Smooth and compensate for the vehicle speed (estimated speed) Vb of the motorcycle A.
The corresponding voltage Evb is output. This voltage Evb is the first
Of the drive wheel rotation control.
The electric power corresponding to the reference vehicle speed V2, which is the switching level
It is compared with the pressure Ev2.
And need to switch between high speed). Therefore this
From the comparator 25, when Vb ≧ V2, that is, drive wheel rotation
The control must be performed in a control mode different from the control mode at low speed.
Binary logic signal S2 which becomes "1" signal only when it is not necessary
Is output. Further, the voltage Evb is supplied to the deviation rate calculation circuit 26.
Is also supplied, but for this deviation ratio calculation circuit 26
It will be described later. On the other hand, the output of the rear wheel speed sensor 4 is
It is input to the FV converter 27 in the control circuit 22A.
This FV converter 27 is the same as the FV converter 23.
Therefore, from the FV converter 27, the rear wheel rotation is
A voltage Evr proportional to the peripheral speed Vr is output. This phone
The pressure Evr is supplied to the deviation rate calculation circuit 26. Biased performance
The calculation circuit 26 uses the voltage E corresponding to the above-mentioned estimated vehicle speed Vb.
From vb and this voltage Evr, proportional to the deviation ratio λ of the rear wheel 3
The calculated voltage Eλ is obtained and output. That is, the deviation rate calculation circuit 26
Since λ is defined as λ = (Vr-Vb) / Vb ... (1), the expression (Evr-Evb) / Evb
Then, the voltage Eλ is calculated. This voltage Eλ is
It is supplied to the second and third comparators 28 and 29, respectively. This comparator
28 is the first voltage when the drive wheel rotation control is performed with the voltage Eλ.
Is compared with the voltage Eλ1 corresponding to the reference deviation rate λ1 of Eλ ≧
Outputs a binary logic signal Λ1 that becomes a "1" signal only when Eλ1
To do. Further, the comparator 29 supplies the voltage Eλ to the drive wheel rotation.
The second standard deviation rate λ2 (where λ2> λ
Compared with the voltage Eλ2 corresponding to 1), when Eλ ≧ Eλ2,
Only the binary logic signal Λ2 that becomes the "1" signal is output. on the other hand,
The voltage Evr output from the FV converter 27 is the acceleration calculation time.
It is also supplied to road 30. This acceleration calculation circuit 30
From the pressure Evr, the voltage Eω proportional to the acceleration ω of the rear wheel 3
Ask and output. That is, this acceleration calculation circuit 30 is
Is a road, and the acceleration ω is ω = (1 / g) · (dVr / dt) (2) (where g is the gravitational acceleration), the voltage Evr is differentiated, and In this differentiation result
The voltage Eω is calculated by multiplying the voltage corresponding to 1 / g. This
Is supplied to the fourth to seventh comparators 31 to 34, respectively.
Be done. The comparator 31 controls the voltage Eω to control the drive wheel rotation.
To the first reference acceleration ω1 of the rear wheel 3 which is the reference when performing
Compared with the corresponding voltage Eω1, only when Eω ≧ Eω1
It outputs a binary logic signal Ω + 1 that becomes a "1" signal. Further, the comparator 32 similarly supplies the voltage Eω to the rear wheel 3.
The voltage corresponding to the second reference acceleration ω2 (where ω2> ω1)
Compared with the pressure Eω2, the signal becomes “1” only when Eω ≧ Eω2.
Output a binary logic signal Ω + 2, and comparators 33 and 34 are the same.
The voltage Eω against the first reference deceleration −ω1 of the rear wheel 3.
Corresponding voltage −Eω1 and second reference deceleration −ω2 (only
And compare each with -Eω2 corresponding to -ω2 <-ω1)
However, a signal Ω-1 that becomes a "1" signal only when Eω ≤ -Eω1
And a signal that becomes a "1" signal only when Eω≤-Eω2 Ω-2
Are output respectively. One contact of the mode switch 9 is
Grounded and the other contact powered via pull-up resistor 35
Connected to + E, thus connecting resistor 35 and the other end of switch 9
Switch 9 to activate the drive wheel rotation control at the connection point of
When it is opened, it becomes a "1" signal, while driving wheel rotation control
"0" signal when the switch 9 is closed to disable
Signal CUT (negative action; see figure)
You can get it. Further, the throttle opening sensor 8 (pot
Carburetor opening sensor 13
Fixed terminals 8a and 13 on each side (also potentiometer)
a is grounded, and the other fixed terminals 8b and 13b are connected to the power source + E.
Connected to the sliding terminal 8c of the sensor 8
Rotation position of the throttle grip 7 (hereinafter, this rotation position
Is referred to as a throttle opening Ot for convenience).
is obtained, and the sliding terminal 13C of the sensor 13 has a front
A voltage Eoc proportional to the opening degree Oc of the carburetor 10 is obtained.
Be done. Then, both these voltages Eot and Eoc are
It is supplied to the comparator 36 of 8 and compared, and from this comparator 36
Is Eot ≦ Eoc, that is, the throttle opening O
When "t" is smaller than the carburetor opening degree Oc, a "1" signal is output.
And a binary logic signal that becomes a "0" signal in the opposite case
U (negative action; see figure) / D is output
It Each of the binary logic signals Λ1, Λ2, Ω + 1, and
Ω + 2, Ω-1, Ω-2, U / D, CUT, S2 are "1" signals
Table 1 shows a summary of the conditions. [Table 1] Signal name “1” signal condition Λ1 ……………… (bias rate λ) ≧ (first reference bias rate λ1) Λ2 ………… (bias rate λ) ≧ (second reference deviation ratio λ2) Ω + 1 ………… (acceleration ω) ≧ (first reference acceleration ω1) Ω + 2 ………… (acceleration ω) ≧ (first Reference acceleration ω2) Ω-1 ……………… (acceleration ω) ≦ (first reference acceleration −ω1) Ω-2 ……………… (acceleration ω) ≦ (first reference acceleration −ω2) U / D ………… (Throttle opening Ot) ≤ (Carburettor opening Oc) CUT ………… When the drive wheel rotation control is enabled S2 ………… (Estimated vehicle speed Vb) ≧ ( Second reference speed V2) And the above binary logic signals Λ1, Λ2, Ω
+1, Ω + 2, Ω-1, Ω-2, CUT, U / D, S2 are control
Supplied to the roll logic 37. This control logic
As will be described in detail later, the lock 37 is based on each of the above signals,
When increasing the carburetor opening Oc, a "1" signal
Signal P or the carburetor opening degree Oc
If necessary, output the signal N, which becomes the “1” signal, if necessary.
It These signals P and N are supplied to the motor drive circuit 38.
It The motor drive circuit 38 is an NPN transistor.
With the transistors 39-42 and PNP transistors 43, 44, etc.
In the well-known circuit, the battery power + EB is used as the power source.
It is what is supplied. This motor drive circuit 38
When the signal P becomes a "1" signal, the transistors 39, 42, 43
Current flows in the DC motor 12 in the direction of the arrow shown in the figure.
I is caused to flow to rotate the motor 12 in the normal direction.
Increase the bullet opening Oc, while the signal N is "1" signal.
Then, the transistors 40, 41, and 44 become conductive, so the motor
A current I in the direction opposite to the arrow shown in FIG.
12 is reversed and the carburetor opening degree Oc is changed by this.
Reduce. Next, the configuration of the control logic 37 will be described.
This will be described with reference to FIG. In this figure, reference numerals 50 to 56
Is an AND gate, reference numerals 57 to 61 are OR gates, reference numerals 62 to 64
Is an inverter, and reference numerals 65 and 66 are NAND gates. Well
Also, reference numeral 67 delays only the falling edge of the input signal.
The delay circuit, code 68, has a cycle of T when the input signal becomes "1".
Outputs a pulse signal with a duty ratio of 1 and 1/2
Pulse generator, and the code 69, the input signal becomes "1"
And a pulse signal with a cycle of T2 and a duty ratio of 1/2
It is a pulse generator that outputs a signal. And in this figure
The portion indicated by reference numeral 70 indicates whether or not drive wheel rotation control is to be performed.
Is the logic part that determines the
So that the AND gate 51 outputs a "1" signal
Is becoming The condition for performing this drive wheel rotation control is the bias.
The ratio λ is greater than the first reference deviation ratio λ1 and the acceleration ω is
Greater than the first reference acceleration ω1 or the deviation rate
Either λ is larger than the second standard deviation rate λ2
In this case, the drive wheel rotation control is performed by the switch 9.
This is the case when the control is valid. This logic part
The drive wheel rotation control condition for 70 is intermittent at short time intervals.
Delay circuit 67 is provided to prevent
ing. Next, the portion indicated by reference numeral 71 is the carburetor opening degree.
A logic unit that determines the condition for reducing Oc.
Therefore, the conditions for reducing the carburetor opening Oc are satisfied.
When it is raised, OR gate 59 outputs "1" signal
It is like this. Article for reducing the carburetor opening degree Oc
The condition is that the deviation rate λ is larger than the first reference deviation rate λ1 and
If the acceleration ω is larger than the first reference acceleration ω1,
Is the deviation rate λ is greater than the second reference deviation rate λ2 and accelerates
If the degree ω is larger than the first reference deceleration −ω1,
Is the deviation ratio λ is greater than the second reference deviation ratio λ2 and
The velocity ω is larger than the second reference acceleration ω2, and it is estimated
If the vehicle body speed Vb is higher than the reference vehicle body speed V2,
That is the case. In these three cases,
In two cases, the carburetor opening degree Oc is gradually reduced.
In the other case, the carburetor opening degree Oc is
Reduced at normal speed. Next, a portion denoted by reference numeral 72 is a carburetor.
When the conditions for reducing the opening Oc are not met
Hold the carburetor opening Oc or increase it
It is the logic part that decides whether or not to activate, and the carburetor is opened.
If you want to keep Oc, the NAND gate 66 sends a “0” signal.
Or when increasing the carburetor opening Oc
So that the "1" signal is output from the NAND gate 66.
Is becoming The carburetor opening degree Oc is maintained.
The condition is that the deviation rate λ is larger than the first reference deviation rate λ1.
Or the acceleration ω is smaller than the first reference deceleration −ω1
One of the two cases (larger in the negative direction), or
The condition for increasing the carburetor opening degree Oc is acceleration ω
Is smaller than the second reference deceleration −ω2 (larger in the negative direction)
), Otherwise the carburetor opening O
The condition for gradually decreasing c is established. Next, the operation of this embodiment with the above configuration
The operation will be described with reference to the waveform chart shown in FIG. This figure
6 is the case when acceleration is performed by increasing the throttle opening Ot.
The process of driving wheel rotation control in the case of
(A) shows the rear wheel rotation peripheral speed Vr and the front wheel rotation peripheral speed Vf.
If the estimated vehicle speed Vb calculated from
In addition, the deviation rate λ of the rear wheel 3 with respect to this estimated vehicle speed Vb
Is equal to the first standard deviation rate λ1
The velocity V (r-λ1) is the one-dot chain line, and the deviation rate λ is the second
The rear wheel rotational peripheral speed V that is equal to the standard deviation rate λ2 of
(R-λ2) is indicated by a chain double-dashed line, and the second criterion
The speed V2 is indicated by a broken line. Further, the acceleration ω of the rear wheel 3 is shown in FIG.
It is shown. Furthermore, the signals Λ are shown in FIGS.
The waveforms of 1, Λ2, Ω + 1, Ω + 2, Ω-1, Ω-2, P and N are
Furthermore, the change in the carburetor opening degree Oc is shown in FIG.
Has been done. First, the mode switch 9 of FIG. 4 is closed.
If the drive wheel rotation control is disabled, signal CU
Since T becomes "0", the output of the AND gate 51 in FIG.
It becomes a "0" signal, and as a result, the AND gate 55 receives a "0" signal.
No. and NAND gates 65 and 66 both output a "1" signal. Therefore, in this case, the throttle opening O
The relation between t and the carburetor opening degree Oc is Ot ≦
When the signal U / D becomes “1”, the OR gate 61 opens and the signal
N becomes "1", and as a result, the carburetor opening degree Oc decreases.
On the contrary, Ot> Oc and the signal U / D becomes “0”.
Then, the output of the inverter 64 becomes "1" and the AND gate
56 opens and the signal P becomes "1", and the carburetor opening is O.
c is increased. Thus, in this case, open the carburetor.
The degree Oc always follows the throttle opening Ot, and the carburetor
-Fuel is supplied according to the opening degree Oc. Next,
Switch 9 is opened and drive wheel rotation control is enabled.
Will be explained. In this case, the signal U / D is "1"
Since the OR gate 61 unconditionally opens at this time, the signal N is output.
It That is, even in this case, the throttle
When the opening Ot is decreased, the carburetor opening Oc
It will be reduced accordingly. On the other hand, the throttle opening Ot
When increased, it becomes as follows. Now, in FIG.
If the Bullet opening Oc is a constant value Oco and the motorcycle A
Is traveling at a constant speed V0. Here at time t0
The driver accelerates by increasing the throttle opening Ot.
Let's say you started. In this case, the signal U / D becomes "0".
Therefore, the output of the inverter 64 in FIG. 5 becomes "1". By the way, at this point, the rear wheel 3 is still
Since there is no excessive rotation of, the signals Λ1 and Λ2 are both
Since it is “0”, the output of the AND gate 51 is
Since it is “0”, the outputs of NAND gates 65 and 66 are both
Since it is "1", the signal P is output. Hiding
In this case, as shown in the time t0 to t2 in FIG.
The carburetor opening degree Oc is generated by the signal P output like
Is increased, and as a result, the rear wheel rotation peripheral speed Vr is increased,
Further, this also increases the estimated vehicle body speed Vb. Naoko
At time t1 during the period, the acceleration ω of the rear wheel 3 is equal to the first
Since the reference acceleration ω1 is exceeded, the signal Ω + 1 changes from "0"
It has changed to "1". Next, at time t2, the velocity V
The velocity V (r-λ1) where r is the first reference deviation rate λ1
(That is, the deviation rate λ is the first reference deviation rate)
Signal Λ1 changes from “0” to “1” (because it exceeds λ1)
It As a result, the AND gate 50 shown in FIG.
The output of AND gate 51 becomes "1", and
The pulse signal of the cycle T1 is output from the pulse generator 68 because the switch 52 opens.
Is output, and this pulse signal is sent through the OR gate 59.
It will be supplied to the AND gate 55. As a result,
Since the output of the NAND gate 55 is a pulse signal, the signal N is also
It becomes a pulse signal. Thus, in this case shown in FIG.
As described above, the carburetor opening degree Oc depends on the pulsed signal N.
As a result, the fuel supply amount is gradually reduced and accelerated.
The degree ω also decreases. Next, at time t3, acceleration ω1 or less
When the signal drops to 0, the signal Ω + 1 becomes “0”, and as a result,
AND gate 52 is closed and signal N is not output.
Also, at this time t3, the AND gate 50 is also closed.
However, the delay circuit 67 continues to output the "1" signal.
Therefore, the output of the AND gate 51 remains "1". On the other hand, at this time t3, the signal
Λ1 is still “1” and the signal Ω-2 is “0”
Therefore, the output of the NAND gate 66 becomes a "0" signal,
Although the output of the inverter 64 is "1", the signal P is
It becomes "0". That is, from time t3, signals N and P
Both become "0" and the carburetor opening degree Oc is held.
It Then, as shown in Fig. 6, the acceleration ω continues to decrease and continues.
When the acceleration ω turns negative, the velocity Vr begins to decrease.
It Next, at time t4, the acceleration ω decreases by the reference value.
When the speed drops below -ω, the signal Ω-1 changes from "0" to "1".
Although it changes, at this time, the control condition of the carburetor opening degree Oc
There is no change in the matter. Next, at time t5, the speed V
When r falls below the velocity V (r-λ1), the signal Λ1 becomes
It changes from "1" signal to "0" signal, but at this point
Since the signal Ω-1 is already "1", the carburetor opens.
The control condition of the degree Oc remains unchanged. Next, at time t6, the acceleration ω is the reference
When deceleration increases to ω1 or more, the signal Ω-1 changes from "1"
Change to "0". Then, in FIG. 5, the OR gate
The output of 60 is the pulse of the cycle T2 output by the pulse generator 69.
It will be equal to the signal. This pulse generator 69
Is due to the "1" signal output from the AND gate 51
It is being operated. Therefore, the output of NAND gate 66 is
Becomes a loose signal, and as a result, the signal P also becomes a pulse signal,
As a result, the carburetor opening degree Oc is gradually increased.
Then, the fuel supply amount is gradually increased. Below, even after time t6,
According to the operating principle, the signals P and N are controlled,
Therefore, the carburetor opening degree Oc is controlled. Note that FIG.
In the period from time t7 to t8 in FIG.
When the gate 54 opens, the signal N changes to level "1".
As a result, the carburetor opening degree Oc is reduced, and as shown in FIG.
In the period from time t9 to time t10 in FIG.
Data 63 outputs “0”, so NAND gate 66
Outputs "1" again, and at this time the NAND gate
Since 65 also outputs "1", the signal P has a level state.
It becomes "1" and the carburetor opening degree Oc is increased. Thus, according to this embodiment, the deviation rate
Using λ, acceleration ω, and estimated vehicle body speed Vb as parameters,
The carburetor opening degree Oc is controlled, and the bias rate is controlled by this.
λ is controlled and tire traction is used very effectively
Will be done. Next, another embodiment of the present invention will be described with reference to FIG.
The description will be made with reference to FIGS. In this example,
Central processing unit such as an i-processor (hereinafter abbreviated as CPU)
(Referred to as)). FIG. 7 shows that the control circuit unit 22 is provided.
2 is a block diagram showing the configuration of a control circuit 22b according to the present invention.
In FIG. 4, parts corresponding to the parts shown in FIG.
No. and its description is omitted. In FIG. 7, the CPU
80 operates according to a program stored in a storage unit (not shown).
It is a microprocessor, and is also shown by reference numeral 81.
Is the data bus of the same CPU. Next, the CPU 80 and the sensors 2, 4,
8, 13, the mode switch 9, and the motor drive circuit 38
The waveform shaping circuit 82 is the front wheel.
Amplify the sine wave output by the drive sensor 2 and convert it to a rectangular wave
The rectangular wave is supplied to the period measuring circuit 83.
The cycle measuring circuit 83 consists of a counter and has a reference clock.
Clocks are counted and output for each one cycle of the rectangular wave.
Is. Therefore, from this cycle measuring circuit 83,
If the output cycle of the degree sensor 2 is Tf,
The exemplified digital data Dtf is output. Waveform shaping times
The path 84 and the period measuring circuit 85 are the waveform shaping circuit 82 and the period measuring circuit.
It is configured in the same way as the constant circuit 83, and the period measuring circuit 85
Are proportional to the cycle Tr of the output of the rear wheel speed sensor 4.
The digital data Dtr is output. Next, the A / D converter (analog digital
(Converter) 86 is a voltage output from the carburetor opening sensor 13
This A / D converter 86
Is the digital data corresponding to the carburetor opening Oc
Is output. Similarly, the A / D converter 87
It outputs digital data corresponding to the opening degree Ot.
The timer 88 is provided for the CPU 80 to know the passage of time.
This timer 88 is started by the CPU 80.
After a predetermined time set by the CPU 80, the CPU
Tell 80 that time has passed. Also input port
The switch 89 is provided for the CPU 80 to read the signal CUT.
Also, the signal port 90 allows the CPU 80 to send signals N and P.
It is provided for outputting. Next, the operation of the control circuit 22B will be described with reference to FIG.
And a flowchart shown in FIG. Figure 8
And the flowchart shown in FIG. 9 is executed by the CPU 80.
This shows the flow of the control program
The ram is calibrated during normal operation and drive wheel rotation control.
The cycle is short enough to control the throttle opening Oc.
It is designed to be executed on a periodic basis. Below, this flow
The chart will be described in order. First, this control program
When execution of the ram is started, the CPU 80 causes the CPU shown in FIG.
At step S1, the output of the cycle measuring circuit 83, that is, the front wheel
The cycle data Dtf of the speed sensor 2 is read. Next, the CPU 80 moves to step S2.
Then, from this cycle data Dtf, the rotational peripheral speed Vf of the front wheel 1 is calculated.
Is proportional to the reciprocal of the periodic data Dtf, so CP
U80 speeds up by multiplying the reciprocal of Dtf by a preset constant.
The degree Vf is calculated. Next, the CPU 80 puts out the step S3.
Then, use this speed Vf with a filtering program
Smooth and determine the estimated vehicle speed Vb. Then the CPU 80
In steps S4 and S5, the steps S1 and S2 are performed.
In the same manner as the above, from the cycle data Dtr, the rotational peripheral speed of the rear wheel
Calculate Vr. The CPU 80, in step S6,
Acceleration of the rear wheel 3 from the speed Vr according to the calculation of the equation (2).
The degree ω is calculated, and in step S7, the speed
The deviation of the rear wheel 3 is calculated according to the equation (1) from Vr and Vb.
Calculate the rate λ. Next, the CPU 80 executes steps S8 and S
9 through the A / D converters 86 and 87, respectively.
Read the Bullet opening Oc and throttle opening Ot
In step S10, the input port 89
Then, the state of the signal CUT is read. Next, the CPU 80 proceeds to step S11 and
The velocity Vb, the acceleration ω, and the deviation rate obtained as described above.
λ, cab opening Oc, throttle opening Ot, and signal
The state of the CUT and the value stored in advance in a storage unit (not shown)
The first and second reference deviation ratios λ1, λ2, the first and second bases
Quasi acceleration ω1, ω2, first and second reference deceleration −ω1, −
ω2 and the second reference speed V2, and the state of the timer 88
Based on the cab opening degree control program CON shown in FIG.
T, which causes the signal N,
P is output if necessary, and then step S1 is performed again.
Return. Then, the steps S1 to S11 explained above.
Is executed periodically. Then, according to this embodiment
Also, as in the above-described embodiment, the deviation ratio λ of the rear wheel 3 is optimized.
Can be controlled to
You can make effective use of Yattraction. As described above, according to the present invention.
For example, each sensor detects the rotational speed of the driven and driven wheels.
Based on the outputs of both these sensors.
Calculate the slip condition of the vehicle corresponding to the vehicle speed of the driving wheels,
A control hand that controls the rotation of the drive wheels according to the slip state
Switch means that can switch the operation / non-operation of the stage
Since it was near the driver's hand, the above
Freely switch on / off of driving force control by control means
To obtain a driving force suitable for a wide range of motorcycle usage conditions.
The advantage is that it can

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied. FIG. 2 is a partially enlarged view of a handle portion of the motorcycle. FIG. 3 is a schematic diagram of a carburetor of the motorcycle. FIG. 4 is a block diagram showing a configuration of a control circuit in one embodiment of the present invention. 5 is a logic diagram showing details of a control logic in the control circuit shown in FIG. 6 is a waveform diagram for explaining the operation of the control circuit shown in FIG. FIG. 7 is a block diagram showing a configuration of a control circuit according to another embodiment of the present invention. 8 is a flow chart for explaining a program of the central processing unit in the control circuit shown in FIG. 9 is a flowchart for explaining a program of the central processing unit in the control circuit shown in FIG. [Explanation of Codes] 1 driven wheel (front wheel) 2 driven wheel speed sensor (front wheel speed sensor) 3 driving wheel (rear wheel) 4 driving wheel speed sensor (rear wheel speed sensor) 7 throttle operating part (throttle grip) 8 operating position Sensor (throttle opening sensor) 10 Carburetor (fuel supply state detecting means) 12 DC motor (fuel supply state detecting means) 13 Carburetor opening sensor (fuel supply state detecting means) 22A, 22B Control circuit A motorcycle

Claims (1)

Claims: A driven wheel speed sensor for detecting a rotational speed of a driven wheel, a drive wheel speed sensor for detecting a rotational speed of a drive wheel, an output of the driven wheel speed sensor and an output of the drive wheel speed sensor. A rotation control device for a motorcycle, comprising: a control means for calculating the slip state of the drive wheel corresponding to the vehicle speed based on the above, and controlling the rotation of the drive wheel according to the slip state, A wheel rotation control device characterized in that it is provided with a switch means in the vicinity of the hand of the vehicle, and the operation / non-operation of the control means can be switched by operating the switch means.