WO2013031342A1 - Two-wheeled vehicle control apparatus and method for same - Google Patents

Two-wheeled vehicle control apparatus and method for same Download PDF

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Publication number
WO2013031342A1
WO2013031342A1 PCT/JP2012/065599 JP2012065599W WO2013031342A1 WO 2013031342 A1 WO2013031342 A1 WO 2013031342A1 JP 2012065599 W JP2012065599 W JP 2012065599W WO 2013031342 A1 WO2013031342 A1 WO 2013031342A1
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Prior art keywords
vehicle
speed
vehicle control
wheelie
motorcycle
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PCT/JP2012/065599
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French (fr)
Japanese (ja)
Inventor
拓也 渡辺
ヘルゲ ヴェスターフェルド
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ボッシュ株式会社
ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング
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Publication of WO2013031342A1 publication Critical patent/WO2013031342A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1766—Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle

Definitions

  • the present invention relates to a two-wheeled vehicle control apparatus and method, and more particularly, to a control apparatus and method for detecting the front wheel floating traveling (willy traveling) of a two-wheeled vehicle.
  • the motorcycle has a rear wheel speed that is faster than the front speed during wheelie travel, and is indistinguishable from a wheelie drive that is simply spinning up the rear wheels. Thus, it is difficult to estimate the lift and vehicle body speeds in which the front and rear wheel speeds have different values.
  • ABS anti-lock brake system
  • TCS traction control system
  • the device detects the end of wheelie travel using the difference between the rear wheel speed and the estimated vehicle speed.
  • a sufficient difference value is difficult to be obtained when traveling at a low speed of, for example, about 20 to 30 km / h depending on the vehicle, and wheelie traveling cannot be accurately detected.
  • the estimated vehicle speed is made to follow the rear wheel speed at the end of the wheelie detection, but it takes time until the estimated vehicle speed catches up with the rear wheel speed, during which time appropriate ABS control can be performed. Absent.
  • the device uses front wheel acceleration as a condition for detecting the end of wheelie travel, it cannot detect the landing or the end of wheelie travel that has made a landing that does not generate significant acceleration. For example, it is not when landing on the front wheel but when landing on the ground and the front wheel slowly rubbing.
  • a first problem of the present invention is to detect the start and end of wheelie travel more accurately during low speed travel, and to quickly return to ABS control after the end, and It is to provide that method.
  • the estimated vehicle speed is estimated to be low after the wheelie is over, so the rear wheel target speed is also calculated to be low. As a result, proper TCS control cannot be performed, and acceleration failure may occur.
  • a second problem of the present invention is that in a motorcycle vehicle control device or method for controlling a brake of a motorcycle, it is possible to prevent acceleration failure after the end of the wheelie while suppressing a large or dangerous wheelie. It is to provide a vehicle control apparatus and method for a motorcycle.
  • a two-wheeled vehicle control apparatus or method for controlling a brake of a motorcycle wherein a wheely state is set using a speed ratio between a front wheel speed and a rear wheel speed. judge. Using the speed ratio, the start of wheelie and / or the end of wheelie is determined. The speed ratio is compared with a start parameter for determining the start of the wheelie and / or an end parameter for determining the end of the wheelie, and the start parameter and / or the end parameter varies depending on the front wheel speed. To do.
  • the speed ratio satisfies a predetermined condition that changes according to the front wheel speed
  • the wheelie state is determined.
  • the vehicle body speed is greater than a predetermined value
  • the wheelie state is determined.
  • the rear wheel speed is equal to or greater than the vehicle body speed
  • the wheelie state is determined. If the wheelie state is maintained for a predetermined time, it is determined that the vehicle is in the wheelie state.
  • the vehicle body speed is set to a predetermined speed. After setting to the predetermined speed, control by ABS is performed based on the predetermined speed.
  • a program for executing the motorcycle vehicle control method can be provided, and a computer-readable recording medium recording the program can also be provided.
  • the second invention provides an estimated vehicle body speed used for vehicle body speed control when detecting the end of a wheelie state in a motorcycle vehicle control apparatus or method for controlling a brake of a motorcycle. Is initialized with the front wheel speed or the rear wheel speed.
  • the vehicle body speed control is TCS control.
  • the device and method of the present invention judge the wheelie state from the ratio of the front wheel speed and the rear wheel speed, the start and end of the wheelie travel are more appropriately detected regardless of the way of traveling, and immediately after the end of the wheelie traveling.
  • An optimal estimated vehicle body speed can be calculated and appropriate ABS and TCS control can be performed.
  • the apparatus and method of the present invention can reliably detect the start and end of wheelie travel when the vehicle is traveling at low speed. Further, it is possible to detect the end of wheelie travel without depending on how the vehicle travels.
  • FIG. 1 is a block diagram of a vehicle control device for a motorcycle according to a first embodiment of the present invention. It is a flowchart of the vehicle control apparatus for two-wheeled vehicles of FIG. It is a figure which shows the relationship between each speed and time used with the flowchart of FIG.
  • FIG. 2 is a diagram illustrating a relationship between a vehicle body speed and a speed ratio of the motorcycle vehicle control device of FIG. 1. It is a block diagram of the vehicle control apparatus for two-wheeled vehicles which concerns on the 2nd Embodiment of this invention. It is a flowchart of the vehicle control apparatus for two-wheeled vehicles of FIG. It is a figure which illustrates the relationship between each speed and time used with the flowchart of FIG. It is a figure which illustrates the relationship between each conventional speed and time used as the premise of 2nd Embodiment.
  • the first embodiment relates to setting of an estimated vehicle speed for ABS control in wheelie travel.
  • the motorcycle according to the first embodiment detects the front wheel brake 11 provided on the front wheel 10, the rear wheel brake 21 provided on the rear wheel 20, and the wheel speed of the front wheel 10.
  • a front wheel speed sensor 13 and a rear wheel speed sensor 23 for detecting the wheel speed of the rear wheel 20 are provided. Further, the speed signals detected by the front wheel speed sensor 13 and the rear wheel speed sensor 23 are transmitted to an ECU (electronic control unit) 30, and the ECU 30 sets the estimated vehicle body speed therefrom.
  • ECU electronic control unit
  • An ABS control unit 31 is provided in the ECU 30, and the ABS control unit 31 calculates a slip ratio using an estimated vehicle body speed and the like, and is provided with various valves when the slip ratio exceeds a predetermined threshold.
  • the circuit 40 is used to control the operation of the front wheel brake 11 and the rear wheel brake 21 to prevent the wheels from locking.
  • the motorcycle vehicle control device (ECU) includes (a) front wheel speed, (b) rear wheel speed, (c) estimated vehicle body speed obtained from the front wheel speed and rear wheel speed, and (d) ABS. The start and end of the wheelie is detected using the presence or absence of a control signal.
  • the speed signals used in this flowchart are vF, vR, and vVeh
  • vF is the front wheel speed detected by the front wheel speed sensor 13
  • vR is the rear wheel speed detected by the rear wheel speed sensor 23
  • vVeh is obtained by the ECU 30.
  • the parameters used in this flowchart are Para1 (vF), Para2, Para3, and Para4 (vF). The values of these parameters can be arbitrarily set as necessary.
  • the first parameter Para1 (vF) is a minimum speed ratio for setting the wheelie start state, and varies depending on the value of vF.
  • the second parameter Para2 is a minimum vehicle speed for setting the wheelie start state
  • the third parameter Para3 is a minimum time for setting the wheelie start state.
  • the fourth parameter Para4 (vF) is the maximum speed ratio for resetting the wheelie state (setting the wheelie end), and varies depending on the value of vF.
  • Para 1 (vF) and Para 4 (vF) are stored in a storage unit (not shown) in accordance with the relationship with the front wheel speed (refer to FIG. 4 described later) determined in advance in the map.
  • (VF) added to Para1 and Para4 means that these parameters are functions of vF.
  • step S201 each variable is initialized, and the process proceeds to step S202.
  • Variables to be initialized are a wheelie and a timer, and a reserved word “false” meaning “0” is set in the wheelie, and the timer is set to an initial value.
  • the initial value is 0.0, for example.
  • the ECU 30 calculates the speed ratio vR / vF in step S202, and causes the estimated vehicle body speed vVeh to follow a low speed of normal vR or vF in step S203.
  • step S204 it is determined whether or not the speed ratio vR / vF is greater than or equal to the first parameter Para1 (vF). If it is greater than or equal to Para1 (vF), the process proceeds to step S205. If not greater than Para1 (vF), the process proceeds to step S210. To do.
  • step S205 it is determined whether or not the rear wheel speed vR is equal to or higher than the vehicle speed vVeh. If it is equal to or higher than vVeh, the process proceeds to step S206, and if not equal to vVeh, the process proceeds to step S210.
  • step S206 it is determined whether or not the vehicle body speed vVeh is equal to or higher than the second parameter Para2 (minimum vehicle speed). If it is equal to or higher than Para2, the process proceeds to step S207. If not, the process proceeds to step S210.
  • Para2 minimum vehicle speed
  • step S207 it is determined whether or not ABS control is being performed. If ABS control is being performed, the process proceeds to step S208, and if ABS control is not being performed, the process proceeds to step S210.
  • step S208 the timer is counted up and the process proceeds to step S209. Specifically, the timer is set to a value appropriate for the vehicle, but is counted up in about 0.1 seconds, for example.
  • step S209 it is determined whether the time measured by the timer is equal to or greater than the third parameter Para3 (minimum time). If it is equal to or greater than Para3, the process proceeds to step S211. If not equal to Para3, the process returns to step S204.
  • step S210 the timer value is reset to the initial value, and the process returns to step S202.
  • step S211 a wheelie is detected (indicated here by the reserved word true meaning 1), and the process proceeds to step S212.
  • step S212 it is determined whether or not the speed ratio vR / vF is greater than or equal to the fourth parameter Para1 (vF). If it is greater than or equal to Para4 (vF), the process proceeds to step S213. If not greater than Para4 (vF), the process returns to step S212. .
  • step S213 the wheelie is set to false.
  • step S214 vVech is reset to the minimum wheel speed, and the process returns to step S201.
  • vR / vF is used as the speed ratio, but vF / vR may be used.
  • ⁇ is used in steps S204 to S207 and S209 in FIG. 2, “>” may be used.
  • step S212 “ ⁇ ” is used, but “ ⁇ ” may be used.
  • Steps S201 to S211 are steps for detecting the start of the wheelie
  • steps S212 and S213 are steps for detecting the end of the wheelie
  • the last step S214 is a step for resetting the vehicle speed.
  • the ECU 30 determines that the wheelie has started when all of the following conditions are satisfied for a certain time (Para3).
  • the ECU 30 determines that the wheelie travel has ended (steps S212 and S213), the ECU 30 sets and initializes the estimated vehicle body speed vVeh to the minimum wheel speed (step S214).
  • the minimum wheel speed is a low speed of the front wheel speed or the rear wheel speed.
  • FIG. 3 shows the relationship between each speed and time during wheelie travel in the first embodiment.
  • Time t1 is the time when the start of wheelie travel is determined
  • time t2 is the time when the end of wheelie travel is determined.
  • the estimated vehicle speed vVeh is increased, the front wheels and the rear wheels are grounded, and the estimated vehicle speed vVeh is a lower speed than the front wheel speed vF or the rear wheel speed vR.
  • the front wheels are lifted to enter the wheelie running state.
  • the speed ratio is equal to or greater than a predetermined value (Para1), so that it is determined that the wheelie travel is started.
  • the front wheel speed vF decreases, but the rear wheel speed vR does not change greatly, and changes according to the engine output at that time (increases and decreases in FIG. 2).
  • the front wheel speed vF increases (in the case of landing that strikes the front wheel, it rapidly increases as shown in FIG. 3), and matches the rear wheel speed vR.
  • the estimated vehicle body speed vVeh does not completely match the increase in the front wheel speed vF, increases slightly later, and matches the front wheel speed vF and the rear wheel speed vR.
  • the speed ratio becomes equal to or less than the predetermined value (Para4) at time t2, it is determined that the wheelie travel has ended. After the time t2, the wheelie travel is finished and the estimated vehicle body speed is an appropriate value, so that appropriate ABS control is performed when the wheel slips. At time t2, the vehicle body speed is initialized using the slower of the minimum wheel speeds (front wheel speed or rear wheel speed).
  • the second embodiment relates to setting of an estimated vehicle body speed for TCS control in wheelie travel.
  • the same parts as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
  • the wheelie detection and the wheelie end detection in the second embodiment are performed in the same manner as in the first embodiment.
  • a TCS control unit 32 is provided in the ECU 30 according to the second embodiment.
  • the TCS control unit 32 determines idling of the rear wheels (drive wheels) based on the speed signals from the front wheel speed sensor 13 and the rear wheel speed sensor 23.
  • the TCS control unit 32 causes the estimated vehicle body speed vVeh to follow the non-drive wheel speed (front wheel speed vF).
  • the rear wheel target speed vRT is calculated from the estimated vehicle body speed vVeh. If the rear wheel speed vR exceeds the rear wheel target speed vRT during TCS control, the engine output is reduced or the rear wheel is braked, and the rear wheel speed vR is reduced to eliminate idling. On the other hand, if the rear wheel speed vR is lower than the target rear wheel speed vRT during TCS control, the engine output is increased.
  • step S602 when detecting a wheelie in step S601, and repeats step S601 if no wheelie is detected.
  • the ECU 30 determines whether or not the end of the wheelie has been detected in step S602. If the end of the wheelie is detected, the ECU 30 proceeds to step S603, and if the end of the wheelie is not detected, the ECU 30 repeats step S602.
  • step S603 the ECU 30 sets the front wheel speed vF or the rear wheel speed vR as the estimated vehicle speed vVeh in order to initialize the estimated vehicle speed vVeh.
  • the speed used for initialization can be the appropriate of vF or vR.
  • FIG. 7 shows the relationship between each speed and time during wheelie travel in the second embodiment
  • FIG. 8 shows the relationship between each conventional speed and time.
  • the time t'1 is the time when the start of the wheelie travel is determined
  • the time t'2 is the time when the end of the wheelie travel is determined.
  • the ECU 30 since the rear wheel speed vR exceeds the rear wheel target speed vRT from time t′1 to immediately before time t′2, the ECU 30 reduces the engine output or brakes the rear wheel brake. Then, TCS control is performed in a direction to suppress wheelie travel.
  • 7 and 8 are different only in the changes in the estimated vehicle body speeds vVeh and vVeh 'and the rear wheel target speeds vRT and vRT' from time t'2 to time t'3.
  • FIG. 8 shows a case where the initialization of the estimated vehicle speed is not performed at time t′2 (step S603).
  • appropriate TCS control is performed immediately after the end of wheelie travel (time t′2) by initializing vVeh at time t′2. Is possible.
  • the rear wheel speed vR ′ is set to the rear wheel target speed vRT ′ calculated to be low during the period from time t′2 to time t′3. Until it reaches, the ECU 30 lowers the engine output or brakes the rear wheels, so that the vehicle is not accelerated.
  • the ECU 30 immediately after the end of the wheelie running state, that is, at the time t′2 when the front wheel starts to rotate at the actual vehicle speed after landing on the front wheel, the ECU 30 changes the estimated vehicle speed vVeh to the front wheel speed vF or Initialization is performed using the rear wheel speed vR.
  • the estimated vehicle body speed vVeh is initialized by the front wheel speed vF, but may be initialized by using the rear wheel speed vR.
  • the estimated vehicle speed is initialized with the minimum vehicle speed, so that the front wheel is moved to the actual vehicle speed immediately after the end of wheelie travel.
  • the ABS control can be performed quickly from the time when the rotation starts. As a result, it is possible to avoid a decrease in wheel lock and vehicle body stability. Coupled with these effects, the driver can be given a sense of security.
  • the detection of the start of wheelie travel and the end of wheelie travel is not determined from the difference between the front transportation speed and the rear wheel speed or acceleration, but the ratio of the front wheel speed to the rear wheel speed.
  • start parameter corresponds to the first parameter, the fourth parameter, and the third parameter, respectively, of the present embodiment.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The purpose of the present invention is to provide a two-wheeled vehicle control apparatus such that the start and end of a wheelie travel can be detected more accurately during slow-speed travel. In a two-wheeled vehicle control apparatus for controlling the braking of a motorcycle, an ECU determines a wheelie state by using a front/rear wheel speed ratio (vR/vF) (steps S204, S212).

Description

二輪車用車両制御装置及びその方法Vehicle control apparatus and method for motorcycle
　本発明は、二輪車用車両制御装置及びその方法に関し、より詳細には、二輪車の前輪浮き上がり走行（ウィリー走行）を検知する制御装置及びその方法に関するものである。 The present invention relates to a two-wheeled vehicle control apparatus and method, and more particularly, to a control apparatus and method for detecting the front wheel floating traveling (willy traveling) of a two-wheeled vehicle.
　自動二輪車はウィリー走行中に、後輪速度の方が前輸速度より速くなり、ウィリー走行でなく単に後輪がスピンアップしている状態と区別がつかない。このように前後の車輪速度がそれぞれ異なる値を示した揚合、車体速度を推定することが難しい。 The motorcycle has a rear wheel speed that is faster than the front speed during wheelie travel, and is indistinguishable from a wheelie drive that is simply spinning up the rear wheels. Thus, it is difficult to estimate the lift and vehicle body speeds in which the front and rear wheel speeds have different values.
　一方、アンチロック・ブレーキ・システム（ＡＢＳ）では、前輪や後輪の車輪速度から求めた推定車体速度を用いて、ブレーキの制御を行っている。 On the other hand, in the anti-lock brake system (ABS), the brake is controlled using the estimated vehicle body speed obtained from the wheel speeds of the front and rear wheels.
　自動二輪車ではＡＢＳの誤作動を防止するために、低い車輪速度に推定車体速度を追従させるのが一般的である。そのためウィリー走行終了後、車体速度が低く推定されているために適切なＡＢＳの制御が行えず、最悪車輪ロックしたり車体安定性が低下するおそれがある。そこで、ウィリー走行後にＡＢＳを適切に作動することを目的として、特開２００７－２０３８６７号公報の装置が提案されている。 In motorcycles, in order to prevent ABS malfunction, it is common to cause the estimated vehicle body speed to follow a low wheel speed. For this reason, after the wheelie travel is completed, the vehicle speed is estimated to be low, so that appropriate ABS control cannot be performed, and there is a possibility that the worst wheels are locked or the vehicle stability is lowered. Therefore, an apparatus disclosed in Japanese Patent Application Laid-Open No. 2007-203867 has been proposed for the purpose of appropriately operating the ABS after traveling on a wheelie.
　さらに、車両安定性の機能を補完するために、トラクション・コントロール・システム（ＴＣＳ）が採用されている。ＴＣＳとは、発進・加速時の駆動輪の空転を防止するものであり、自動二輪車の制御にも適用されている。 Furthermore, a traction control system (TCS) is adopted to complement the function of vehicle stability. TCS prevents idling of drive wheels during start-up and acceleration, and is also applied to control of motorcycles.
特開２００７－２０３８６７号公報JP 2007-203867 A
　前記装置では、後輪速度と推定車体速度との差を用いて、ウィリー走行の終了を検知している。しかし、このような差では、車両によるものの例えば２０～３０ｋｍ／ｈ程度の低速走行時に、十分な差の値が出にくく、正確にウィリー走行を検知できないおそれがある。 The device detects the end of wheelie travel using the difference between the rear wheel speed and the estimated vehicle speed. However, with such a difference, there is a possibility that a sufficient difference value is difficult to be obtained when traveling at a low speed of, for example, about 20 to 30 km / h depending on the vehicle, and wheelie traveling cannot be accurately detected.
　また、前記装置では、ウィリー走行検知の終了時、後輪速度に推定車体速度を追従させているが、推定車体速度が後輪速度に追いつくまでに時間がかかり、その間は適切なＡＢＳ制御を行えない。 In the above-mentioned device, the estimated vehicle speed is made to follow the rear wheel speed at the end of the wheelie detection, but it takes time until the estimated vehicle speed catches up with the rear wheel speed, during which time appropriate ABS control can be performed. Absent.
　さらに、前記装置では、ウィリー走行終了を検知する条件として、前輪加速度を用いているが、加速度が大きく発生しない着地をした揚合、ウィリー走行の終了を検知できない。例えば、前輪を叩きつけるような着地ではなく、地面と前輪がゆっくり擦れ合うような着地をした場合などである。 Furthermore, although the device uses front wheel acceleration as a condition for detecting the end of wheelie travel, it cannot detect the landing or the end of wheelie travel that has made a landing that does not generate significant acceleration. For example, it is not when landing on the front wheel but when landing on the ground and the front wheel slowly rubbing.
　そこで、本発明の第１の課題は、低速走行時において、より正確にウィリー走行の開始及び終了を検知し、その終了後より迅速にＡＢＳの制御に復帰することができる二輪車用車両制御装置及びその方法を提供することである。 Therefore, a first problem of the present invention is to detect the start and end of wheelie travel more accurately during low speed travel, and to quickly return to ABS control after the end, and It is to provide that method.
　ウィリー走行にＴＣＳが伴うと、ウィリー走行終了後に推定車体速度は低く推定されるため、後輪目標速度も低く演算される。それにより、適切なＴＣＳ制御が行えず、加速不良を引き起こすことがあった。 If the wheelie is accompanied by TCS, the estimated vehicle speed is estimated to be low after the wheelie is over, so the rear wheel target speed is also calculated to be low. As a result, proper TCS control cannot be performed, and acceleration failure may occur.
　そこで、本発明の第２の課題は、自動二輪車のブレーキの制御を行う二輪車用車両制御装置又は方法において、大きな又は危険なウィリー走行を押さえつつ、ウィリー走行終了後に加速不良を防止することができる二輪車用車両制御装置及びその方法を提供することである。 Accordingly, a second problem of the present invention is that in a motorcycle vehicle control device or method for controlling a brake of a motorcycle, it is possible to prevent acceleration failure after the end of the wheelie while suppressing a large or dangerous wheelie. It is to provide a vehicle control apparatus and method for a motorcycle.
　上記第１の課題を解決するために、第１の発明は、自動二輪車のブレーキの制御を行う二輪車用車両制御装置又は方法において、前輪速度と後輪速度の速度比を用いて、ウィリー状態を判定する。前記速度比を用いて、ウィリー開始及び／又はウィリー終了を判定する。前記速度比は、前記ウィリー開始を判定するための開始パラメータ及び／又は前記ウィリー終了を判定するための終了パラメータと比較され、前記開始パラメータ及び／又は前記終了パラメータは、前記前輪速度に応じて変化する。前記速度比が前記前輪速度に応じて変化する所定の条件を満たす場合に、前記ウィリー状態にあると判定する。ＡＢＳによる制御を行っていない場合に、前記ウィリー状態の判定を行う。車体速度が所定の値より大きい場合に、前記ウィリー状態の判定を行う。前記後輪速度が車体速度と等しいか又はより大きい場合に、前記ウィリー状態の判定を行う。所定時間の間、前記ウィリー状態が維持された場合に、ウィリー状態にあると判定する。前記ウィリー状態が終了したと判定した場合に、車体速度を所定速度に設定する。前記所定速度に設定した後に、当該所定速度に基づきＡＢＳによる制御行う。前記二輪車用車両制御方法を実行するプログラムを提供でき、当該プログラムを記録したコンピュータ読み取り可能な記録媒体も提供できる。 In order to solve the first problem, according to a first aspect of the present invention, there is provided a two-wheeled vehicle control apparatus or method for controlling a brake of a motorcycle, wherein a wheely state is set using a speed ratio between a front wheel speed and a rear wheel speed. judge. Using the speed ratio, the start of wheelie and / or the end of wheelie is determined. The speed ratio is compared with a start parameter for determining the start of the wheelie and / or an end parameter for determining the end of the wheelie, and the start parameter and / or the end parameter varies depending on the front wheel speed. To do. When the speed ratio satisfies a predetermined condition that changes according to the front wheel speed, it is determined that the vehicle is in the wheelie state. When the control by the ABS is not performed, the wheelie state is determined. When the vehicle body speed is greater than a predetermined value, the wheelie state is determined. When the rear wheel speed is equal to or greater than the vehicle body speed, the wheelie state is determined. If the wheelie state is maintained for a predetermined time, it is determined that the vehicle is in the wheelie state. When it is determined that the wheelie state has ended, the vehicle body speed is set to a predetermined speed. After setting to the predetermined speed, control by ABS is performed based on the predetermined speed. A program for executing the motorcycle vehicle control method can be provided, and a computer-readable recording medium recording the program can also be provided.
　上記第２の課題を解決するために、第２の発明は、自動二輪車のブレーキの制御を行う二輪車用車両制御装置又は方法において、ウィリー状態の終了を検知すると、車体速度制御に用いる推定車体速度を前輪速度又は後輪速度で初期化する。前記車体速度制御は、ＴＣＳ制御である。 In order to solve the second problem described above, the second invention provides an estimated vehicle body speed used for vehicle body speed control when detecting the end of a wheelie state in a motorcycle vehicle control apparatus or method for controlling a brake of a motorcycle. Is initialized with the front wheel speed or the rear wheel speed. The vehicle body speed control is TCS control.
　本発明の装置や方法は、前輪速度と後輪速度との比からウィリー状態を判断するため、走行の仕方に関わらず、より適切にウィリー走行の開始及び終了を検知し、ウィリー走行終了直後から最適な推定車体速度の演算及び適切なＡＢＳ及びＴＣＳ制御を行うことができる。 Since the device and method of the present invention judge the wheelie state from the ratio of the front wheel speed and the rear wheel speed, the start and end of the wheelie travel are more appropriately detected regardless of the way of traveling, and immediately after the end of the wheelie traveling. An optimal estimated vehicle body speed can be calculated and appropriate ABS and TCS control can be performed.
　また、本発明の装置や方法は、車両の低速走行時に確実にウィリー走行の開始及び終了を検知することができる。また、車両の走行の仕方に依存せずに、ウィリー走行の終了を検知することができる。 Also, the apparatus and method of the present invention can reliably detect the start and end of wheelie travel when the vehicle is traveling at low speed. Further, it is possible to detect the end of wheelie travel without depending on how the vehicle travels.
本発明の第１の実施形態に係る二輪車用車両制御装置のブロック図である。1 is a block diagram of a vehicle control device for a motorcycle according to a first embodiment of the present invention. 図１の二輪車用車両制御装置のフローチャートである。It is a flowchart of the vehicle control apparatus for two-wheeled vehicles of FIG. 図２のフローチャートで用いる各速度と時間との関係を示す図である。It is a figure which shows the relationship between each speed and time used with the flowchart of FIG. 図１の二輪車用車両制御装置の車体速度と速度比の関係を例示する図である。FIG. 2 is a diagram illustrating a relationship between a vehicle body speed and a speed ratio of the motorcycle vehicle control device of FIG. 1. 本発明の第２の実施形態に係る二輪車用車両制御装置のブロック図である。It is a block diagram of the vehicle control apparatus for two-wheeled vehicles which concerns on the 2nd Embodiment of this invention. 図５の二輪車用車両制御装置のフローチャートである。It is a flowchart of the vehicle control apparatus for two-wheeled vehicles of FIG. 図６のフローチャートで用いる各速度と時間との関係を例示する図である。It is a figure which illustrates the relationship between each speed and time used with the flowchart of FIG. 第２の実施形態の前提となる従来の各速度と時間との関係を例示する図である。It is a figure which illustrates the relationship between each conventional speed and time used as the premise of 2nd Embodiment.
　本発明の二輪車用車両制御装置及びその方法に係る各実施形態を、以下、図面を参照しつつ説明する。 Embodiments of the vehicle control apparatus and method for a motorcycle according to the present invention will be described below with reference to the drawings.
　〔第１の実施形態〕
　第１の実施形態は、ウィリー走行におけるＡＢＳ制御用推定車体速度の設定に関する。図１に示すように、第１の実施形態に係る自動二輪車は、前輪１０に設けられた前輪ブレーキ１１と、後輪２０に設けられた後輪ブレーキ２１と、前輪１０の車輪速度を検知する前輪速度センサ１３と、後輪２０の車輪速度を検知する後輪速度センサ２３とを備える。さらに、前輪速度センサ１３、後輪速度センサ２３の検知した速度信号は、ＥＣＵ（電子制御ユニット）３０に送信され、ＥＣＵ３０はこれらから推定車体速度を設定する。 [First Embodiment]
The first embodiment relates to setting of an estimated vehicle speed for ABS control in wheelie travel. As shown in FIG. 1, the motorcycle according to the first embodiment detects the front wheel brake 11 provided on the front wheel 10, the rear wheel brake 21 provided on the rear wheel 20, and the wheel speed of the front wheel 10. A front wheel speed sensor 13 and a rear wheel speed sensor 23 for detecting the wheel speed of the rear wheel 20 are provided. Further, the speed signals detected by the front wheel speed sensor 13 and the rear wheel speed sensor 23 are transmitted to an ECU (electronic control unit) 30, and the ECU 30 sets the estimated vehicle body speed therefrom.
　ＥＣＵ３０内にはＡＢＳ制御部３１が設けられており、ＡＢＳ制御部３１は推定車体速度などを用いてスリップ率を演算し、スリップ率が所定の閾値を超えた場合に、各種弁を備える液圧回路４０を用いて前輪ブレーキ１１、後輪ブレーキ２１の動作を制御して車輪がロックすることを防止する。なお、本実施形態に係る二輪車用車両制御装置（ＥＣＵ）は、（ａ）前輪速度、（ｂ）後輪速度、（ｃ）前輪速度及び後輪速度から求められる推定車体速度、（ｄ）ＡＢＳ制御信号の有無、を用いてウィリーの開始及び終了の検知を行う。 An ABS control unit 31 is provided in the ECU 30, and the ABS control unit 31 calculates a slip ratio using an estimated vehicle body speed and the like, and is provided with various valves when the slip ratio exceeds a predetermined threshold. The circuit 40 is used to control the operation of the front wheel brake 11 and the rear wheel brake 21 to prevent the wheels from locking. Note that the motorcycle vehicle control device (ECU) according to the present embodiment includes (a) front wheel speed, (b) rear wheel speed, (c) estimated vehicle body speed obtained from the front wheel speed and rear wheel speed, and (d) ABS. The start and end of the wheelie is detected using the presence or absence of a control signal.
　次に、図２のフローチャートを用いて第１の実施形態のウィリー検知を説明する。このフローチャートで用いる速度信号はｖＦ、ｖＲ、ｖＶｅｈがあり、ｖＦは前輪速度センサ１３が検知した前輪速度であり、ｖＲは後輪速度センサ２３が検知した後輪速度であり、ｖＶｅｈはＥＣＵ３０が求めた推定車体速度である。さらにこのフローチャートで用いるパラメータは、Ｐａｒａ１（ｖＦ）、Ｐａｒａ２、Ｐａｒａ３、Ｐａｒａ４（ｖＦ）である。これらのパラメータの値は、必要に応じて任意に設定できる。第１パラメータＰａｒａ１（ｖＦ）は、ウィリー開始状態をセットするための最小速度比であり、ｖＦの値によって変動する。第２パラメータＰａｒａ２は、ウィリー開始状態をセットするための最小車両速度であり、第３パラメータＰａｒａ３はウィリー開始状態をセットするための最小時間である。第４パラメータＰａｒａ４（ｖＦ）は、ウィリー状態をリセットする（ウィリー終了をセットする）ための最大速度比であり、ｖＦの値によって変動する。Ｐａｒａ１（ｖF），Ｐａｒａ４（ｖＦ）は、予めマップに定めた前輪速度との関係（後述の図４参照）にしたがって、図示しない記憶部に記憶される。Ｐａｒａ１やＰａｒａ４に付記される（ｖＦ）は、これらのパラメータがｖＦの関数であることを意味する。 Next, wheelie detection according to the first embodiment will be described with reference to the flowchart of FIG. The speed signals used in this flowchart are vF, vR, and vVeh, vF is the front wheel speed detected by the front wheel speed sensor 13, vR is the rear wheel speed detected by the rear wheel speed sensor 23, and vVeh is obtained by the ECU 30. Estimated vehicle speed. Furthermore, the parameters used in this flowchart are Para1 (vF), Para2, Para3, and Para4 (vF). The values of these parameters can be arbitrarily set as necessary. The first parameter Para1 (vF) is a minimum speed ratio for setting the wheelie start state, and varies depending on the value of vF. The second parameter Para2 is a minimum vehicle speed for setting the wheelie start state, and the third parameter Para3 is a minimum time for setting the wheelie start state. The fourth parameter Para4 (vF) is the maximum speed ratio for resetting the wheelie state (setting the wheelie end), and varies depending on the value of vF. Para 1 (vF) and Para 4 (vF) are stored in a storage unit (not shown) in accordance with the relationship with the front wheel speed (refer to FIG. 4 described later) determined in advance in the map. (VF) added to Para1 and Para4 means that these parameters are functions of vF.
　図２のフローチャートは車両のキー操作などによりスタートする。ステップＳ２０１で、各変数を初期化してステップＳ２０２に移行する。初期化される変数は、ウィリー、タイマーであり、ウィリーは、０を意味する予約語ｆａｌｓｅが設定され、タイマーは、初期値に設定される。初期値は、例えば０．０である。 2) The flowchart in FIG. 2 starts with a key operation of the vehicle. In step S201, each variable is initialized, and the process proceeds to step S202. Variables to be initialized are a wheelie and a timer, and a reserved word “false” meaning “0” is set in the wheelie, and the timer is set to an initial value. The initial value is 0.0, for example.
　ＥＣＵ３０は、ステップＳ２０２で速度比ｖＲ／ｖＦを演算し、ステップＳ２０３で推定車体速度ｖＶｅｈを通常ｖＲ又はｖＦの低い速度に追従させる。 The ECU 30 calculates the speed ratio vR / vF in step S202, and causes the estimated vehicle body speed vVeh to follow a low speed of normal vR or vF in step S203.
　ステップＳ２０４では、速度比ｖＲ／ｖＦが、第１パラメータＰａｒａ１（ｖＦ）以上か否かを判定し、Ｐａｒａ１（ｖＦ）以上ならステップＳ２０５に移行し、Ｐａｒａ１（ｖＦ）以上でないなら、ステップＳ２１０に移行する。 In step S204, it is determined whether or not the speed ratio vR / vF is greater than or equal to the first parameter Para1 (vF). If it is greater than or equal to Para1 (vF), the process proceeds to step S205. If not greater than Para1 (vF), the process proceeds to step S210. To do.
　ステップＳ２０５では、後輪速度ｖＲが、車体速度ｖＶｅｈ以上か否かを判定し、ｖＶｅｈ以上ならステップＳ２０６に移行し、ｖＶｅｈ以上でないなら、ステップＳ２１０に移行する。 In step S205, it is determined whether or not the rear wheel speed vR is equal to or higher than the vehicle speed vVeh. If it is equal to or higher than vVeh, the process proceeds to step S206, and if not equal to vVeh, the process proceeds to step S210.
　ステップＳ２０６では、車体速度ｖＶｅｈが、第２パラメータＰａｒａ２（最小車両速度）以上か否かを判定し、Ｐａｒａ２以上ならステップＳ２０７に移行し、Ｐａｒａ２以上でないなら、ステップＳ２１０に移行する。 In step S206, it is determined whether or not the vehicle body speed vVeh is equal to or higher than the second parameter Para2 (minimum vehicle speed). If it is equal to or higher than Para2, the process proceeds to step S207. If not, the process proceeds to step S210.
　ステップＳ２０７では、ＡＢＳ制御を行っているか否かを判定し、ＡＢＳ制御を行っているならステップＳ２０８に移行し、ＡＢＳ制御を行っていないなら、ステップＳ２１０に移行する。 In step S207, it is determined whether or not ABS control is being performed. If ABS control is being performed, the process proceeds to step S208, and if ABS control is not being performed, the process proceeds to step S210.
　ステップＳ２０８では、タイマーをカウントアップし、ステップＳ２０９に移行する。具体的には、タイマーは、車両に適切な値に設定されるが、例えば０．１秒程度でカウントアップされる。ステップＳ２０９では、タイマーが測定した時間が第３パラメータＰａｒａ３（最小時間）以上か否かを判定し、Ｐａｒａ３以上ならステップＳ２１１に移行し、Ｐａｒａ３以上でないなら、ステップＳ２０４に戻る。ステップＳ２１０では、タイマーの値を初期値にリセットして、ステップＳ２０２に戻る。 In step S208, the timer is counted up and the process proceeds to step S209. Specifically, the timer is set to a value appropriate for the vehicle, but is counted up in about 0.1 seconds, for example. In step S209, it is determined whether the time measured by the timer is equal to or greater than the third parameter Para3 (minimum time). If it is equal to or greater than Para3, the process proceeds to step S211. If not equal to Para3, the process returns to step S204. In step S210, the timer value is reset to the initial value, and the process returns to step S202.
　ステップＳ２１１では、ウィリーを検知し（ここでは１を意味する予約語ｔｒｕｅで表記する）、ステップＳ２１２に移行する。ステップＳ２１２では、速度比ｖＲ／ｖＦが、第４パラメータＰａｒａ１（ｖＦ）以上か否かを判定し、Ｐａｒａ４（ｖＦ）以上ならステップＳ２１３に移行し、Ｐａｒａ４（ｖＦ）以上でないなら、ステップＳ２１２に戻る。 In step S211, a wheelie is detected (indicated here by the reserved word true meaning 1), and the process proceeds to step S212. In step S212, it is determined whether or not the speed ratio vR / vF is greater than or equal to the fourth parameter Para1 (vF). If it is greater than or equal to Para4 (vF), the process proceeds to step S213. If not greater than Para4 (vF), the process returns to step S212. .
　ステップＳ２１３では、ウィリーはｆａｌｓｅに設定され、ステップＳ２１４でｖＶｅｃｈを最小車輪速度にリセットして、ステップＳ２０１に戻る。 In step S213, the wheelie is set to false. In step S214, vVech is reset to the minimum wheel speed, and the process returns to step S201.
　なお、速度比としては、本実施形態ではｖＲ／ｖＦを用いたが、ｖＦ／ｖＲでもよい。図２のステップＳ２０４～Ｓ２０７、Ｓ２０９では、「≧」を用いたが、「＞」を用いてもよく、ステップＳ２１２では、「≦」を用いたが「＜」を用いてよい。 In this embodiment, vR / vF is used as the speed ratio, but vF / vR may be used. Although “≧” is used in steps S204 to S207 and S209 in FIG. 2, “>” may be used. In step S212, “≦” is used, but “<” may be used.
　ステップＳ２０１～Ｓ２１１は、ウィリー開始を検知するステップであり、ステップＳ２１２及びＳ２１３はウィリー終了を検知するステップであり、最後のステップＳ２１４が車体速度をリセットするステップである。 Steps S201 to S211 are steps for detecting the start of the wheelie, steps S212 and S213 are steps for detecting the end of the wheelie, and the last step S214 is a step for resetting the vehicle speed.
　図２のフローチャートに記載されるウィリー走行開始の判定条件をまとめる。ＥＣＵ３０は、次の全ての条件を一定時間（Ｐａｒａ３）の間満たした場合、ウィリー開始と判断する。 Summarize the criteria for starting the wheelie run described in the flow chart of FIG. The ECU 30 determines that the wheelie has started when all of the following conditions are satisfied for a certain time (Para3).
　（ａ）ＡＢＳ制御状態でない（ステップＳ２０７）
　（ｂ）後輪速度が推定車体速度以上である、即ち、ｖＲ≧ｖＶｅｈ（ステップＳ２０５）
　（ｃ）前輪速度と後輪速度の速度比が「１．０」からある閾値より外れる（ステップＳ２０４）。即ち、ｖＲ／ｖＦ≧（１．０＋閾値）＝Ｐａｒａ１となる。この閾値は、前輪速度に依存する。 (A) Not in ABS control state (step S207)
(B) The rear wheel speed is equal to or higher than the estimated vehicle body speed, that is, vR ≧ vVeh (step S205).
(C) The speed ratio between the front wheel speed and the rear wheel speed deviates from a certain threshold value from “1.0” (step S204). That is, vR / vF ≧ (1.0 + threshold) = Para1. This threshold value depends on the front wheel speed.
　図２のフローチャートに記載されるウィリー走行終了の判定条件は、前輪速度と後輪速度の比が「１．０」からある閾値以内に収まった時、ウィリー走行の終了と判定する（ステップＳ２１２）。即ち、ｖＲ／ｖＦ≦（１．０＋閾値）＝Ｐａｒａ４となる。 The determination condition for the end of the wheelie travel described in the flowchart of FIG. 2 is that the end of the wheelie travel is determined when the ratio of the front wheel speed and the rear wheel speed falls within a certain threshold from “1.0” (step S212). . That is, vR / vF ≦ (1.0 + threshold) = Para4.
　図２のフローチャートによる推定車体速度演算の初期化をまとめる。ＥＣＵ３０は、ウィリー走行終了と判断した場合（ステップＳ２１２及びＳ２１３）、推定車体速度ｖＶｅｈを最低車輪速度に設定して初期化する（ステップＳ２１４）。最低車輪速度とは、前輪速度又は後輪速度の低い速度である。 * Summarize the initialization of the estimated vehicle speed calculation according to the flowchart of Fig. 2. When the ECU 30 determines that the wheelie travel has ended (steps S212 and S213), the ECU 30 sets and initializes the estimated vehicle body speed vVeh to the minimum wheel speed (step S214). The minimum wheel speed is a low speed of the front wheel speed or the rear wheel speed.
　図３に、第１の実施形態におけるウィリー走行時の各速度と時間との関係を示す。時間ｔ１が、ウィリー走行の開始を判定した時間であり、時間ｔ２がウィリー走行の終了を判定した時間である。時間ｔ１より前は、推定車体速度ｖＶｅｈは増加しており、前輪及び後輪は接地しており、推定車体速度ｖＶｅｈは、前輪速度ｖＦ又は後輪速度ｖＲの低い速度となる。時間ｔ１の直前で、前輪が浮き上がってウィリー走行状態となる。時間ｔ１で、速度比が所定値（Ｐａｒａ１）以上に一定時間（Ｐａｒａ３）になっているため、ウィリー走行の開始と判定される。ウィリー走行が開始すると、前輪速度ｖＦは低下するものの、後輪速度ｖＲは大きく変化せず、その時点でのエンジンの出力に応じて変化（図２では増加して低下）する。時間ｔ２の直前で浮き上がっていた前輪が着地すると、前輪速度ｖＦは上昇して（前輪を叩きつけるような着地の場合は、図３のように急激に上昇する）、後輪速度ｖＲと一致する。しかし推定車体速度ｖＶｅｈは、前輪速度ｖＦの上昇とは完全に一致せず、若干遅れて上昇して、前輪速度ｖＦ及び後輪速度ｖＲと一致する。時間ｔ２で、速度比が所定値（Ｐａｒａ４）以下となったため、ウィリー走行の終了と判定される。時間ｔ２以降は、ウィリー走行が終了し推定車体速度が適切な値のため、車輪がスリップした場合には適切なＡＢＳ制御がなされる。なお、時間ｔ２で車体速度を最低車輪速度（前輪速度又は後輪速度）の遅い方を用いて初期化する。 FIG. 3 shows the relationship between each speed and time during wheelie travel in the first embodiment. Time t1 is the time when the start of wheelie travel is determined, and time t2 is the time when the end of wheelie travel is determined. Prior to time t1, the estimated vehicle speed vVeh is increased, the front wheels and the rear wheels are grounded, and the estimated vehicle speed vVeh is a lower speed than the front wheel speed vF or the rear wheel speed vR. Immediately before time t1, the front wheels are lifted to enter the wheelie running state. At time t1, the speed ratio is equal to or greater than a predetermined value (Para1), so that it is determined that the wheelie travel is started. When the wheelie travel starts, the front wheel speed vF decreases, but the rear wheel speed vR does not change greatly, and changes according to the engine output at that time (increases and decreases in FIG. 2). When the front wheel that has been lifted just before time t2 has landed, the front wheel speed vF increases (in the case of landing that strikes the front wheel, it rapidly increases as shown in FIG. 3), and matches the rear wheel speed vR. However, the estimated vehicle body speed vVeh does not completely match the increase in the front wheel speed vF, increases slightly later, and matches the front wheel speed vF and the rear wheel speed vR. Since the speed ratio becomes equal to or less than the predetermined value (Para4) at time t2, it is determined that the wheelie travel has ended. After the time t2, the wheelie travel is finished and the estimated vehicle body speed is an appropriate value, so that appropriate ABS control is performed when the wheel slips. At time t2, the vehicle body speed is initialized using the slower of the minimum wheel speeds (front wheel speed or rear wheel speed).
　〔第２の実施形態〕
　第２の実施形態は、ウィリー走行におけるＴＣＳ制御用推定車体速度の設定に関する。第２の実施形態において、第１の実施形態と同一部分には同一符号を付して説明は省略する。なお、第２の実施形態におけるウィリー検知及びウィリー終了検知は、第１の実施形態と同様に行われる。 [Second Embodiment]
The second embodiment relates to setting of an estimated vehicle body speed for TCS control in wheelie travel. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted. The wheelie detection and the wheelie end detection in the second embodiment are performed in the same manner as in the first embodiment.
　図５に示すように、第２の実施形態に係るＥＣＵ３０内には、ＡＢＳ制御部３１に加えて、ＴＣＳ制御部３２が設けられる。ＴＣＳ制御部３２は、前輪速度センサ１３、後輪速度センサ２３からの速度信号に基づき、後輪（駆動輪）の空転を判定する。ＴＣＳ制御部３２は、推定車体速度ｖＶｅｈを非駆動輪速度（前輪速度ｖＦ）に追従させる。その推定車体速度ｖＶｅｈから後輪目標速度ｖＲＴを演算する。ＴＣＳ制御中に、後輪速度ｖＲが後輪目標速度ｖＲＴを上回っていたら、エンジン出力を下げるか後輪を制動して、後輪速度ｖＲを下げて空転を解消する。一方、ＴＣＳ制御中に、後輪速度ｖＲが目標後輪速度ｖＲＴを下回っていたら、エンジン出力を上げる。 As shown in FIG. 5, in addition to the ABS control unit 31, a TCS control unit 32 is provided in the ECU 30 according to the second embodiment. The TCS control unit 32 determines idling of the rear wheels (drive wheels) based on the speed signals from the front wheel speed sensor 13 and the rear wheel speed sensor 23. The TCS control unit 32 causes the estimated vehicle body speed vVeh to follow the non-drive wheel speed (front wheel speed vF). The rear wheel target speed vRT is calculated from the estimated vehicle body speed vVeh. If the rear wheel speed vR exceeds the rear wheel target speed vRT during TCS control, the engine output is reduced or the rear wheel is braked, and the rear wheel speed vR is reduced to eliminate idling. On the other hand, if the rear wheel speed vR is lower than the target rear wheel speed vRT during TCS control, the engine output is increased.
　次に、図６のフローチャートを用いて第２の実施形態を説明する。ＥＣＵ３０は、ステップＳ６０１でウィリーを検知するとステップＳ６０２に移行し、ウィリーを検知しないとステップＳ６０１を繰り返す。 Next, a second embodiment will be described using the flowchart of FIG. The ECU 30 proceeds to step S602 when detecting a wheelie in step S601, and repeats step S601 if no wheelie is detected.
　ＥＣＵ３０は、ステップＳ６０２でウィリー終了を検知したか否かを判定し、ウィリー終了を検知するとステップＳ６０３に移行し、ウィリー終了を検知しないとステップＳ６０２を繰り返す。 The ECU 30 determines whether or not the end of the wheelie has been detected in step S602. If the end of the wheelie is detected, the ECU 30 proceeds to step S603, and if the end of the wheelie is not detected, the ECU 30 repeats step S602.
　ステップＳ６０３で、ＥＣＵ３０は、推定車体速度ｖＶｅｈを初期化するために、前輪速度ｖＦ又は後輪速度ｖＲを推定車体速度ｖＶｅｈとして設定する。初期化に用いる速度は、ｖＦ又はｖＲの適切な方とすることができる。 In step S603, the ECU 30 sets the front wheel speed vF or the rear wheel speed vR as the estimated vehicle speed vVeh in order to initialize the estimated vehicle speed vVeh. The speed used for initialization can be the appropriate of vF or vR.
　図７には、第２の実施形態におけるウィリー走行時の各速度と時間との関係を示し、図８には、従来の各速度と時間との関係を示す。図７及び図８において、時間ｔ’１が、ウィリー走行の開始を判定した時間であり、時間ｔ’２がウィリー走行終了を判定した時間である。図７及び図８において、時間ｔ’１から時間ｔ’２の直前までは、後輪速度ｖＲは後輪目標速度ｖＲＴを上回るため、ＥＣＵ３０は、エンジン出力を下げるか、後輪ブレーキを制動して、ウィリー走行を抑える方向でＴＣＳ制御を行う。図７及び図８は、時間ｔ’２から時間ｔ’３の間において、推定車体速度ｖＶｅｈ，ｖＶｅｈ’、及び後輪目標速度ｖＲＴ，ｖＲＴ’の変化のみが相違する。 FIG. 7 shows the relationship between each speed and time during wheelie travel in the second embodiment, and FIG. 8 shows the relationship between each conventional speed and time. 7 and 8, the time t'1 is the time when the start of the wheelie travel is determined, and the time t'2 is the time when the end of the wheelie travel is determined. 7 and 8, since the rear wheel speed vR exceeds the rear wheel target speed vRT from time t′1 to immediately before time t′2, the ECU 30 reduces the engine output or brakes the rear wheel brake. Then, TCS control is performed in a direction to suppress wheelie travel. 7 and 8 are different only in the changes in the estimated vehicle body speeds vVeh and vVeh 'and the rear wheel target speeds vRT and vRT' from time t'2 to time t'3.
　図８は、時間ｔ’２で推定車体速度の初期化（ステップＳ６０３）を行わない場合である。図７及び図８を比較すれば解るように、第２の実施形態では時間ｔ’２においてｖＶｅｈを初期化することにより、ウィリー走行終了直後（時間ｔ’２）から適切なＴＣＳ制御を行うことが可能となる。もし推定車体速度ｖＶｅｈの初期化を行わなければ、図８に示すように、時間ｔ’２から時間ｔ’３の間は、低く演算された後輪目標速度ｖＲＴ’に後輪速度ｖＲ’が達するまで、ＥＣU３０は、エンジン出力を下げるか後輪を制動するため車両は加速不良となる。 FIG. 8 shows a case where the initialization of the estimated vehicle speed is not performed at time t′2 (step S603). As can be seen by comparing FIG. 7 and FIG. 8, in the second embodiment, appropriate TCS control is performed immediately after the end of wheelie travel (time t′2) by initializing vVeh at time t′2. Is possible. If the estimated vehicle body speed vVeh is not initialized, as shown in FIG. 8, the rear wheel speed vR ′ is set to the rear wheel target speed vRT ′ calculated to be low during the period from time t′2 to time t′3. Until it reaches, the ECU 30 lowers the engine output or brakes the rear wheels, so that the vehicle is not accelerated.
　このように第２の実施形態では、ウィリー走行状態の終了直後、即ち、前輪着地後に前輪が実車体速度で回転し始めた時点ｔ’２で、ＥＣＵ３０は、推定車体速度ｖＶｅｈを前輪速度ｖＦ又は後輪速度ｖＲを用いて初期化する。なお、図７では、推定車体速度ｖＶｅｈが前輪速度ｖＦによって初期化されているが、後輪速度ｖＲを用いて初期化してもよい。 As described above, in the second embodiment, immediately after the end of the wheelie running state, that is, at the time t′2 when the front wheel starts to rotate at the actual vehicle speed after landing on the front wheel, the ECU 30 changes the estimated vehicle speed vVeh to the front wheel speed vF or Initialization is performed using the rear wheel speed vR. In FIG. 7, the estimated vehicle body speed vVeh is initialized by the front wheel speed vF, but may be initialized by using the rear wheel speed vR.
　なお、第１の実施形態では、特開２００７－２０３８６７号公報の装置と異なり、推定車体速度を、最低車輸速度をもって初期化することにより、ウィリー走行終了直後（前輪着地後に前輪が実車体速度で回転し始めたとき）から迅速にＡＢＳ制御を行うことができる。これによって、車輪ロック及び車体安定性が低下することを回避することができる。このような効果と相まって、ドライバーに安心感を与えることもできる。 In the first embodiment, unlike the apparatus disclosed in Japanese Patent Application Laid-Open No. 2007-203867, the estimated vehicle speed is initialized with the minimum vehicle speed, so that the front wheel is moved to the actual vehicle speed immediately after the end of wheelie travel. The ABS control can be performed quickly from the time when the rotation starts. As a result, it is possible to avoid a decrease in wheel lock and vehicle body stability. Coupled with these effects, the driver can be given a sense of security.
　また、第１及び第２の実施形態では、ウィリー走行開始及びウィリー走行終了の検知を、前輸速度と後輪速度の差や加速度などから判断するのではなく、前輪速度と後輪速度の比を用いることにより、低速走行時における走行の検知や、着地の仕方（前輪を叩きつけるような着地や、地面と前輪がゆっくり擦れ合うような着地のさせ方など）に依存しないウィリー走行の終了の検知が可能となる。 Further, in the first and second embodiments, the detection of the start of wheelie travel and the end of wheelie travel is not determined from the difference between the front transportation speed and the rear wheel speed or acceleration, but the ratio of the front wheel speed to the rear wheel speed. By using, it is possible to detect running at low speeds and to detect the end of wheelie driving that does not depend on the landing method (landing such as hitting the front wheel or landing where the ground and front wheel rub against each other slowly). It becomes possible.
　なお、特許請求の範囲の「開始パラメータ」、「終了パラメータ」、「所定時間」は、それぞれ本実施形態の第１パラメータ、第４パラメータ、第３パラメータに対応する。 Note that “start parameter”, “end parameter”, and “predetermined time” in the claims correspond to the first parameter, the fourth parameter, and the third parameter, respectively, of the present embodiment.
　１０　前輪
　１１　前輪ブレーキ
　１３　前輪速度センサ
　２０　後輪
　２１　後輪ブレーキ
　２３　後輪速度センサ
　３０　ＥＣＵ
　３１　ＡＢＳ制御部
　３２　ＴＣＳ制御部
　４０　液圧回路
　５０　エンジン DESCRIPTION OF SYMBOLS 10 Front wheel 11 Front wheel brake 13 Front wheel speed sensor 20 Rear wheel 21 Rear wheel brake 23 Rear wheel speed sensor 30 ECU
31 ABS control unit 32 TCS control unit 40 Hydraulic circuit 50 Engine

Claims (26)

  1. 　自動二輪車のブレーキの制御を行う二輪車用車両制御装置において、
    　前輪速度と後輪速度の速度比を用いて、ウィリー状態を判定することを特徴とする二輪車用車両制御装置。     In a motorcycle vehicle control device for controlling a brake of a motorcycle,
    A vehicle control apparatus for a two-wheeled vehicle that determines a wheelie state using a speed ratio between a front wheel speed and a rear wheel speed.
  2. 　請求項１に記載の二輪車用車両制御装置において、
    　前記速度比を用いて、ウィリー開始及び／又はウィリー終了を判定することを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    A vehicle control apparatus for a two-wheeled vehicle, wherein the wheel ratio start and / or wheelie end is determined using the speed ratio.
  3. 　請求項１に記載の二輪車用車両制御装置において、
    　前記速度比は、前記ウィリー開始を判定するための開始パラメータ及び／又は前記ウィリー終了を判定するための終了パラメータと比較され、前記開始パラメータ及び／又は前記終了パラメータは、前記前輪速度に応じて変化することを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    The speed ratio is compared with a start parameter for determining the start of the wheelie and / or an end parameter for determining the end of the wheelie, and the start parameter and / or the end parameter varies depending on the front wheel speed. A vehicle control apparatus for a two-wheeled vehicle.
  4. 　請求項１に記載の二輪車用車両制御装置において、
    　前記速度比が前記前輪速度に応じて変化する所定の条件を満たす場合に、前記ウィリー状態にあると判定することを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    2. The vehicle control device for a motorcycle according to claim 1, wherein the vehicle control device determines that the vehicle is in the wheelie state when the speed ratio satisfies a predetermined condition that changes according to the front wheel speed.
  5. 　請求項１に記載の二輪車用車両制御装置において、
    　ＡＢＳによる制御を行っていない場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    The vehicle control device for a motorcycle, wherein the wheelie state is determined when the control by the ABS is not performed.
  6. 　請求項１に記載の二輪車用車両制御装置において、
    　車体速度が所定の値より大きい場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    The vehicle control device for a motorcycle, wherein the wheelie state is determined when a vehicle body speed is greater than a predetermined value.
  7. 　請求項１に記載の二輪車用車両制御装置において、
    　前記後輪速度が車体速度と等しいか又はより大きい場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    The vehicle control device for a two-wheeled vehicle, wherein the wheelie state is determined when the rear wheel speed is equal to or greater than a vehicle body speed.
  8. 　請求項１に記載の二輪車用車両制御装置において、
    　所定時間の間、前記ウィリー状態が維持された場合に、ウィリー状態にあると判定することを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    A vehicle control apparatus for a two-wheeled vehicle that determines that the vehicle is in a wheelie state when the wheelie state is maintained for a predetermined time.
  9. 　請求項１に記載の二輪車用車両制御装置において、
    　前記ウィリー状態が終了したと判定した場合に、車体速度を所定速度に設定することを特徴とする二輪車用車両制御装置。     In the vehicle control device for a motorcycle according to claim 1,
    A vehicle control apparatus for a motorcycle, wherein when the wheelie state is determined to have ended, the vehicle body speed is set to a predetermined speed.
  10. 　請求項９に記載の二輪車用車両制御装置において、
    　前記所定速度に設定した後に、当該所定速度に基づきＡＢＳによる制御行うことを特徴とする二輪車用車両制御装置。     The vehicle control device for a motorcycle according to claim 9,
    A vehicle control apparatus for a two-wheeled vehicle, wherein after the predetermined speed is set, control by ABS is performed based on the predetermined speed.
  11. 　自動二輪車のブレーキの制御を行う二輪車用車両制御方法において、
    　前輪速度と後輪速度の速度比を用いて、ウィリー状態を判定することを特徴とする二輪車用車両制御方法。     In a vehicle control method for a motorcycle for controlling a brake of a motorcycle,
    A vehicle control method for a motorcycle, wherein a wheelie state is determined using a speed ratio between a front wheel speed and a rear wheel speed.
  12. 　請求項１１に記載の二輪車用車両制御方法において、
    　前記速度比を用いて、ウィリー開始及び／又はウィリー終了を判定することを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to claim 11,
    A vehicle control method for a two-wheeled vehicle, wherein the wheel ratio start and / or wheelie end is determined using the speed ratio.
  13. 　請求項１１又は１２に記載の二輪車用車両制御方法において、
    　前記速度比は、前記ウィリー開始を判定するための開始パラメータ及び／又は前記ウィリー終了を判定するための終了パラメータと比較され、前記開始パラメータ及び／又は前記終了パラメータは、前記前輪速度に応じて変化することを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to claim 11 or 12,
    The speed ratio is compared with a start parameter for determining the start of the wheelie and / or an end parameter for determining the end of the wheelie, and the start parameter and / or the end parameter varies depending on the front wheel speed. A vehicle control method for a two-wheeled vehicle.
  14. 　請求項１１乃至１３の何れか一項に記載の二輪車用車両制御方法において、
    　前記速度比が前記前輪速度に応じて変化する所定の条件を満たす場合に、前記ウィリー状態にあると判定することを特徴とする二輪車用車両制御方法。     In the vehicle control method for a motorcycle according to any one of claims 11 to 13,
    The vehicle control method for a two-wheeled vehicle, wherein the vehicle is determined to be in the wheelie state when the speed ratio satisfies a predetermined condition that changes according to the front wheel speed.
  15. 　請求項１１乃至１４の何れか一項に記載の二輪車用車両制御方法において、
    　ＡＢＳによる制御を行っていない場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to any one of claims 11 to 14,
    A vehicle control method for a two-wheeled vehicle, wherein the wheelie state is determined when control by ABS is not performed.
  16. 　請求項１１乃至１５の何れか一項に記載の二輪車用車両制御方法において、
    　車体速度が所定の値より大きい場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to any one of claims 11 to 15,
    The vehicle control method for a two-wheeled vehicle, wherein the wheelie state is determined when a vehicle body speed is greater than a predetermined value.
  17. 　請求項１１乃至１６の何れか一項に記載の二輪車用車両制御方法において、
    　前記後輪速度が車体速度と等しいか又はより大きい場合に、前記ウィリー状態の判定を行うことを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to any one of claims 11 to 16,
    The vehicle control method for a two-wheeled vehicle, comprising: determining the wheelie state when the rear wheel speed is equal to or greater than a vehicle body speed.
  18. 　請求項１１乃至１７の何れか一項に記載の二輪車用車両制御方法において、
    　所定時間の間、前記ウィリー状態が維持された場合に、ウィリー状態にあると判定することを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to any one of claims 11 to 17,
    A vehicle control method for a two-wheeled vehicle, wherein when the wheelie state is maintained for a predetermined time, it is determined that the vehicle is in a wheelie state.
  19. 　請求項１１乃至１８の何れか一項に記載の二輪車用車両制御方法において、
    　前記ウィリー状態が終了したと判定した場合に、車体速度を所定速度に設定することを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to any one of claims 11 to 18,
    A vehicle control method for a two-wheeled vehicle, wherein the vehicle body speed is set to a predetermined speed when it is determined that the wheelie state has ended.
  20. 　請求項１９に記載の二輪車用車両制御方法において、
    　前記所定速度に設定した後に、当該所定速度に基づきＡＢＳによる制御行うことを特徴とする二輪車用車両制御方法。     The motorcycle vehicle control method according to claim 19,
    A vehicle control method for a two-wheeled vehicle, wherein control is performed by ABS based on the predetermined speed after the predetermined speed is set.
  21. 　自動二輪車のブレーキの制御を行う二輪車用車両制御装置において、
    　ウィリー状態の終了を検知すると、車体速度制御に用いる推定車体速度を前輪速度又は後輪速度で初期化することを特徴とする二輪車用車両制御装置。     In a motorcycle vehicle control device for controlling a brake of a motorcycle,
    When detecting the end of the wheelie state, a vehicle control apparatus for a two-wheeled vehicle is configured to initialize an estimated vehicle body speed used for vehicle body speed control with a front wheel speed or a rear wheel speed.
  22. 　請求項２１に記載の二輪車用車両制御装置において、
    　前記車体速度制御は、ＴＣＳ制御であることを特徴とする二輪車用車両制御装置。     The vehicle control device for a motorcycle according to claim 21,
    2. The vehicle control apparatus for a motorcycle according to claim 1, wherein the vehicle body speed control is TCS control.
  23. 　自動二輪車のブレーキの制御を行う二輪車用車両制御方法において、
    　ウィリー状態の終了を検知すると、車体速度制御に用いる推定車体速度を前輪速度又は後輪速度で初期化することを特徴とする二輪車用車両制御方法。     In a vehicle control method for a motorcycle for controlling a brake of a motorcycle,
    A vehicle control method for a two-wheeled vehicle, comprising: initializing an estimated vehicle body speed used for vehicle body speed control with a front wheel speed or a rear wheel speed when detecting the end of a wheelie state.
  24. 　請求項２３に記載の二輪車用車両制御方法において、
    　前記車体速度制御は、ＴＣＳ制御であることを特徴とする二輪車用車両制御方法。     The vehicle control method for a motorcycle according to claim 23,
    The vehicle control method for a motorcycle, wherein the vehicle body speed control is TCS control.
  25. 　請求項１１乃至２０、２３、２４の何れか一項に記載の二輪車用車両制御方法を実行するプログラム。 A program that executes the vehicle control method for a motorcycle according to any one of claims 11 to 20, 23, and 24.
  26. 　請求項２５に記載のプログラムを記録したコンピュータ読み取り可能な記録媒体。 A computer-readable recording medium on which the program according to claim 25 is recorded.
PCT/JP2012/065599 2011-08-31 2012-06-19 Two-wheeled vehicle control apparatus and method for same WO2013031342A1 (en)

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JP6806506B2 (en) * 2015-10-07 2021-01-06 川崎重工業株式会社 Wheelie suppressor
JP7198696B2 (en) 2019-03-19 2023-01-04 本田技研工業株式会社 motorcycle
JP7041106B2 (en) 2019-09-27 2022-03-23 本田技研工業株式会社 Saddle-type vehicle and vehicle speed estimation device

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