WO2016158985A1 - 車両の駆動力制御装置 - Google Patents
車両の駆動力制御装置 Download PDFInfo
- Publication number
- WO2016158985A1 WO2016158985A1 PCT/JP2016/060198 JP2016060198W WO2016158985A1 WO 2016158985 A1 WO2016158985 A1 WO 2016158985A1 JP 2016060198 W JP2016060198 W JP 2016060198W WO 2016158985 A1 WO2016158985 A1 WO 2016158985A1
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- WIPO (PCT)
- Prior art keywords
- driving force
- vehicle
- force
- torsional
- control
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/04—Twist grips
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/106—Detection of demand or actuation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/14—Cruise control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device for adjusting the output of a power source such as an engine or a motor.
- a wire attached to a handle grip is configured to be pulled with a turning operation of the handle grip, and a throttle valve of a carburetor or a motor control device is connected to the other end of the wire.
- a configuration is disclosed in which the driving force (output) of an engine or a motor is controlled by rotating a handle grip.
- An object of the present invention is to solve the above-mentioned problems of the prior art, and to provide a driving force control device for a vehicle having good operability without causing a great change in the posture of the occupant with the operation of the handle grip. is there.
- the present invention provides a vehicle driving force control that controls a driving force (K) of a power source (E, M) by operating a handle grip (8) attached to the vehicle (1).
- the handle grip (8) is fixed to the vehicle (1) so as not to rotate, and detects a torsional force (N) applied to the handle grip (8) to one side or the other side.
- the first feature is that the driving force (K) is controlled to increase in accordance with the torsional force (N) on the one side.
- the controller (50, 50a) gradually increases the driving force (K) of the power source (E, M) when the torsional force (N) is not detected by the torsional force detecting means (30).
- the second feature is that the control is performed in the decreasing direction.
- control unit (50, 50a) has a third feature in that the control unit (50, 50a) controls the driving force (K) in a direction to reduce the torsional force (N) on the other side.
- the vehicle (1) includes a vehicle speed detection means (54) for detecting a vehicle speed (V), and the control unit (50, 50a) is configured such that the torsional force (N) is at a predetermined value (S2).
- a fourth feature is that the driving force (K) is controlled so as to keep the vehicle speed (V) constant.
- the control unit (50, 50a) changes the driving force (K) according to this change.
- K driving force
- the vehicle (1) includes a vehicle speed detection means (54) for detecting the vehicle speed (V), and a travel resistance calculation means (51) for obtaining a travel resistance (f) corresponding to the vehicle speed (V).
- the control unit (50, 50a) said when the twisting force (N) for a predetermined time in a state in which a predetermined value (S2) or the first predetermined range ([Delta] S 1) within elapses, the driving force (K)
- cruise control is executed so as to balance the running resistance (f).
- the seventh feature is that the cruise control is terminated when the torsional force (N) is out of the second predetermined range ( ⁇ S 2 ) during the cruise control.
- the vehicle (1) further includes a gear ratio detection means (52) for detecting a gear ratio of the transmission (56), and the control unit (50, 50a) includes the torsional force (N), the gear ratio,
- An eighth feature is that the driving force (K) is controlled in accordance with the running resistance (f).
- the vehicle (1) is a motorcycle using an engine (E) or a motor (M) as a power source
- the handle grip (8) is an end of a handle bar (5) for steering the front wheels of the motorcycle.
- the torsional force detecting means (30) is a strain gauge affixed to the detected body (5a), and has a ninth feature. .
- the handle grip (8) is fixed to the vehicle (1) in a non-rotatable manner, and a torsional force (to one side or the other side) applied to the handle grip (8) ( N) torsional force detecting means (30) and a control unit (50, 50a) for controlling the driving force (K) based on the detected torsional force (N).
- 50, 50a) controls the direction in which the driving force (K) is increased in accordance with the torsional force (N) on the one side, so that the vehicle can be applied by applying a twisting force to the non-rotatable handle grip.
- the driving force of the power source can be increased.
- the change in the posture of the driver is not increased by the operation of the handle grip, and the operability of the driving force control device can be improved.
- the control unit (50, 50a) when the torsional force detection means (30) does not detect the torsional force (N), the control unit (50, 50a) is configured to drive the power source (E, M). Since (K) is controlled in a gradually decreasing direction, the driving force of the power source can be naturally reduced when a twisting force is not applied to the handlebar grip.
- control unit (50, 50a) controls the driving force (K) in a direction that reduces the driving force (K) according to the torsional force (N) on the other side.
- control for reducing the driving force is executed, and the driving force can be intentionally reduced.
- the vehicle (1) includes vehicle speed detection means (54) for detecting a vehicle speed (V), and the control unit (50, 50a) has the torsional force (N) set to a predetermined value ( S2) Since the driving force (K) is controlled so as to keep the vehicle speed (V) constant when the vehicle speed is within the range, the vehicle speed is kept constant with a small force for twisting the handlebar grip. The operation burden can be reduced.
- the control unit (50, 50a) performs the driving according to the change. Since the force (K) is not changed, the driving force does not change according to a minute change in the force twisting the handle grip, and the vehicle can be easily maintained at a constant speed.
- the control unit (50, 50a) drives the drive when a predetermined time elapses while the torsional force (N) is within a predetermined value (S2) or a first predetermined range ( ⁇ S 1 ). Since cruise control for controlling the force (K) so as to balance the running resistance (f) is executed, switching to cruise control capable of cruising at a constant speed by balancing the driving force with the running resistance only by operating the handle grip. Is possible.
- the cruise control when the torsional force (N) is out of the second predetermined range ( ⁇ S 2 ) during the cruise control, the cruise control is terminated. It can be terminated.
- the transmission ratio detecting means (52) for detecting the transmission ratio of the transmission (56) of the vehicle (1) is provided, and the control section (50, 50a) is configured to provide the torsional force (N ), Since the driving force (K) is controlled in accordance with the gear ratio and the running resistance (f), it is possible to increase the calculation accuracy of an appropriate driving force.
- the vehicle (1) is a motorcycle using an engine (E) or a motor (M) as a power source
- the handle grip (8) is a handle for steering the front wheels of the motorcycle. Since the to-be-detected body (5a) is fixed to the end of the bar (5) and the torsional force detecting means (30) is a strain gauge attached to the to-be-detected body (5a), By using a handle grip that does not rotate, instead of the conventional throttle grip that is biased to the initial position by the return spring, the driver's posture change does not increase for adjusting the driving force of the power source. A motorcycle can be obtained.
- Fig. 2 is an enlarged view around a handle of a motorcycle. It is structure explanatory drawing of the attachment part of a handlebar grip. It is a block diagram of the bridge circuit for detecting the resistance value change of a strain gauge. It is a block diagram which shows the structure of the driving force control apparatus of a vehicle, and its related apparatus (when a power source is an engine). It is a block diagram which shows the structure of the driving force control apparatus of a vehicle, and its related apparatus (when a power source is a motor). It is a graph which shows the relationship between a grip torque and a strain gauge output. It is a graph which shows the relationship between a vehicle speed, an engine output, and driving resistance.
- FIG. 6 is a graph showing a relationship between strain gauge output and engine output during cruise control. It is a flowchart which shows the procedure of the engine output control which concerns on this embodiment. It is a flowchart which shows the procedure of the engine output control which concerns on a modification. It is a flowchart which shows the procedure of the cruise control 2.
- FIG. 1 is an enlarged view around a handle of a motorcycle 1 to which a vehicle driving force control apparatus according to an embodiment of the present invention is applied.
- the motorcycle 1 is a straddle-type vehicle in which a rear wheel is driven by a power source including an engine or a motor mounted on a vehicle body and the front wheel is steered by a swinging operation of a handlebar 5.
- a handle bar 5 made of a metal pipe member is connected to a steering stem 21 that is a swing shaft at a center position in the vehicle width direction covered with a resin handle cover 4.
- a floor panel 20 that covers the vehicle body frame and faces the driver is disposed below the handle bar 5, and a meter device 3 is disposed in front of the handle bar 5.
- the vehicle body front side of the meter device 3 is covered with a front cowl 2 having a wind screen 22.
- Rearview mirrors 6 are attached to the left and right of the handle bar 5.
- a right handle grip 8 On the right side of the handle bar 5, a right handle grip 8 that the driver holds with the right hand, a box-shaped right handle switch 12 provided with a plurality of switches, and a right brake lever 7 are attached.
- the right handle grip 8 functions as an operator for controlling the driving force K of the power source.
- the right handle switch 12 is provided with a stop switch 9 for arbitrarily stopping the power source of the motorcycle 1, a hazard lamp switch 10 for synchronously blinking the left and right turn signal devices, and a starter switch 11 for starting the power source. ing.
- the left handle switch 13 On the left side of the handle bar 5, a left handle grip 15, a left handle switch 13, and a left brake lever 14 that are held by the driver with the left hand are attached.
- the left handle switch 13 is provided with an optical axis switching switch 16 for the headlight, a winker switch 17 and a horn switch 18.
- FIG. 2 is an explanatory view of the structure of a mounting portion of a right handle grip (hereinafter simply referred to as a handle grip) 8.
- the handle grip 8 is fixed to the handle bar 5 so as not to rotate, and the torsional force N generated by the force of the occupant to rotate the handle grip 8 is generated. It is configured to detect with the strain gauge 30 and to control the driving force of the power source based on the signal of the strain gauge 30.
- the detected body 5a is fixed to the end of the handle bar 5 by a fixing member 23 such as a screw, and the handle grip 8 is fixed so as to cover the end of the detected body 5a. Thereby, the handlebar grip 8 is attached to the handlebar 5 through the detected body 5a so as not to rotate.
- the strain gauge 30 as a torsional force detecting means is affixed to the surface of the detected body 5 a at a position between the fastening member 23 that is a connecting portion with the handlebar 5 and the handlebar grip 8.
- the detected object 5a is made of a metal so that a torsional force N equivalent to a force for rotating a general rotating handle grip, that is, a throttle grip biased to return to an initial position by a return spring, can be detected.
- a torsional force N equivalent to a force for rotating a general rotating handle grip that is, a throttle grip biased to return to an initial position by a return spring
- Appropriate rigidity is given by a solid resin or a hollow member. Accordingly, the strain gauge 30 detects a force that the driver tries to rotate the handle grip 8.
- the strain gauge 30 has a resistance wire or a resistance foil arranged in a grid on the surface of an insulating sheet, and wirings 24 are connected to both ends thereof.
- the resistance value of the strain gauge 30 changes as the detected object 5a is deformed.
- the strain gauge 30 when the axis of the handle grip 8 is twisted in the forward rotation direction (one side) counterclockwise when viewed from the right side of the vehicle body, the strain gauge 30 extends and the resistance value decreases, while the reverse rotation rotates clockwise. It is set so that the strain gauge 30 is contracted by twisting in the direction (the other side) and the resistance value is increased.
- FIG. 3 is a configuration diagram of a bridge circuit for detecting a change in resistance value of the strain gauge 30.
- a Wheatstone bridge circuit 31 which is a well-known electric circuit, includes a strain gauge 30, a power source V 0, and resistors 32, 33, and 34.
- V3 output from the comparator 36 is applied as the strain gauge output S.
- FIG. 4 and 5 are block diagrams showing the configuration of the vehicle driving force control device and related devices. 4 corresponds to the case where the power source is the engine E, and FIG. 5 corresponds to the case where the power source is the motor M. In both figures, the same reference numerals indicate the same or equivalent parts.
- control unit 50 as a vehicle driving force control device is connected to engine E and traveling resistance calculating means 51 that calculates traveling resistance f according to the vehicle speed based on a predetermined database.
- the transmission ratio detecting means 52 for detecting the transmission ratio of the transmission 56 and the engine output changing means 53 for controlling the driving force K of the engine E are provided.
- Output signals from the strain gauge 30 and the vehicle speed sensor 54 are input to the control unit 50.
- the traveling resistance calculation means 51 derives the traveling resistance f from a predetermined database based on the output signal of the vehicle speed sensor 54.
- the engine output changing unit 53 controls the output of the engine E based on the derived running resistance f and the output signal of the strain gauge 30.
- the driving force K generated by the engine E can be changed according to the gear ratio.
- the control unit 50 controls the driving force K according to the output signal of the strain gauge 30, the gear ratio of the transmission 56, and the running resistance f.
- the output control of the engine E is executed by the control of an actuator that drives a throttle valve provided in the intake pipe of the engine E.
- the speed ratio detected by the speed ratio detecting means 52 is obtained based on the speed of the stepped transmission connected to the engine E, and the continuously variable transmission that allows the transmission to change the speed ratio steplessly by an actuator. In this case, it may be obtained on the basis of a pseudo gear stage set so as to change the predetermined gear ratio stepwise.
- the control unit 50 a includes a running resistance calculation unit 51 and a motor output change unit 55. Output signals from the strain gauge 30 and the vehicle speed sensor 54 are input to the control unit 50a.
- the running resistance calculation means 51 of the controller 50a derives the running resistance f from a predetermined database based on the output signal of the vehicle speed sensor 54.
- the motor output changing unit 55 controls the output of the motor M based on the derived running resistance f and the output signal of the strain gauge 30.
- the power source may be a motor M and a transmission may be included.
- FIG. 6 is a graph showing the relationship between the grip torque T and the strain gauge output S.
- a proportional relationship is generally established between the grip torque T and the strain gauge output S.
- the strain gauge output S is at an initial value S1 (for example, 3.3 V). From this point, when the handle grip 8 is twisted in the forward direction, the driving force K of the power source increases in the acceleration direction as the strain gauge output S increases, and reaches the strain gauge output S4 (eg, 6.6 V). The maximum driving force for obtaining the maximum acceleration (100%) is generated.
- a data table that defines the relationship between the vehicle speed V and the running resistance f in the control unit 50 in consideration of air resistance, mechanical friction resistance, tire rolling resistance, and the like that increase as the vehicle speed V increases.
- the driving force K (engine output H) that is actually generated can be determined in consideration of the running resistance f derived from the data table.
- the driving force of the power source can be adjusted by applying a twisting force to the handle grip 8
- the driving posture does not change with the rotation of the handle grip, and the driving force has good operability.
- a control device can be obtained.
- the output control considering the running resistance f for example, even if the grip torque T is the same, a larger driving force K can be generated as the speed is higher. Can be increased.
- the grip torque T is returned to zero from the state where the power source is generating the driving force K
- the driving force K is gradually decreased regardless of whether the power source is the engine E or the motor M. Control is executed. According to this control, when the torsional force N is not applied to the handle grip 8, the driving force K of the power source can be reduced naturally.
- the driving force K of the power source decreases in the deceleration direction as the strain gauge output S decreases.
- the power source is the engine E
- the throttle valve is fully closed, and when the power source is the motor M, the driving force K in the acceleration direction is made zero.
- the driving force K in the deceleration direction can be obtained by generating a power generation resistance by regenerative control.
- the control unit 50 also varies within the ranges torsional force N does not exceed the first predetermined range [Delta] S 1, it is possible to perform a control that does not change the driving force K in response to this change. According to this control, the driving force does not change according to a minute change in the force for twisting the handlebar grip, and the vehicle can be easily maintained at a constant speed.
- control for switching from the normal travel mode to the cruise control mode can also be executed.
- this cruise control cruise driving at a constant speed is performed by automatically adjusting the driving force K so that the running resistance f and the driving force K are balanced.
- switching to cruise control can also be set to be performed when a predetermined time t has elapsed in the state where the predetermined value S2.
- FIG. 7 is a graph showing the relationship between the vehicle speed V, the engine output H, and the running resistance f.
- the motorcycle 1 is in an accelerating state when the engine output H is in a range from the running resistance f to the fully-open engine output Hmax, and is decelerated when the engine output H falls below the running resistance f.
- the engine output H is maintained at the boundary point A, it is possible to cruise at a constant speed.
- there is an influence such as vibration caused by unevenness of the road surface, and it may not be easy to stably maintain the engine output H at the boundary point A.
- a small opening difference (first predetermined range) between the strain gauge outputs S2 to S3 shown in FIG. )
- the control is switched to the cruise control that automatically adjusts the driving force K so that the engine output H is maintained at the boundary point A, and the cruise control is being executed.
- the cruise control may be maintained even if the grip torque T slightly varies.
- the width and position of the first predetermined range ⁇ S 1 can be variously modified.
- FIG. 8 is a graph showing the relationship between the strain gauge output S and the engine output H during cruise control.
- the strain gauge output S at the start of the cruise control is set to the current value Sp, during the cruise control, even if the strain gauge output S changes in the second predetermined range ⁇ S 2 from Sa to Sb,
- the engine output H is set so as not to change. According to this control, it is possible to switch from the normal control to the cruise control only by operating the handle grip 8, and after switching to the cruise control, the cruise control is performed even if the grip torque T slightly varies due to road surface unevenness or the like. Is maintained, and the operation burden on the driver can be reduced.
- Setting so that the engine output H does not change even if the strain gauge output S changes within ⁇ S 2 may be set even when the vehicle is stopped or during normal running by turning on the cruise setting switch 19. .
- the driving force K does not change even if the grip torque T varies slightly due to unevenness of the road surface or the like, and the operation burden on the driver can be reduced.
- the second predetermined range ⁇ S 2 can be set to a value smaller than the first predetermined range ⁇ S 1 .
- FIG. 9 is a flowchart showing a procedure of engine output control according to the present embodiment.
- the running resistance f is calculated by the running resistance calculating means 51 in step S2
- the strain gauge output S is detected in step S3.
- output control of the engine E is executed by the engine output changing means 53 in accordance with the running resistance f and the strain gauge output S.
- step S5 it is determined whether or not the strain gauge output S is held at the predetermined value S2 for a predetermined time t. If an affirmative determination is made, the process proceeds to step S6, and the engine output H is controlled so as to balance the running resistance f. Cruise control is executed. If a negative determination is made in step S5, the process returns to step S1.
- step S7 it is determined whether the strain gauge output S is outside the second predetermined range [Delta] S 2, and if a negative decision is made back to step S6 to continue the cruise control, on the other hand, if a negative decision is made, step S8 Proceed to and finish the cruise control.
- the cruise control is terminated, and the cruise control is started and ended only by operating the handle grip 8. be able to.
- FIG. 10 is a flowchart showing a procedure of engine output control according to the modification.
- the running resistance f is calculated by the running resistance calculating means 51 in step S11, and the strain gauge output S is detected in step S12.
- output control of the engine E is executed by the engine output changing means 53 in accordance with the running resistance f and the strain gauge output S.
- step S14 it is determined whether the strain gauge output S is held for a predetermined time t at a first predetermined range ⁇ S within 1, if an affirmative determination process proceeds to step S15, the engine output so as to balance the running resistance f Cruise control for controlling H is executed. If a negative determination is made in step S14, the process returns to step S10.
- step S16 whether the strain gauge output S is outside the second predetermined range [Delta] S 2 is determined. If a negative determination is made in step S16, the process returns to step S15 and the cruise control is continued. On the other hand, if an affirmative decision is made at step S16, the process proceeds to step S17, whether the strain gauge output S is outside the first predetermined range [Delta] S 1 is determined. If a negative determination is made in step S17, the process returns to step S15 and the cruise control is continued. If an affirmative determination is made, the process proceeds to step S18 and the cruise control is terminated.
- the cruise control is terminated when the handle grip 8 is operated with a torsional force N that deviates from the first predetermined range ⁇ S 1 and the second predetermined range ⁇ S 2. It can be executed with only 8 operations.
- FIG. 11 is a flowchart showing a procedure of cruise control 2 as a modified example of the cruise control end condition. This modification is characterized in that the cruise control is continued even if the grip torque T is made zero during the cruise control.
- step S20 the cruise control is being executed.
- step S21 the cruise control is maintained even if the strain gauge output S decreases and reaches the initial value S1.
- step S22 it is determined whether the strain gauge output S has become a value on the deceleration side (reverse direction) or whether the strain gauge output S has exceeded an upper limit value within a predetermined range. If a negative determination is made in step S22, the process returns to step S20 and the cruise control is continued. On the other hand, if a negative determination is made, the process proceeds to step S23 to end the cruise control.
- the cruise control is continued without applying the torsional force N to the handle grip 8. Therefore, the burden on the right hand during the cruise control is reduced, and the handle is controlled. If the grip 8 is rotated forward with a force exceeding a predetermined value or operated in the reverse direction, the cruise control is terminated, and the start and end of the cruise control are switched only by operating the handle grip 8. Can do.
- the configuration of the control unit, the predetermined range of the grip torque set for switching the generation mode of the driving force, etc. are not limited to the above-described embodiment, and various changes can be made.
- the driving force may be controlled not only to make the driving force constant but also to make the vehicle speed constant based on the output of the vehicle speed sensor.
- the vehicle driving force control device is not limited to a motorcycle, but is applied to various vehicles such as a saddle riding type three- or four-wheeled vehicle, a working machine that controls the driving force of a power source with a handle grip, and the like. Is possible. Further, the torsional force is a force that the occupant twists or grips the handlebar grip.
- SYMBOLS 1 ... Motorcycle (vehicle), 30 ... Strain gauge (torsional force detection means), 50, 50a ... Control part (vehicle driving force control apparatus), 51 ... Running resistance calculation means, 52 ... Gear ratio detection means, 53 ... Engine output changing means, 54 ... vehicle speed sensor, 55 ... motor output changing means, f ... running resistance, E ... engine, M ... motor, N ... torsional force, K ... driving force, H ... engine output, V ... vehicle speed, ⁇ S ... predetermined range, W ... predetermined range
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims (9)
- 車両(1)に取り付けられたハンドルグリップ(8)を操作して動力源(E,M)の駆動力(K)を制御する車両の駆動力制御装置において、
前記ハンドルグリップ(8)が、前記車両(1)に回動不能に固定されており、
前記ハンドルグリップ(8)に加えられる一方側または他方側へのねじり力(N)を検出するねじり力検出手段(30)と、
前記検出されたねじり力(N)に基づいて前記駆動力(K)を制御する制御部(50,50a)とを備え、
前記制御部(50,50a)は、前記一方側のねじり力(N)に応じて、前記駆動力(K)を増加する方向に制御することを特徴とする車両の駆動力制御装置。 - 前記制御部(50,50a)は、前記ねじり力検出手段(30)によって前記ねじり力(N)が検出されないときは、前記動力源(E,M)の駆動力(K)を徐々に低減する方向に制御することを特徴とする請求項1に記載の車両の駆動力制御装置。
- 前記制御部(50,50a)は、前記他方側のねじり力(N)に応じて、前記駆動力(K)を低減する方向に制御することを特徴とする請求項1または2に記載の車両の駆動力制御装置。
- 前記車両(1)の車速(V)を検出する車速検出手段(54)を備え、
前記制御部(50,50a)は、前記ねじり力(N)が所定値(S2)にあるときに前記車速(V)を一定に保つように前記駆動力(K)を制御することを特徴とする請求項1ないし3のいずれかに記載の車両の駆動力制御装置。 - 前記制御部(50,50a)は、前記ねじり力(N)が第1所定範囲(ΔS1)内で変化しても、この変化に応じて前記駆動力(K)を変化させないことを特徴とする請求項1ないし4のいずれかに記載の車両の駆動力制御装置。
- 前記車両(1)の車速(V)を検出する車速検出手段(54)と、
前記車速(V)に応じた走行抵抗(f)を求める走行抵抗算出手段(51)とを有し、
前記制御部(50,50a)は、前記ねじり力(N)が所定値(S2)または第1所定範囲(ΔS1)内にある状態で所定時間が経過すると、前記駆動力(K)を前記走行抵抗(f)と釣り合うように制御するクルーズ制御を実行することを特徴とする請求項1ないし5のいずれかに記載の車両の駆動力制御装置。 - 前記クルーズ制御中に、前記ねじり力(N)が第2所定範囲(ΔS2)を外れた場合に、前記クルーズ制御を終了することを特徴とする請求項6に記載の車両の駆動力制御装置。
- 前記車両(1)の変速機(56)の変速比を検出する変速比検出手段(52)を備え、
前記制御部(50,50a)は、前記ねじり力(N)、前記変速比および前記走行抵抗(f)に応じて前記駆動力(K)を制御することを特徴とする請求項6に記載の車両の駆動力制御装置。 - 前記車両(1)はエンジン(E)またはモータ(M)を動力源とする自動二輪車であり、
前記ハンドルグリップ(8)は、前記自動二輪車の前輪を操舵するハンドルバー(5)の端部に被検知体(5a)を介して固定されており、
前記ねじり力検出手段(30)は、前記被検知体(5a)に貼り付けられた歪ゲージであることを特徴とする請求項1ないし8のいずれかに記載の車両の駆動力制御装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US15/562,168 US10279857B2 (en) | 2015-03-30 | 2016-03-29 | Vehicle driving force control device |
JP2017510042A JP6385021B2 (ja) | 2015-03-30 | 2016-03-29 | 車両の駆動力制御装置 |
CN201680025852.3A CN107531308A (zh) | 2015-03-30 | 2016-03-29 | 车辆的驱动力控制装置 |
EP16772866.6A EP3279072B1 (en) | 2015-03-30 | 2016-03-29 | Vehicle driving force control device |
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JP2015-070053 | 2015-03-30 | ||
JP2015070053 | 2015-03-30 |
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EP (1) | EP3279072B1 (ja) |
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CN110282059B (zh) * | 2018-12-29 | 2020-12-11 | 深圳市伟创高科电子有限公司 | 一种电动车安全控制装置及其实现方法 |
DE102019211826A1 (de) * | 2019-07-26 | 2021-01-28 | Vitesco Technologies Germany Gmbh | Steuergriff zum Steuern eines Fahrzeugs |
JP7086132B2 (ja) * | 2020-04-30 | 2022-06-17 | 本田技研工業株式会社 | 制御装置 |
CN112706863B (zh) * | 2021-01-07 | 2022-05-27 | 上海钧正网络科技有限公司 | 一种转把异常检测方法、装置及设备 |
CN113978592B (zh) * | 2021-11-20 | 2023-02-03 | 台州市中能摩托车有限公司 | 电控信号智能化处理方法和装置 |
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CN107531308A (zh) | 2018-01-02 |
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EP3279072B1 (en) | 2021-02-24 |
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