JPS59115447A - Slip preventing apparatus for wheel - Google Patents

Abstract

PURPOSE:To prevent useless idle revolution of a driving wheel and improve fuel consumption by utilizing the floating-up of a front wheel due to the sharp acceleration of a motorcycle and reducing the opening degree of a carburetor on the basis of the output of a front suspension whole elongation sensor. CONSTITUTION:A front-wheel speed sensor 2 is installed onto the front wheel 1 of a motorcycle and a rear-wheel speed sensor 4 is installed onto the rear wheel 3. A position sensor 9 for detecting the turning position of a throttle grip 8 is installed onto the top edge part of the right-side handle pipe 7 in a handle part 5. A front suspension whole elongation sensor 10 and a control circuit 34 for reducing the opening degree of a carburetor 26 on the basis of the output of the sensor 10 are installed onto a front suspension. A control circuit unit is installed, for example, onto the lower part of a seat 11, and the control circuit 34 is connected to the sensor 10 and sensors 2, 4, etc. by means of connection cords. A carburetor opening-degree sensor 25 is installed onto the carburetor 26.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a wheel slip prevention device that controls the driving force of a vehicle by detecting the full extension of a foot suspension that occurs when a high acceleration force is applied to a motorcycle or the like.

In recent years, in consideration of driving on rough roads, muddy roads, lightning roads, etc.
BACKGROUND OF THE INVENTION In order to improve the running performance of various vehicles, various improvements are being made in terms of both engine-related and vehicle body frame-related aspects.

In terms of effective use of tire traction to efficiently convert the rotational force of the wheels into driving force, improvements have been made by devising tire rib patterns, but this is not always possible due to the occurrence of tire slip during acceleration. However, it cannot be said that tire traction is utilized to its fullest extent.

For this reason, the spinning of the drive wheels often results in a disadvantage in terms of fuel efficiency.

The present invention has been made in view of the above circumstances, and utilizes the fact that the front wheel, which is a driven wheel, lifts up during sudden acceleration, to control the engine output, thereby eliminating unnecessary spinning of the driving wheels when high acceleration force is applied. In order to improve fuel efficiency, it is also possible to improve fuel efficiency on rough and muddy roads.

The purpose of this device is to provide a wheel slip prevention device that can improve driving performance on snowy roads, etc., and includes a control circuit that reduces the opening of the carburetor based on the output of the entire front suspension and sensors. It is characterized by comprising the following.

Hereinafter, embodiments of the present invention will be explained in terms of t-e.

FIG. 1 shows a side view of a two-wheeled motor vehicle to which the present invention is applied.

As shown in the figure, the details of the front wheel (1) of a motorcycle (
1a) has a front wheel speed sensor (driven wheel speed sensor) (2)
However, a rear wheel speed sensor (driving wheel speed sensor) (4) is provided on the axle portion (3a) of the rear wheel (driving wheel) (3). Each of these sensors f21 (4) is a sensor that outputs a sine wave alternating current with a frequency proportional to the rotation speed of the corresponding wheel. Also, the handle part of this motorcycle (51
is equipped with a cut switch (6) that stops the anti-slip control.
) is provided.

Also, at the tip of the handle pipe (7) on the right side of the handle part (5), as shown in the second figure, there is a rotation position i? of the throttle grip (throttle operation part) (8). A position sensor (9) (hereinafter referred to as a throttle opening sensor for convenience) is provided to detect the operation part N. This throttle opening sensor (9) is composed of a potentiometer, and its rotation axis is interlocked with the throttle grip (8). No different. According to the present invention, the front suspension is provided with a front suspension sensor α and a control circuit that reduces the opening degree of the carburetor based on the output thereof. Although the control circuit unit provided with the control circuit is not shown in FIG. ) and the sensor i21 (41 etc.).

As shown in FIG. 3, the front suspension full length sensor 00) has a switch OJ fixedly installed on the bottom bridge side and one end fixed to the bottom case a41, and when the front suspension is fully extended, the switch 131
It consists of a flexible wire a9 that operates. The switch (13) is repelled by a fixed contact Q71 (lη) fixed to the bottom of the bottom bridge (housing 06 connected to 12+) via an insulator, and a first spring mark "a" to connect the two fixed contacts +1710? ) is electrically connected to turn on the switch 03), and a rod that is in contact with the first plate 09 via a second spring (a) and has one end fixed to the flexible wire α9. The spring force of the second spring (201 is
When the spring force is greater than that of the spring 0a and the flexible wire Q51 is relaxed, the second plate (2) does not press the second spring ridge; thus, at this time, the first play (191) 1 spring (2
) and is locked to the housing (16), and when the front suspension is fully extended and the flexible wire 09 is pulled downward, the second plate (
The two compress the second spring (2α) and the spring force brings the first plate←wing into contact with the fixed contact αη, which is then compressed and the second spring 71c (A) connects the first plate (II and the fixed contact αηαη). Contact pressure is maintained at a predetermined value.

As shown in FIG. 4, the carburetor 00 of the two-wheeled motor vehicle includes a DC motor (24) that changes the opening area of the main jet 031 (that is, changes the opening degree of the carburetor), and a carburetor that detects the opening degree of the carburetor. It is equipped with an opening sensor (c) and a carburetor body (26
a), a bolt (c) rotatably provided on the bolt (c); a piston (2) that is engaged with the threaded portion (27a) of the bolt (2) and moves up and down in accordance with the rotation of the bolt (27); The piston (27) is connected to the piston (27) through the gear Oυ attached to the bolt (5) and the gear Oυ attached to the motor shaft (to). When rotated by the DC motor 041, the opening area of the main jet (231) changes, thereby changing the amount of fuel sent to the suction passage C32.

The carburetor opening sensor Q is constituted by a potentiometer, and is interlocked with the port 17 via a gear attached to the rotating shaft (25a) and the gear.

The control circuit (b) provided in the control circuit unit is constructed as shown in FIG.

In Fig. 5, (to) is an F-E converter, and the F-m converter (2) is connected to the front wheel speed sensor (2) and converts the frequency of the output of the sensor (2) into voltage. As its output, a voltage "vf" proportional to the front wheel rotational circumferential speed Vf is obtained. This voltage I!vf is passed through a low-pass filter.
The low-pass filter 2 smoothes the voltage Fvf and outputs a voltage "vb" corresponding to the vehicle body speed (estimated vehicle body speed) vb of the motorcycle. The voltage E!vb is the first voltage "vb".
is supplied to the comparator (37), where it is compared with the voltage ET corresponding to the reference vehicle speed ■, which is the switching level of the control mode of the slip prevention control, and when ■b≧■, that is, the slip prevention When control must be performed in a control manner different from the control manner at low speeds, a 1" signal and a binary logic signal S2 are output from the comparator 07).
I! vb is also supplied to the slip ratio calculation circuit (to).

On the other hand, the output of the rear wheel speed sensor (4) is in the control circuit)
The input signal is inputted to the FB converter C3 in FIG. The FE converter (351) is similar to the above-mentioned ?-1 converter t351, so its output is a voltage "vr" proportional to the rear wheel rotational circumferential speed (1).

The slip rate calculation circuit (to) calculates the estimated vehicle speed Vb described above.
A voltage Eλ proportional to the slip ratio λ of the rear wheel (3) is calculated and output from the voltage F'v'b corresponding to the voltage F'v'b and the voltage Evr proportional to the rear wheel circumferential speed vr. That is, the slip ratio calculation circuit (to) calculates the voltage Eλ when the slip ratio λ is used as a lever. This voltage Eλ is applied to the second and third comparators (41 (41)
are supplied respectively. Comparator (40 indicates voltage Eλ, first reference slip rate λ when performing slip prevention control)
The comparator (41) outputs a binary logic signal A1, which is a '1' signal, only when Eλ≧Eλ. The second reference slip rate λ2 (where λ, 〉λ1
), and outputs a binary logic signal Atk which is a "1" signal only when Eλ≧Eλ2. The voltage "vr" output by the FE converter 61 is also supplied to the acceleration calculation circuit (42), and the voltage "vr" is proportional to the acceleration ω of the rear wheel (3) from the voltage EVr to L. Voltage E.

Find and output. That is, this circuit is a differential circuit, and since the acceleration ω is , the voltage "Tr" is differentiated, and the result of this differentiation is multiplied by the voltage corresponding to - to calculate the voltage F. This voltage E. , are the fourth to seventh comparators (4■ to (46)
are supplied respectively. Comparator (43 is this voltage B.J
is the voltage E corresponding to the first reference acceleration ω1 of the rear wheel (3)
. The comparator (44) outputs a binary logic signal Ω which is a “1” signal only when Eω≧1dl.The comparator (44) similarly outputs the voltage E. Reference acceleration ω2 of
(where ω2〉ω,) is the voltage E corresponding to the voltage E. , compared with
Binary logic signal Ω+2 that becomes 1” signal only when Eω≧EOn
Similarly, the comparator (451 (46)) outputs the voltage 611 corresponding to the first reference deceleration -ω1 of the rear wheel (3) and the second reference deceleration - The voltage corresponding to ω2 (however, -ω2〈-ω,) is compared with the voltage -E.7, and the signal Ω- becomes a '1' signal only when XEω≦-"zll.
1 and a signal Ω-2 which becomes 11 only when “64≦−”0,2 is output.

One end of the cut switch (6) is connected to the power supply +F via a resistor (47), and the other end is grounded, so that when the cut switch (6) is fully opened to perform slip prevention control, the voltage is set to ``1''. In order to stop slip control, a binary logic signal OUT, which is a 0'' signal, is obtained from the connection point between one end of the switch (6) and the resistor (47) when the switch (61) is closed. ing.

One end of the above-mentioned suspension suspension sensor switch 03) is connected to the power supply E, and a binary logic signal SUS that becomes a 1" signal is obtained from the other end when the suspension is fully extended. It is now possible to

Further, a fixed terminal (9 m) of each one of the throttle opening sensor (9) and the carburetor opening sensor (251)
) (25a) is grounded, and each other fixed terminal (9b) (
25b) is connected to the power supply element E, thus said sensor (
The sliding terminal (9c) of 9) has the above-mentioned four-wheel grip (
8) A voltage E proportional to the rotational position (hereinafter, this rotational position will be referred to as the throttle opening degree Ot for convenience). t is obtained, and a voltage E0° proportional to the opening O0 of the carburetor (C) is obtained at the sliding terminal (25c) of the sensor (C). And these two voltages E. t and 1coc are supplied to the eighth comparator (mark 4) and compared, and from the comparator (mark 4), E.If t≦”oc, that is, the throttle opening Ot is smaller than the carburetor opening 0°. In this case, a 1"1" signal is output, and in the opposite case, a logic binary signal [] is output, which is an lTo" signal. Note that each of the binary logic signals AII A21 described above is output. Q++ *, 0
+2 +Ω-5. Ω-, OUT, U/bow.

The conditions under which SUS and S2 become 1''' signals are summarized in the table below.

Table: Each binary logic signal S2 + A, + A2r n++
+ k + Q-t.

Ω-, OUT, U/D, and SUS are supplied to the logic circuit (49). The logic circuit (Tsukuda) outputs a signal P which becomes a 1''' signal when increasing the carburetor opening degree of 0° based on the above-mentioned signals, or outputs a signal N which becomes a 71'' signal when decreasing the carburetor opening degree. The signals P and N are supplied to the motor drive circuit 1!if). The motor drive circuit 50) includes NPN transistors 51) to t54) and a PNP transistor r5.
This is a well-known circuit having two (to) etc., which is supplied with power +mB, and when the signal P becomes a 1" signal, the transistor 6υ
64) 55) becomes conductive and current ■ flows through the DC motor I24) in the direction of the arrow shown in the figure, causing the motor c! 4) is rotated in the forward direction, thereby increasing the carburetor opening degree O0, and on the other hand,
When the signal N becomes a 1'' signal, five transistors (H) and (C) become conductive, causing a current I to flow in the direction opposite to the arrow shown in the figure to the DC motor (2 (A), causing the motor (24) to reverse direction. This reduces the carburetor opening degree O0.

Next, the logic circuit (40) will be explained with reference to FIG.

In the figure, 57) is a circuit unit that determines whether or not to perform slip prevention control, and when performing slip prevention control, a 1'' signal is output from AND gate 6Q.Slip prevention The conditions for performing the control are that when the full extension sensor f1.Ql of the front suspension detects the full extension of the front suspension, the slip rate λ
is larger than the first reference slip rate λ1, and the acceleration ω is the first reference acceleration 01. or the slip ratio λ is larger than the second reference slip ratio λ2, and the slip prevention control is enabled by the cut switch (6). The circuit section 15η includes a cut switch (6), a front suspension full extension sensor Cl0), and a comparator (41).
(41) and (43), and from these the signal OU
T, AI % 4 + also connects the input terminal that SUS inputs and the AND gate 6■ (5
(2) and an OR gate IO), and a delay circuit 61) for preventing conditions for performing slip prevention control from occurring intermittently at short time intervals.

(6 is a circuit part that determines the conditions for reducing the carburetor opening degree O0, and if the conditions for reducing the carburetor opening degree O8 are met, the 1" signal is output from 13). The condition for reducing the carburetor opening degree to 0° (4' C, 7) When the sensor θ■ detects the full extension of the front suspension, the slip ratio λ becomes the first criterion. Slip rate λ.

and the acceleration ω is greater than the first reference acceleration (tl+, or the slip rate λ is greater than the second reference slip rate λ, and the acceleration ω is the first reference deceleration -
If the slip ratio λ is larger than the second standard slip ratio λ2 in the positive direction than ω1, then the slip ratio λ is larger than the second reference slip ratio λ2 and the acceleration ω is the second
The reference acceleration ω.

The estimated vehicle speed vb may be larger than the reference vehicle speed ■
, if either is greater than .

In the first three of these four cases, the carburetor opening degree O8 is gradually decreased, and in the remaining one, the carburetor opening degree 0° is decreased at a normal speed. Next, σO) is the carburetor opening O when the conditions for reducing the carburetor opening 0° are not satisfied.
This is the circuit that determines whether to keep 8 as it is or to increase it.If the carburetor opening degree O9 is to be kept as it is, a '0'' signal is sent from the Nant gate συ, and the carburetor opening degree 0° is increased. In this case, a 1'' signal is output from the Nant gate ff1). The carburetor opening degree is ○. The conditions for maintaining the same condition are either when the slip ratio λ is larger than the first reference slip ratio λ1, or when the acceleration ω is smaller than the first reference deceleration - ω (larger in the negative direction), and Second reference deceleration - larger than ω2 (smaller in the negative direction)
The condition for increasing the carburetor opening degree of 0° is that acceleration 0) is smaller (larger in the negative direction) than the second reference deceleration -ω2, and the condition for gradually increasing the carburetor opening degree of 0°. is set to hold true in other cases, that is, when the slip ratio λ is smaller than the first reference slip ratio and the acceleration ω is larger (larger in the positive direction) than the 10th reference deceleration -ω1. The circuit section includes a front suspension sensor (10),
Comparator 07), (4G~(41), (431~
(45), and from these the signal SUS HA11
A21 Q+1 + 0+2rΩ-11st input terminal and AND gate (
64) (651 (66), or gate (6yo (67)
), an inverter, and a pulse generator (goods) that outputs a pulse signal with a cycle of T1 and a duty ratio of 1 when a signal is inputted, and the circuit section (70) includes a comparator (40 (4)). (4G) from which the signal 4G is connected.
+Ω-1゜Ω-8 is input to the input terminal, and the OR gate connected to the input terminal (72, inverter 0 country, Nant gate ση and "1" signal is input, the period is T2 and the duty ratio is bar). It consists of a pulse generator σ which outputs a pulse signal.

Next, the operation of the embodiment of the present invention having the above configuration will be explained.

When the cut switch (6) is closed and the anti-slip control is disabled, the signal m becomes 0''.
The AND gate 6I in FIG. 6 becomes a "0" signal, and as a result, the AND gate I! 5 mark is 0” signal, Nando game) ff
l) @1) both output a 1" signal. Therefore, in this case, when the throttle opening signal Ot is equal to or smaller than the carburetor opening signal 0° and the signal U/D becomes 1", the OR gate σ■ opens. As a result, the carburetor opening degree of 0° decreases, and conversely, when Ot>Oo and the signal U/D becomes 0'', the output of the inverter σe becomes 1'''.
``The AND gate (77) opens and the signal P becomes 61'', and the carburetor opening degree 0° increases. Thus, when the cut switch (6) is closed, the carburetor opening degree of 0° always follows the throttle opening degree Ot.

Next, a case will be described in which the cut switch (6) is opened and the anti-slip control is enabled.

In this case, when the signal U/D is 1", the OR gate (7 powder) opens unconditionally, so the signal N is output. In other words, even in this case, when the throttle opening degree Ot is decreased,
The carburetor opening degree of 0° is reduced accordingly. On the other hand, when the throttle opening degree Ot is increased, the following occurs.

First, the operation of the wheel slip prevention device previously proposed by the present applicant will be explained with reference to FIG.

In FIG. 7(A), the rear wheel rotational peripheral speed ■1 and the estimated vehicle body speed ■b calculated from the front wheel rotational peripheral speed Vf are shown as solid lines, and the rear wheel ( 3) The rear wheel rotation rM speed vrλ at which the slip ratio λ becomes equal to the first reference slip ratio λ is shown by the dashed line, and after the slip ratio λ becomes equal to the second reference slip ratio λ. The wheel rotation circumferential speed Wλ2 is shown by a chain double-dashed line, and the reference vehicle body speed 2 is shown by a broken line. Also, in the same figure (B),
The acceleration ω of the rear wheel (3) is further expressed by a signal 4 rAt + 0 + s * 8 in (0) to (y) in the figure. Ω-1. Ω-,
, P, and N waveforms, and the change in the carburetor O8 is shown in (K) of the same figure.

In Figure 7, the carburetor opening degree O0 is a constant value of 0°. However, the motorcycle is at a constant speed■. Suppose you are running at Here, it is assumed that the driver increases the throttle opening degree Ot and starts acceleration at time 0. In this case, since the signal U force becomes 1", the output of the inverter σ peak in FIG. 6 becomes 1". At this point, the rear wheel (3) has not yet slipped, so the signals A, , A are both "+", and therefore the output of the anti-gear (58) is 0.
'', the outputs of the NAND game) ff1) @1) are both 1'1'', and therefore the signal P is output from the AND gate ση. Thus, in this case, as shown from time 0 to t2 in Fig. 7, the carburetor opening degree 0° is increased by the signal @P output in a level form, and as a result, the rear wheel rotational circumferential speed vr increases. However, as a result, the estimated vehicle speed ■b also increases. Note that at time t1 during this period, the acceleration ω of the rear wheel (3) is equal to the first reference acceleration ω1.
, the signal 0+1 changes from '0' to '1'. At time t, the signal A becomes '0' because the speed exceeds the speed Vr, $, corresponding to the first reference slip ratio λ1 (because the slip ratio λ exceeds the first reference slip ratio λ1). As a result, the ant gate (64) in Fig. 6 opens and the output of the AND gate 6 becomes '1'. A pulse signal of T1 is output, and this pulse signal is supplied to the AND gate σ mark via the OR gate (63). This result and gate (7~
Since the output of is a pulse signal, the signal N is also a pulse signal. Thus, as shown in Figure 7, the carburetor opening degree of 0° gradually decreases due to the pulsed signal N, and the acceleration ω also decreases. Next, at time t, when the acceleration ω decreases below the acceleration ω, the signal leakage becomes 0'', and as a result, the AND gate in FIG. 6 closes and the signal N is no longer output.

At this time t3, the AND gate 6 is also closed, but since the delay circuit 6υ continues to output the 11" signal, the outputs of the AND gates 6 and 6 remain at '1". On the other hand, at this time t, the signal A.

is still 1", and the signal Ω-7 is 60", so the output of the Nant gate συ becomes 0", and the signal P becomes "+" even though the output of the inverter σe is 1". That is, from time t3, both signals N and P become 0'', and the carburetor opening degree is maintained at 0°. and the seventh
As shown in the figure, the acceleration ω continues to decrease further, and when the acceleration ω turns negative, the speed vr starts to decrease, and then at time t4, when the acceleration ω decreases to below the reference deceleration -〇11, the signal Ω changes from 0''. 1'', but at this time there is no change in the control conditions for the carburetor opening degree of 0°. At time t, speed ■1 becomes speed ■,λ.

When the value decreases below, the signal Δ changes from 1" to '0', but since Ω-8 has already become '1' at this point, the control condition for the carburetor opening degree of 0° remains unchanged. At time t, acceleration ω is reference deceleration - 60
When the voltage rises above this level, the signal Ω-1 changes from '1'' to 0''. Then, in FIG. 6, the output of the OR gate σ becomes a pulse signal with a period T output from the pulse generator Cl4). In addition, the pulse generator σ (a) is an anti-game)
Therefore, the output of the Nant gate σD becomes a pulse signal, and thereby the carburetor opening degree of 0° gradually increases.Even after time t6, the signal is output according to the above-mentioned operating principle. P and N are controlled, thereby reducing the carburetor opening to 0.
° is controlled. Note that from time t7 to time t in FIG.
During the period of , the signal N becomes 1'' as the signal N (Antogame) 1 [9 in Fig. 6 opens, so the carburetor opening degree of 0° decreases, and during the period of time t, ~ t, o. Since the inverter 6 in Fig. 6 outputs 0'', the Nands gate σ1) outputs 1'', and at this time the Nands gate ) @]) also outputs 1'', so the signal P becomes The level becomes 1", and the carburetor opening degree of 0° increases.

Thus, the slip rate λ1. Acceleration 01, estimated vehicle speed V
Using b as a parameter, the carburetor opening degree of 0° is controlled, thereby controlling the slip ratio λ, and the tire traction can be utilized very advantageously.

Next, the operation of the circuit section, which is a feature of the present invention, will be explained.

Now, the motorcycle is at a constant speed■. Suppose that the vehicle is traveling at a certain speed, and then at a certain time the throttle opening is suddenly increased to apply high acceleration.

Since the comparator (481 outputs a signal of "0", the inverter 6 outputs a signal of 1", and the Nant gate σ1) (
81) and inverter 6g) also output "'1" and "1", respectively, so the signal P output from the AND gate ση is 1.
”. Thus, the carburetor opening degree increases and automatic 2
Wheeled vehicles are given high acceleration forces.

Then, the front wheel of the motorcycle lifts up due to the reaction, so the entire front suspension and sensor fil are activated.
”, and the signal SU'S is output from the circuit section 5.
OR gate 60) of η and OR gate (67
), the 1” signal from the AND gate side is
A pulse signal is output from &1. As a result, a pulse-like N signal is output from the six OR gates via the AND gate (c), and the carburetor opening degree of 0° is reduced.

At this time, the output of the sensor (10) causes the inverter (
Since the output of 7'I) becomes 0'', the P signal of the AND gate ση that increases the carburetor opening becomes θ''.

In this way, when the throttle opening is rapidly increased to give a high acceleration force to the motorcycle, the comparator Oη((41)(43~()
46), the carburetor opening degree is reduced by the output signals of all the front suspension sensors, and the drive wheel rotating circular speed (2) is reduced, so that unnecessary idling of the drive wheels can be further prevented.

As described above, the present invention includes a front suspension sensor and a control circuit that reduces the opening degree of the carburetor based on the output of the sensor, so that even when a high acceleration force is applied to the vehicle, the driving wheel This has effects such as being able to prevent unnecessary idling, improving fuel efficiency, and improving drivability on rough roads.

[Brief explanation of the drawing]

Fig. 1 is a side view of a two-wheeled motor vehicle to which the present invention is applied;
The figure is a plan view of the handle part of the motorcycle, Figure 3 is a partially cutaway side view of an example of the front suspension part of the motorcycle, and Figure 4 is a schematic diagram of the carburetor of the motorcycle. 5 is a block diagram of one example of the control circuit, FIG. 6 is a circuit diagram of a logic circuit in the control circuit, and FIG. 7 is an explanatory diagram of the operation of the present invention. (2)...Front wheel speed sensor (4)...Rear wheel speed sensor (9)...Throttle opening sensor 00)...
...All front suspension sensors (2...
...Carburetor opening sensor (34)...
2 people outside the control circuit

Claims (1)

[Claims] 1. A wheel slip prevention device comprising: a full suspension sensor; and a control circuit that reduces the opening degree of a carburetor based on the output of the sensor.