JP2854441B2 - Motorcycle control device - Google Patents

Abstract

PURPOSE:To control a motorcycle accurately by carrying out the detection of a banking angle accurately even in a transitional state at the time of cornering start or at the time of cornering finish or the like, in the case of a motorcycle controller that detects a banking angle according to a vehicle velocity and a handle bar swinging angle and carries out the control of the vehicle according to the banking angle. CONSTITUTION:The 2nd correction coefficient beta corresponding to a handle bar swinging angle change velocity DELTAthetah and a vehicle velocity V (or its equivalent data) is memorized beforehand in a beta map 117, and read out in response to a change velocity DELTAthetah and a vehicle velocity. A banking angle operation means 203 operates a banking angle thetab according to V, beta and a handle bar swinging angle thetah. And the vehicle is controlled according to the banking angle thetab.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a two-wheeled vehicle, and in particular, calculates a bank angle of the two-wheeled vehicle according to a vehicle speed and a steering wheel turning angle, and controls the two-wheeled vehicle according to the bank angle. The present invention relates to a control device for a motorcycle that performs light distribution control, driving force control, and the like of a light device.

[0002]

2. Description of the Related Art In a headlight device for a motorcycle or the like, a good light distribution is always provided to a required portion in front of the vehicle body regardless of whether the motorcycle or the like is traveling straight or cornering. Is required. For this reason, a headlight configured to form a predetermined light distribution pattern by shielding a part of the light from the light source by a shielding plate (hereinafter, referred to as a shade) arranged on the front opening side of the reflecting mirror. Devices are known. Such an apparatus is described in, for example, JP-A-63-158701.

In order to control such a headlight device, it is necessary to detect an inclination angle (hereinafter referred to as a bank angle) of a vehicle body such as the motorcycle. Since a gimbal, a gyroscope, or the like is used for detection, the structure of the headlight control device becomes complicated, leading to an increase in cost. To solve such a problem, Japanese Unexamined Patent Publication No.
No. 101245 proposes a technique for detecting a bank angle based on a vehicle speed and a steering wheel turning angle.

[0004] Conventionally, a slip ratio of a vehicle is detected from the rotational speeds of a driving wheel and a driven wheel of the vehicle so that excessive slip of the vehicle can be prevented when starting or accelerating on a slippery road surface. However, when the slip ratio is larger than a predetermined value, a driving force control device that suppresses the driving force of the vehicle by adjusting the ignition timing, the fuel injection amount, or the opening of the throttle valve has been proposed. ing.

In such a driving force control device as well, if the driving force control is performed in accordance with the vehicle speed and the steering wheel turning angle, in other words, in accordance with the bank angle, an excessive slip may be generated in accordance with the cornering state of the vehicle. It can be prevented well.

[0006]

Problems to be Solved by the Invention
According to the technology described in No. 5, good control is possible during steady circular turning, but in a transient state such as at the start or end of cornering, the steering angle is not stable. May have low reliability.

That is, for example, when trying to turn to the left, the rider turns the steering wheel to the left immediately after temporarily turning the steering wheel to the right to move the rider's center of gravity to the left side of the motorcycle. In such a transitional state of turning, the steering wheel turning angle and the bank angle do not directly correspond to each other. In such a case, if the bank angle is calculated directly from the steering wheel turning angle, the reliability of the bank angle data (the assumed inclination angle of the motorcycle) becomes low, and the light distribution control and the driving force according to the bank angle are reduced. Control may not be performed well.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and an object of the present invention is to accurately detect a bank angle even in a transitional state at the start or end of cornering. It is an object of the present invention to provide a motorcycle control device that can accurately control the motorcycle.

[0009]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention calculates the change speed of the steering wheel turning angle and corrects the bank angle data according to the change speed. There is a feature. Another feature is that the calculated bank angle data is further corrected according to the vehicle speed.

[0010]

[Function] When the change speed of the steering wheel turning angle is large,
Since it can be determined that the bank is in a transient state at the start or end of the cornering, etc., if the bank angle data is corrected according to the change speed, the bank angle can be accurately detected even in the transient state at the start or end of the cornering. Can be done.

Also, during a steady circular turning, the change speed of the steering wheel turning angle decreases as the vehicle speed V increases. Therefore, if the bank angle data is corrected in accordance with the change speed and the vehicle speed V, the cornering starts or ends. In a transient state such as at the time, the bank angle can be detected more accurately.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the drawings. First, the present invention will be described as applied to a light distribution control device for a motorcycle. FIG. 2 is a diagram schematically showing the configuration of a headlight device to which the first embodiment of the present invention is applied, and FIG. 3 is a sectional view of an example of the headlight device. In the respective drawings, the same reference numerals indicate the same or equivalent parts. In FIG. 2, the HH line and the VV line indicate a horizontal line and a vertical line, respectively. The illustrated headlight device is for the case where the motorcycle travels on the left side.

In each figure, a headlight device 1
Is housed in a lamp body (not shown) and mounted on the motorcycle. A convex lens 6 is attached via a connecting member 5 in front of a reflecting mirror 4 having a reflecting surface 3 forming a spheroidal surface.
Have the same optical axis (optical axis X).

The bulb 7 is mounted so that the filament 8 as the light source is located at the first focal point F1 of the ellipse forming the reflection surface 3. F2 is the second focal point of the ellipse, which in this embodiment is located on the entrance surface of the convex lens 6. F3 is the focal point of the convex lens 6, and the center point 9C of the upper edge of the shade 9 is located at the focal point F3.

The upper edge of the shade 9 extends in the left-right direction with respect to the light beam irradiation direction. Then, an upper edge 9A on the left side (left from the reflecting mirror 4 side toward the convex lens 6 side, and so on)
Extends horizontally at the same height as the center point 9C, but the upper right edge 9B is inclined downward from the center point 9C. At the lower edge of the shade 9, a mounting portion 9D bent rearward, that is, toward the reflecting mirror 4 is integrally formed, and the mounting portion 9D is fixed to the rear gear plate 10 by screws 11.

The gear plate 10 is used for the headlight device 1
Has a fan shape large enough to cover the lower half of the cross section. A bearing hole 12 having an optical axis X as an axis is provided in a central portion of an upper edge of the gear plate 10, that is, a portion located behind a central point 9C of the shade 9.

Behind the gear plate 10, a column member 14 having a lower edge fixed below the opening edge of the reflecting mirror 4 is provided upright. The upper end of the support member 14 is the gear plate 1
The bearing hole 15 which is located behind the zero protrusion 13 and is aligned with the bearing hole 12 is provided in this portion. And
The pivot shaft 16 is inserted through the bearing holes 12 and 15,
A bearing portion 17 that supports the gear plate 10 on the support member 14 in a tiltable manner is formed.

The lower portion of the gear plate 10 has a drive gear 1 driven by a servomotor 18.
9 is engaged. Therefore, by driving the servo motor 18, the gear plate 10 is moved to the bearing portion 17.
, Ie, the optical axis X, and the shade 9 correspondingly tilts around the optical axis X passing through the center point 9C of the upper edge thereof.

With such a configuration, the light radiated from the bulb 7 is, as shown in FIG.
1 and a light distribution state having a bright portion 22. The dark part 21
Light and dark boundaries 9a and 9b that define the light and light portions 22 are determined by the upper edge 9A and the upper edge 9B of the shade 9, respectively.

The basic light distribution control of the headlight device in this embodiment is such that when the motorcycle corners to the left, the light / dark boundary lines 9a and 9b rotate in the direction L in FIG. In the case of cornering, the servo motor 18 is driven to rotate the shade 9 so as to rotate in the direction R in FIG. The configuration of such a headlight device is merely an example, and any headlight device applied to the present invention may be used.

FIG. 4 is a block diagram showing the configuration of the first embodiment of the present invention. In FIG. 4, a vehicle speed sensor 31 for detecting a vehicle speed (front wheel speed) V of the motorcycle 30 is shown.
A steering angle sensor 32 for detecting a steering angle of the steering wheel, a servomotor 18 for rotating the shade 9, and a motor rotation for detecting a rotation angle of the servomotor 18 (that is, a rotation angle of the shade 9). The angle sensor 33 is attached to an appropriate part of the motorcycle 30. In this example, the motor rotation angle sensor 33 is connected to the servo motor 18 via a speed reduction mechanism 43 having an appropriate speed reduction rate.
It is connected to the.

Reference numeral 42 denotes an electronic control unit provided with a microcomputer for performing the headlight control. If necessary, various other controls (such as engine ignition timing control and fuel injection control) of the motorcycle 30 are performed. Control).

The vehicle speed sensor 31 is connected to the steering angle sensor 3 via an input circuit 34 and a level determination circuit 35.
2 are connected to an electronic control unit 42 via an input circuit 36 and an A / D converter 37, respectively. The servo motor 18 is connected via a protection circuit 38 and a driver 39, and the motor rotation angle sensor 33 is connected
Via an input circuit 40 and an A / D converter 41, they are connected to an electronic control unit 42, respectively.

The input circuits 34, 36, and 40 are provided with the following components due to the effects of noise, surge voltage, static electricity, electromagnetic waves, and the like.
Level determination circuit 35, A / D converters 37 and 41,
In addition, the electronic control unit 42 is protected. Similarly, the protection circuit 38 protects the servomotor 18 from the above-described effects.

The vehicle speed sensor 31 generates a pulse (hereinafter referred to as a vehicle speed detection pulse VP) in accordance with, for example, the rotation of the front wheels.
Is a pulse generator. The steering angle sensor 3
2 and the motor rotation angle sensor 33 are, for example, potentiometers whose output voltages change according to the steering angle and the rotation angle of the servomotor 18, respectively.

The level determination circuit 35, as described later,
Vehicle speed detection pulse VP output via input circuit 34
Is determined, and if the voltage value is not within the predetermined range, a signal to that effect is output to the electronic control unit 42. The electronic control unit 42 detects the signal and determines that the vehicle speed sensor 31 is disconnected or short-circuited.
The control of the shade 9 is stopped.

The power supply circuit 45 includes a switching circuit 46 and a constant voltage circuit 47. When the combination switch 49 is turned on, the battery 44 is connected to the constant voltage circuit 47 and a predetermined voltage (for example, +5 [V]) is applied to the electronic control unit 4.
2 and so on. The operation of the combination switch 49 is detected by the electronic control unit 42 through the connection line having the resistor 48. When the combination switch 49 changes from the on state to the off state, the switching circuit 46 is switched, and during the scheduled time (for example, 3 hours) from the off state,
The battery 44 is connected to the power supply circuit 45, and the electronic control unit 42 and the like are backed up.

Further, while the battery 44 is connected to the constant voltage circuit 47, the battery 44 includes a resistor 53, an indicator lamp 50, and a protection circuit 51 as shown in the figure.
And the switching element 52. Since the switching element 52 is normally on, the indicator lamp 50 does not light up. However, when an abnormality occurs, the switching element 52 is turned off and the indicator lamp 50 is energized and lit.

FIGS. 20 and 21 are functional block diagrams showing the structure and operation of a headlight control device for a motorcycle equipped with the first embodiment of the present invention. . 20 and 21, the same reference numerals as those in FIG. 4 indicate the same or equivalent parts.

Referring to FIGS. 20 and 21, the vehicle speed sensor 3
The vehicle speed detection pulse VP output from 1 is input to the disconnection / short circuit detection means 101, and the voltage value of the pulse is detected. If this voltage value is smaller than the expected value or larger than it is, it is determined that a short circuit or disconnection respectively,
The flag Fid is generated by the Fid generation means 102. The function of the disconnection / short detection means 101 is as follows.
5 (FIG. 4).

Since the driver 130 normally keeps the switching element 52 on, the indicator lamp 50
Is off, the switching element 52 is turned off by the occurrence of the flag Fid, and the indicator lamp 50 is turned off.
Lights up. By turning on the indicator lamp 50, the abnormality of the motorcycle is displayed.

In response to the occurrence of the Fid, the switching means 123 described later is energized, and the motor return means 127 is connected to the driver 39. Accordingly, the headlight control device stops the control of the shade 9 (control of the servo motor 18) according to the bank angle, and returns the shade 9 to the center position (motor center value θmc described later).

When the disconnection or short circuit of the vehicle speed sensor 31 is not detected, the vehicle speed V of the motorcycle is detected by the vehicle speed detecting means 103 by an appropriate method. The speed range checking means 104 determines that the vehicle speed V is, for example, 3 [km / h] ≦ V ≦
When the speed is 127.5 [km / h], the vehicle speed V is output to the bank angle calculation means 120 as it is, and when V <3 [km / h], the vehicle speed V is set to 0 [km / h]. Is output to the bank angle calculation means 120.

When 127.5 [km / h] <V,
The Fvo generating means 105 is energized, and a flag Fvo is generated. The switching means 123 is biased by the occurrence of Fvo,
Second motor control means 126 is connected to driver 39. When the motorcycle is running at a high speed in this manner, the cornering radius is large and the control of the shade 9 is unnecessary, so the second motor control means 126 gradually restores the shade 9 to the center position. .

The steering angle signal θ output from the steering angle sensor 32
ho (n) is a means for detecting disconnection / short circuit 10 every predetermined timing.
6 and its voltage value is detected. The disconnection / short-circuit detection means 106, as in the case of the disconnection / short-circuit detection means 101, controls the steering angle sensor 32 when the voltage value is smaller or larger than the expected value.
Is judged as short circuit or disconnection. As a result, the flag Fid is generated by the Fid generating means 107.

The .DELTA..theta.h calculating means 116 takes in the .theta.ho (n) and calculates the deviation .DELTA..theta.h. As aforementioned,
Since θh0 (n) is detected at every predetermined timing, Δθh
Is the change speed of the steering wheel turning angle.

The moving average value calculating means 108 calculates the average value from a predetermined number of sampled θh0 (n), collects a plurality of them each time the average value is calculated, and further calculates the average value. (Moving average value).
Of course, the moving average value calculating means 108 may simply calculate the average value from a predetermined number of sampled θh0 (n).

Θha is a dynamic center value calculating means 1
10 and the arithmetic means 110 is provided with the steering angle sensor 32
, That is, the output signal θdcd of the steering angle sensor 32 when the motorcycle is actually traveling straight. The calculation of θdcd by the dynamic center value calculation means 110 may be performed every time θha is calculated, but may be calculated by the frequency division ratio stored in the frequency division ratio storage means 112 (that is, θha is calculated a predetermined number of times). Every time).

The calculation of θdcd by the dynamic center value calculation means 110 is performed by the moving average value θ of the steering wheel angle as described later with reference to FIGS.
ha, the dead zone width R stored in the dead zone storage means 111,
And the vehicle speed detection pulse VP (in other words, the traveling distance data of the motorcycle). The calculated dynamic center value θdcd is stored in the dynamic center value storage means 113 as θdc.

The steering wheel turning angle calculating means 109 uses the moving average value θha of the steering wheel turning angle and the dynamic center value θdc read from the dynamic center value storage means 113 to obtain the true steering wheel turning angle θh (n) ( The steering angle from the center position of the steering wheel, in other words, the steering angle of the front wheel, is calculated.

If the value of the steering wheel turning angle θh (n) calculated this time exceeds a predetermined level from the steering wheel turning angle θh (n−1) calculated last time,
θh (n) is kept within the range of the predetermined level. In other words, the change amount limiting unit 114 detects whether the change amount of the steering wheel turning angle is equal to or more than a predetermined level, and when the change amount is equal to or more than the predetermined level, the change amount becomes equal to the predetermined level. Correct the steering wheel turning angle, and change this to the δ table 119
And the bank angle calculation means 120. This allows
Even if the steering wheel is suddenly turned, the detected value of the bank angle θb is relaxed.

Α table 118, β map 117 and δ
The table 119 is a table or a map in which the first correction coefficient α, the second correction coefficient β, and the fourth correction coefficient δ are stored, respectively, and uses the vehicle speed V, the vehicle speed V, Δθh, and θh (n), respectively. Is read.

Using the vehicle speed V, the steering wheel turning angle θh (n), the first correction coefficient α, the second correction coefficient β, and the fourth correction coefficient δ, the bank angle calculation means 120 The bank angle of the motorcycle (the inclination angle of the motorcycle during traveling) θb is calculated.

Θb = V × α × θh (n) × δ × β (1) where the first correction coefficient α, the second correction coefficient β, and the fourth correction coefficient β
The correction coefficient δ will be described.

The first correction coefficient α is a coefficient for determining the bank angle θb using the vehicle speed V and the steering wheel turning angle θh (n), and is read out according to the vehicle speed V.

The second correction coefficient β is a coefficient determined using the vehicle speed V and the change speed Δθh of the steering wheel turning angle as parameters. Assuming that the second correction coefficient β is expressed as a product of a coefficient β1 using Δθh as a parameter and β2 using vehicle speed V as a parameter, β1 and β2 become coefficients as shown in FIGS. 22 and 23. Become. That is, the second correction coefficient β is set to a smaller value as Δθh is larger and the vehicle speed V is larger.

That is, at the start or end of the cornering, the steering wheel turning angle does not become a value directly corresponding to the bank angle. That is, for example, when trying to turn to the left, the rider turns the steering wheel to the left once after instantly turning the steering wheel to the right, moving the center of gravity of the rider to the left side of the motorcycle, and then turning the steering wheel to the left. In the turning transient state, the steering wheel turning angle and the bank angle do not directly correspond. In such a case, if the bank angle θb is calculated directly from the steering wheel turning angle, the shade 9 may not be controlled in accordance with the bank angle.

Therefore, in such a transient state, that is, when .DELTA..theta.h changes abruptly, the larger the .DELTA..theta.h is, the larger the second correction coefficient .beta. Is suppressed as much as possible, and the calculation of the bank angle, that is, the control of the shade 9 can be performed accurately.

Also, even at the same changing speed of the steering wheel turning angle, the bank angle becomes smaller as the vehicle speed V becomes higher.
The second correction coefficient β is set to a smaller value as the vehicle speed V increases, and when both the change speed and the vehicle speed V are higher, it is determined that the bank angle is smaller than expected data, and the bank angle data is further reduced. The shade 9 is reduced so that the control of the shade 9 is performed more favorably. When the vehicle enters a steady circular turn, the change in Δθh is reduced, so that the value of the second correction coefficient β is increased, and the bank angle can be accurately calculated according to the steering wheel turning angle.

The fourth correction coefficient δ is a coefficient determined according to the steering wheel turning angle and whether the steering wheel is turned to the right or to the left. When it is cut off, it is set to a smaller value than when it is cut off to the left. This fourth
FIG. 24 shows the contents of the correction coefficient δ.

In other words, when the bank angle is 0, that is, when the motorcycle is running upright (straight running), the shade 9 is located at the center position, but the light distribution state is originally set to automatic. The front right side of the motorcycle is flat, and the front left side is rising left. Accordingly, if the rotation angle of the shade 9 is the same between when the steering wheel is turned to the right and when the steering wheel is turned to the left (when the bank angle is right and when the bank angle is left), the bank angle for the rider is There is a possibility that the light distribution control amount in the case of the right side may be felt large. In this embodiment, since the control amount of the shade 9 is determined from the bank angle, the fourth correction coefficient δ is used to reduce the control amount when the bank angle is on the right side. .

The motor control amount calculation means 121 multiplies the bank angle θb by a third correction coefficient γ, which will be described later, to calculate the motor center value θmc of the servo motor 18 (the rotation angle of the shade (when the motorcycle is traveling straight) ( The rotation angle (motor control amount) θm from the rotation angle of the shade driving motor corresponding to the center position of the shade) is calculated. The third correction coefficient γ is stored in the dynamic center value storage unit 113.
When the value of the dynamic center value θdc stored in the above is immediately after the start of traveling and a stable straight running state is not detected, the value is reduced by the data output from the dynamic center value calculating means 110. . Accordingly, in a region where the reliability of the steering wheel turning angle θh (n) is low, the value of the motor control amount θm is reduced.

When the calculated motor control amount θm is within the predetermined angle, the Fbu generating means 122 is energized, and the flag Fbu is generated. Due to the generation of the flag Fbu,
Second motor control means 126 is connected to driver 39. If the motor control amount θm, in other words, the bank angle θb, is relatively small, it can be determined that the inclination is a noise-like inclination of the vehicle body due to a slight line change during straight traveling or unevenness of the road surface. In such a case, since the control of the shade 9 is essentially unnecessary, the second motor control means 126 controls the shade 9 according to the bank angle θb.
, The shade 9 is gradually restored to the central position.

If the flags Fid, Fvo and Fbu, and the flags Fd, Fd1 and Fvo1 described below have not been generated (they are not "H"), the motor control amount θm
Is supplied to the first motor control means 124. This first
The motor control means 124 calculates the motor control angle θm0 by adding the motor median value θmc calculated as described later to the θm, and further calculates the control angle θm0.
Disconnection / short detection means 1 from the motor rotation angle sensor 33
A control signal is output to the driver 39 using the actual rotation angle θm1 of the motor output via the
8 is feedback-controlled.

This feedback control is performed by reading a duty ratio corresponding to the difference between the motor control angle θm0 and the actual motor rotation angle θm1 from the duty ratio storage means 125 (see FIG. 19), and performing chopping control of the servo motor 18 to perform the feedback control. Will be

The disconnection / short detection means 128 detects the voltage value of the actual motor rotation angle θm1 output from the motor rotation angle sensor 33, and the voltage value is detected in the same manner as the disconnection / short detection means 101 and 106. Is smaller or larger than the expected value, it is determined that the motor rotation angle sensor 33 is short-circuited or broken, respectively. Thereby, F
A flag Fid is generated by the id generation means 129.

The switching circuit 46 is configured so that the battery 44 is not connected to the constant voltage circuit 47 unless the combination switch 49 is always turned on (initial state). When the combination switch 49 is turned on, the current flowing from the battery 44 via the resistor 48 causes the Fb generating means 131
Is activated, and the flag Fb is generated. When the flag Fb is generated, the backup timer 133 is reset. The generation of the flag Fb is released when the combination switch 49 is turned off. The flag F
When b disappears after the occurrence, that is, when the flag Fb falls, the Fhr generating means 132 is activated, and the flag Fhr is generated. As a result, the backup timer 133 is activated, the switching circuit 46 is energized, and the constant voltage circuit 47 is directly connected to the battery 44 without passing through the combination switch 49.

When the backup timer 133 detects the elapse of the scheduled time (for example, three hours), the backup circuit 133 deactivates the switching circuit 46 and disconnects the constant voltage circuit 47 from the battery 44. That is, even if the combination switch 49 is turned off, the power is kept connected to the headlight control device during the scheduled time, and various data (dynamic center value storage means) stored in various storage means such as RAM. Dynamic center value θdc stored in 113, etc.)
Is held. Therefore, for example, in a case where the rider restarts running after turning off the combination switch 49 and then taking a rest, good headlight control can be immediately performed.

If the combination switch 49 is turned on before the backup timer 133 detects the scheduled time, the backup timer 133 is reset and stopped by the flag Fb generated by the Fb generating means 131. Is done. Further, the switching circuit 46 is deactivated.

FIG. 25 is a time chart showing the relationship between the state of the combination switch 49, the flag Fb and the backup timer 133 and the power supply voltage output from the constant voltage circuit 47.

When the ON state of the combination switch 49 is detected, that is, when the rising of the flag Fb is detected, the motor return means 127 is energized. In this case, when the vehicle speed V is equal to or lower than a predetermined speed (for example, 3 [km / h]), the motor return unit 127 rotates the servo motor 18 in the right and left directions until the shade comes into contact with the left and right stoppers. , And the actual rotation angles of the respective motors are detected, and a half of the sum is calculated.
If the shade and its stopper are correctly attached to the frame of the motorcycle, this value is the motor center value θmc corresponding to the center position of the steering wheel, in other words, the center position of the shade. After this, servo motor 1
8 so as to be the median value θmc.
Control.

As will be described later with reference to FIGS. 11 and 12, when the dynamic center value θdcd calculated by the dynamic center value calculating means 110 becomes a value suitable for use in the headlight control, in other words, Then, when it is determined that the motorcycle has traveled a relatively long distance and the dynamic center value θdcd has become a reliable value, the Fd generating means 11
5 and Fd1 generating means 134 generate flags Fd and Fd1.

Until the flag Fd is generated, after the servomotor 18 is returned to the center position by the generation of Fb, the servomotor 18 is not controlled, but the switching means 123 is generated by the generation of Fd. Controlled by the first or second motor control means 124 or 126.

Further, due to the occurrence of Fd1, the control of the servo motor 18 in accordance with the bank angle θb is relaxed by the second motor control means 124 only when the flag Fd rises, and the rotation angle of the motor is gradually reduced to the control angle θm0. Controlled to match. After that, the flag Fd1 is reset, and the control is continued by the first motor control means 124.

As described above, when the flag Fvo is generated (12)
When 7.5 [km / h] <V), the shade 9 is gradually restored to the center position, but the vehicle speed V becomes 127.5.
[Km / h] or less, that is, when Fvo falls, the Fvo1 generating means 135 is energized and the flag F
When vo1 is generated, the control of the servo motor 18 according to the bank angle θb is restarted. In this case, the rotation angle of the motor is controlled so as to gradually coincide with the control angle θm0, and when the coincidence is confirmed, the flag Fvo1 is reset. Is continued.

As is clear from the above description, the disconnection / short detection means 101, 106 and 128 have the same functions, respectively.
Only the short-circuit detecting means 101 has a hardware configuration (that is, the function is realized by the level determination circuit 35), and the functions of the disconnection / short-circuit detecting means 106 and 128 are controlled by the electronic control unit 42 (FIG. 4). Implemented by software. Of course, the disconnection / short detection means 10
The first function may also be performed by the electronic control unit 42.

Next, the operation of the motorcycle headlight control device shown in FIGS. 20 and 21 will be described in detail. The control of the shade 9 according to this embodiment is basically performed by a main routine shown in FIG. 5, an interrupt process (FIG. 7) performed at regular intervals during the execution of the main routine, and a vehicle speed during the execution of the main routine. This is performed by interrupt processing (FIGS. 9 and 10) performed by interrupting the detection pulse.

In FIG. 5, first, in step S1, initialization is performed. As a result, the flag Fb becomes "H" and the other various flags (Fvo, Fvo1
, Fbu, Fd, Fd1, Fid and Fhr) are set to "L". Further, n, which will be described later with reference to FIG. 7, and various counters and timers are reset. Further, FIG.
Ldcmax described later with reference to FIG. 1 and FIG. 12 is set to "0" data.

In step S2, the initial operation of the shade is confirmed. In this process, shade 9 (FIG. 2)
And FIG. 3) at the center position (that is, the motorcycle 30).
(The position of the shade 9 when the vehicle is traveling straight). FIG. 6 shows the details of this processing.

In step S20 of FIG. 6, it is determined whether or not Fb is "H". If Fb is "L", the process ends. If Fb is "H", step S2
At 1, it is determined whether or not the vehicle speed V of the motorcycle 30 is 3 [km / h] or less. If V exceeds 3 [km / h], the process ends.

If V is 3 [km / h] or less, step S
At 22, the servomotor 18 is rotated clockwise. This rotation is performed in step S23 by the shade 9
Until the contact with the stopper (not shown) is detected. In step S24, the rotation angle θm1 of the servo motor 18 is read as θmrm.

In step S25, the servo motor 1
8 is rotated to the left. This rotation is performed in step S26.
Is performed until the contact of the shade 9 with the stopper is detected. In step S27, the rotation angle θm1 of the servo motor 18 is read as θmlm.

In step S28, the shade driving motor 18 corresponding to the rotation angle of the shade (the center position of the shade) when the motorcycle is traveling straight ahead.
Is calculated (motor center value) θmc. This calculation is performed by halving the sum of θmrm and θmlm. In step S29, the servo motor 1
The servo motor 18 is driven so that the rotation angle of the motor 8 becomes θmc. After this driving, the process ends.

Although not shown in the drawings, in the processing in steps S22 and S25, if satisfactory rotation of the servo motor 18 is not confirmed, it is determined that the motor is locked, and the flag Fid is set to "H". The effect when this Fid becomes "H" will be described later with reference to FIG.

Referring back to FIG. 5, after the processing in step S2,
In step S3, it is determined whether or not Fid is "H". If Fid is “L”, after the switching element 52 is turned on (that is, the indicator lamp 50 is turned off) in step S5, the process proceeds to step S6. If Fid is "H", the process proceeds to the indicator process of step S4. FIG. 26 shows details of this processing. Note that this indicator process may be executed by interruption when Fid becomes “H”.

In FIG. 26, in step S211,
The switching element 52 is turned off, and the indicator lamp 50 is turned on. In step S212, the servo motor 18 is controlled such that the rotation angle of the servo motor 18 becomes θmc. When the flag Fid becomes “H” in the process shown in FIG. 6, θmc is not calculated, and in such a case, the servo motor 18 is controlled so that the rotation angle becomes a predetermined rotation angle. Control.

Then, in step S213, it is determined whether a reset switch (not shown) has been turned on. If it is on, the process ends. That is, the process returns to step S1 in FIG.

Returning to FIG. 5, in step S6, it is determined whether or not the combination switch 49 is off. If the combination switch 49 is on, it is determined in step S7 whether or not Fhr is "L". If Fhr is "L", the process returns to step S3.

If Fhr is "H", step S405
, The switching circuit 46 (FIGS. 4 and 21) is reset, and the direct connection between the battery 44 and the constant voltage circuit 47 is released. The direct connection is performed in step S40 described below.
0.

In steps S8 and S9, Fhr and Fb are set to "L" and "H", respectively. Then, in step S11, step S16 described later is performed.
The backup timer set in is reset, and then the process returns to step S3.

If it is determined in step S6 that the combination switch 49 is off, it is determined in step S12 whether or not Fhr is "H". If Fhr is "L", in step S14,
Fb is set to "L". In step S13, Fhr is set to "H".

In step S400, the switching circuit 46 is set, and the battery 44 and the constant voltage circuit 47 are directly connected. Then, in step S16,
After the time measurement is started by the backup timer, the process returns to step S3.

In step S12, Fhr is "H".
Is determined, whether or not a predetermined time (for example, 3 hours) has elapsed in step S17. If the elapse of the predetermined time is not determined, the process returns to step S3. If the elapse of the predetermined time is determined, the switching circuit 46 is determined in step S404.
Is reset, and the direct connection between the battery 44 and the constant voltage circuit 47 is released. Since the combination switch 49 is off, the power supply is not connected to the headlight control device, and the process ends.

FIG. 7 is a flowchart showing an interruption process (a fixed time interruption process) performed at regular time intervals (for example, every 5 [msec]) during execution of the main routine. In FIG. 7, in step S30, 1 is added to n.
In step S31, the steering angle signal θh0 (n), which is the output signal of the steering angle sensor 32, is read.

In step S32, the steering angle sensor 3
2 is performed. FIG. 8 shows the details of this processing. In addition, the signal of the steering angle sensor 32 output via the A / D converter 37 (FIG. 4) usually has a range of, for example, 0.5 to 4.5 [V] (when the steering wheel is turned to the leftmost position). To the rightmost) and if there is a manufacturing mounting error, the range is from 0 to 5 [V].

In FIG. 8, in step S40, it is determined whether or not θh0 (n) is less than 0.5 [V]. If it is, the process proceeds to step S42, and if not, the process proceeds to step S41. . In step S41, it is determined whether or not θh0 (n) exceeds 4.5 [V]. If it is, the process proceeds to step S42, and if not, the process proceeds to step S46.

In step S42, it is determined whether or not the vehicle speed V is, for example, 30 [km / h] or more.
/ h] or more, the flow proceeds to step S43, and if not more than 30 [km / h], the flow proceeds to step S46. Step S43
, 1 is added to the count value of a turning angle counter (not shown).

In step S44, it is determined whether or not the count value is equal to or greater than 20, and if the count value is less than 20, the process ends. If the count value is 20 or more, it is determined that the steering angle sensor 32 is disconnected or short-circuited, and Fid is set to "H" in step S45, and thereafter, the process ends.

In step S46, the count value of the turning angle counter is reset. That is,
According to the processing of FIG. 8, when the vehicle is traveling at a relatively high speed (30 [km / h] or more), the steering wheel turning angle does not become too large (θh0 (n) does not become too large or does not become too small). The disconnection / short-circuit detection of the steering angle sensor 32 is performed based on the fact.

Of course, if there is no manufacturing error in the steering angle sensor 32 and there is no disconnection / short circuit, its output must be 0.5 to
If it becomes 4.5 [V], steps S40 and S4
1 is greater than 0.5 [V] and 4.5.
It may be smaller than [V].

When the threshold value is set to the upper end value and the lower end value in a range smaller than the maximum range in which the output from the steering angle sensor 32 is expected, the process of step S42 is performed. Even if it is omitted, disconnection / short circuit of the steering angle sensor 32 can be detected.

Returning to FIG. 7, in step S33,
From the equation (2), the change speed Δθh of the steering wheel turning angle is calculated.

Δθh = θh0 (n) −θh0 (n−10) (2) In the second equation, the value subtracted from θh0 (n) is
θh0 detected at a timing other than (n−10) may be used.

In step S34, a moving average value (or a simple average value) as described above with reference to FIGS. 20 and 21 is calculated using θh0. In step S35, a dynamic center value θdc described later is read.

In step S36, from the third equation,
Steering angle (steering angle from center of handle) θ
Calculate h (n).

Θh (n) = θha−θdc (3) In step S37, the absolute value of the difference obtained by subtracting θh (n−1) from θh (n) is a predetermined [level], for example, 3 [level].
It is determined whether or not (1 [level] exceeds a minimum value that can be calculated by the microcomputer, that is, a resolution set in the microcomputer, the same applies hereinafter). If it does not exceed the predetermined level, step S39
If it exceeds the predetermined level, the process moves to step S38.

In step S38, the absolute value of θh (n) is set to a value obtained by adding 2 [levels] to θh (n-1). Then, in step S39, after θh (n) is stored, this processing ends.

FIG. 9 and FIG. 10 are flowcharts showing the interruption processing performed by interruption of the vehicle speed detection pulse during execution of the main routine, and these are combined to form a diagram. 9 and 10, first, in step S5
In 1, the vehicle speed V of the motorcycle 30 is detected by an appropriate method using the detection interval time of the vehicle speed detection pulse VP.

In step S52, the vehicle speed V becomes 12
It is determined whether the speed exceeds 7.5 [km / h]. If so, Fvo is set to "H" in step S53, and the flow shifts to step S56. Vehicle speed V is 127.
If it does not exceed 5 [km / h], step S201
In, it is determined whether or not the flag Fvo is “H”. If not “H”, the process moves to step S54.

If Fvo is "H", step S
At 202 and S203, the flags Fvo and Fvo1
Are set to “L” and “H”, respectively. Then, in step S204, step S1 in FIG.
After θmm, which will be described later, is reset at 25, the process proceeds to step S54.

In step S54, the vehicle speed V becomes 3
It is determined whether it is less than [km / h]. If it is less than 3 [km / h], the vehicle speed V is set to 0 in step S55.
After being set to [km / h], the flow shifts to step S56. If the speed is 3 [km / h] or more, the process directly proceeds to step S56.

In step S56, it is determined whether or not it is time to perform the processing in step S57 described later. That is, the process of step S57 is performed, for example, every time the flowchart is executed a predetermined number of times.
In this step S57, a dynamic center value as dynamic center position data of the steering angle sensor 32, that is, an output signal of the steering angle sensor 32 when the steering wheel is located at the center is calculated. By detecting the dynamic center value, an output signal of the steering angle sensor 32 at the steering wheel center position can be accurately obtained even if the attachment of the steering angle sensor 32 is shifted with respect to the motorcycle.

The details of the processing in step S57 are shown in FIG.
1 and FIG. FIG. 11 and FIG. 12 are combined to form a diagram. First, in step S71,
The θha calculated in step S34 of FIG. 7 is read. In step S72, step S8 described later is performed.
At 5, it is determined whether the dead zone has already been set. If no dead zone has been set, step S
Move to 84.

In step S84, θha becomes θhaa
Is set to In step S85, a dead zone is set. This dead zone has a predetermined width R in the vertical direction of the above-mentioned θhaa (see FIG. 18), and the upper limit value θhd1 and the lower limit value θhd2 of the dead zone width R
Is added or subtracted.

As will be described later, when θha deviates from the dead zone, after the dead zone is set (θhaa
The distance Ldc traveled by the motorcycle before θha deviates from the dead zone is measured (after the is set) (see FIG. 3), and when a predetermined condition is satisfied as described later,
Θhaa at that time is stored as θhaa or θhaa (FF).

In step S86, the measurement of the traveling distance Ldc after the dead zone is set is started, and thereafter, the process ends. If it is determined in step S72 that the dead zone has been set, in step S73, it is determined whether θha has deviated from the dead zone, that is, whether θha has exceeded the upper limit θhd1 or whether it has fallen below the lower limit θhd2. Is determined.

If it does not exceed the dead zone, step S8
At 7, it is determined whether or not the traveling distance Ldc is equal to or longer than a predetermined distance FF. If not, the process ends. If it is determined in step S73 that θha has deviated from the dead zone, the measurement of the traveling distance Ldc is completed and stored in step S74. In other words, the distance traveled by the motorcycle from when the dead zone was set to when θha deviated from the dead zone, that is, the distance Ldc in a stable straight traveling state is detected.

In step S90, the distance Ldc
Is greater than or equal to Ldcmax (the largest value of Ldc detected so far, and the initial value of Ldcmax is the value “0” initialized in step S1 of FIG. 5). If Ldc is not equal to or greater than Ldcmax, the process proceeds to step S75 described later.

If Ldc is equal to or greater than Ldcmax, step S
At 91, it is determined whether or not the value of FF described above is set as Ldcmax. This setting is performed in step S95 described later.

If Ldcmax is FF, in step S94, θhaa set at the time of setting the dead zone is set.
Is set to θhaa (FF), and then step S
It moves to 75. If Ldcmax is not FF, in step S92, the value of θhaa is stored as it is as θhaa. Then, in step S93, Ldc stored in step S74 is stored as Ldcmax, and thereafter, the flow shifts to step S75.

If it is determined in step S87 that Ldc is not less than the predetermined distance FF, Ldcmax is set to FF in step S95. Said L
As is clear from the processing in step S90, the value of dcmax is sequentially set to the largest value of Ldc. However, if it is determined in step S87 that Ldc has exceeded the predetermined distance FF, Ldcmax is set. Is fixed to the value of FF.

In step S96, the value of θhaa set at the time of setting the dead zone is set to θhaa (FF). After that, the processing shifts to the step S75. As described above, the largest value of Ldc is set to Ldcmax, and θhaa at that time is stored as it is as θhaa. Then, after Ldcmax is set to the maximum value FF, θhaa is stored as θhaa (FF).

In step S75, Fd becomes "L".
Is determined, and if "H", the process proceeds to step S8.
Move to 0. If Fd is "L", step S76
In, it is determined whether or not Ldc (or Ldcmax) exceeds Ldcb (<FF).
Move to step S80.

If Ldc is greater than Ldcb, Fd and Fd1 are set to "H" in step S77, and then the flow shifts to step S80. In step S80, it is determined whether four θhaa (FF) are stored. When four θhaa (FF) are stored,
In step S81, the four average values are calculated as the dynamic center value θdcd of the steering wheel turning angle, and this is stored as θdc. And step S
At 82, the oldest θhaa (FF) is deleted. That is, the latest three θhaa (FF) are selected. Thereafter, the process proceeds to step S83.

In step S80, θhaa (F
If it is not determined that there are four F), in step S88, the latest θhaa (ie, step S9
Θhaa stored in step 2, or step S94 or S94
Θhaa (FF) stored at 96 is selected as the dynamic center value θdcd, and after it is stored as θdc, the flow proceeds to step S83. Step S8
In 3, after the dead zone is reset, the process proceeds to step S84, where the dead zone is set again.

Returning to FIGS. 9 and 10, in steps S58 to S60, the first correction coefficient α, the second correction coefficient β, and the fourth correction coefficient δ described above with reference to FIGS.
Is read out, and in step S61, the bank angle θb is calculated from the above-described first equation.

In step S62, the control amount of the servo motor 18 is calculated. FIG. 13 shows the details of this processing. 13, first, in step S100, it is determined whether or not one or more θhaa (FF) (see FIGS. 11 and 12) is stored. If one or more θhaa (FF) is stored, it is determined that the dynamic center value is a highly reliable value, and the third correction coefficient γ is set to ε in step S101.

As described above, the bank angle θb is calculated using the steering wheel turning angle θh (n).
This is performed using the dynamic center value θdc determined in FIGS. 11 and 12, and this θdc is calculated as θhaa (F
F) is stored (in the case where the motorcycle has traveled the distance FF or more without the steering wheel turning angle θha falling outside the dead zone since the motorcycle started traveling), it can be said that the reliability is high. That is, in such a case, it can be expected that the handle is at the center position. Therefore, in such a case, the third correction coefficient γ is set to ε as it is. However, other than that, θhaa (F
If no F) is stored, it is determined that the reliability of the dynamic center value θdc is low, and the third correction coefficient γ is set to ε as shown in step S103 or 105.
It is set to a smaller value.

In step S100, θhaa (FF)
Is not stored, it is determined in step S102 whether or not one or more θhaa is stored. If no θhaa is stored, it is determined that the dynamic center value has not been calculated, and the third correction coefficient γ is set to 0 in step S103.
Is set to That is, in step S106 described later, the motor control amount θm becomes zero.

When one or more θhaa are stored,
In step S104, it is determined whether or not Ldcmax exceeds Ldcb. If it does not exceed Ldcb, it is determined that the reliability of the dynamic center value is low, and the flow shifts to step S103. If it exceeds Ldcb, the process proceeds to step S105.

In step S105, a third correction coefficient γ is calculated from the fourth equation.

Γ = ε × {(Ldc−Ldcb) / (FF−Ldcb)} (4) As is apparent from the fourth equation, the third correction coefficient γ is set to a value smaller than ε. That is, step S10
In the case of shifting to 5, the reliability of the dynamic center value is not so high, but if the center value is relaxed, it is determined that the dynamic control value can be used sufficiently for the calculation of the motor control amount θm, and the third correction coefficient γ becomes Ldc. Alleviated accordingly. In addition,
In the above-described fourth equation, Ldcmax may be used as Ldc.

After the third correction coefficient γ is set, in step S106, the control amount of the servo motor 18 (the angle difference from the center position of the rotation axis of the servo motor 18) θm is calculated from the fifth equation.

Θm = θb × γ (5) Note that ε shown in steps S101 and S105 is
This is a coefficient for converting the bank angle θb into a control amount θm of the servomotor 18.

Returning to FIG. 10, in step S63, it is determined whether or not the calculated motor control amount θm is less than ± 5 degrees. If less than ± 5 degrees, step S6
After the flag Fbu is set to "H" in 4, the process proceeds to step S65. If θm is ± 5 degrees or more,
In step S205, the flag Fbu is set to "L", and in step S206, the process proceeds to step S20.
After [theta] mm is reset in the same manner as in step 4, the process proceeds to step S65.

In step S65, the actual rotation angle θm1 of the servo motor 18 output from the motor rotation angle sensor 33 via the A / D converter 41 (FIG. 4) is read. In step S66, the motor rotation angle sensor 3
The disconnection / short-circuit detection processing of No. 3 is performed. FIG. 14 shows details of this processing. Note that the signal of the motor rotation angle sensor 33 output via the A / D converter 41 is normally in the range of 0.5 to 4.5 [V].

In FIG. 14, first, at step S110
In, it is determined whether or not θm1 is less than 0.5 [V]. If it is less than 0.5 [V], the process proceeds to step S112, and if it is 0.5 [V] or more, the process proceeds to step S111. In step S111, θm1 is 4.5.
It is determined whether or not [V] is exceeded. 4.5 [V]
If it has exceeded 4.5, the process proceeds to step S112 and proceeds to 4.5.
If [V] or less, the process proceeds to step S113.

In step S112, 1 is added to the count value of the motor rotation angle counter (not shown). In step S114, the count value is 2
It is determined whether it is 0 or more, and if it is less than 20, the process ends. If the count value is equal to or greater than 20, it is determined that the motor rotation angle sensor 33 is disconnected or short-circuited, and in step S115, the flag Fid is set to "H", and then the process ends. In step S113, the count value of the motor rotation angle counter is reset.

Returning to FIG. 10, in step S67, control of the servo motor 18 is performed. Details of this processing are shown in FIGS. 15 and FIG.
6 form a diagram by combining them, and the processing in steps S144 and S145 is based on the actual motor rotation angle θ.
Feedback processing for immediately matching m1 with the calculated control angle θm0, steps S125 to S135,
Processing for gradually returning the actual motor rotation angle to the center position, and steps S136 to S143 are processing for gradually bringing the actual motor rotation angle into agreement with the calculated control angle.

In FIGS. 15 and 16, first, in step S120, it is determined whether or not the flag Fd is "L". If it is “L”, that is, from when the combination switch 49 is turned on until Ldc> Ldcb (as described above with reference to step S104 in FIG. 13,
When the dynamic center value is an unreliable value,
Or when it is not calculated), the servo motor 18
The processing is terminated without performing the control of (1).

If Fd is "H", step S121
In, it is determined whether or not the flag Fbu is “H”. If it is "H" (steps S63 and S6 in FIG. 10)
As described above with respect to No. 4, the process proceeds to step S221 if the motor control amount θm is less than ± 5 degrees, and if “L”, to step S122.

In step S122, flag Fvo
Is "H" or not, and if it is "H" (when the vehicle speed V exceeds 127.5 [km / h] as described above with reference to steps S52 and S53 in FIG. 9). If “L” is determined in step S221, the process proceeds to step S123.

In the step S221, the flag Fvo
1 is reset to "L", and in step S222, the flag Fd1 is reset to "L". Then, in step S200, it is determined whether or not the motor control amount θm is 0. If it is 0, the process ends.

If θm is not 0, step S12
In step 5, it is determined in step S126 or S127 to be described later whether or not θm has already been set to θmm. The value θmm is reference data for gradually returning the shade 9 to the center position.

If θmm is set, step S1
Move to 27. If θmm is not set, in step S126, the median value θmc of the motor rotation angle calculated in step S28 of FIG. 6 is subtracted from the current motor rotation angle θm1 to calculate the actual motor rotation angle from the central position. Is calculated and set to θ mm, and then the flow shifts to step S127.

In step S127, a predetermined level (for example, 1 [level]) is subtracted from the absolute value of θmm.
In step S128, θmm is set to the motor control amount θm.

In step S129, the value θm is added to the median value θmc, and this is set as the motor control angle θm0 (Equation 6).

Θm0 = θmc + θm (6) In step S130, control data is output to the driver 39 (FIG. 4). Details of this process
As shown in FIG.

In FIG. 17, first, in step S150, a difference (angle difference) between the motor control angle θm0 and the actual motor rotation angle θm1 is detected. In step S151, according to the magnitude of θm0 and θm1, the servo motor 1
8 is detected.

In step S152, the duty ratio of the signal to be output to the driver 39 is read from a table as shown in FIG. 19, for example, according to the angle difference. The table shown in FIG. 19 is an example, and is arbitrarily determined according to the characteristics of the servo motor 18 and the like.

In step S153, a control signal is output to the driver 39 based on the polarity and the duty ratio. Thereafter, the process ends. As is clear from the above description, in this example, when the read duty ratio is less than 100 [%], the servo motor 18 is subjected to chopping control.

Returning to FIG. 15 and FIG. 16, step S13
In step 1, it is determined whether or not θm is 0, that is, whether or not the rotation angle of the servo motor 18 has returned to the center position. If θm is not 0, the process ends.
If θm is 0, the value of θmm is reset in step S135, and the process ends thereafter. By such processing, the servo motor 18 is gradually restored to the center position.

At the step S122, the flag Fvo
Is "L", the process proceeds to step S12.
At 3, it is determined whether or not the flag Fvo1 is "H". If it is “H” (steps S52 and S52 in FIG. 9)
As described above with respect to 53, S201 and S203,
If the vehicle speed V has become equal to or less than 127.5 [km / h] after the vehicle speed has exceeded 127.5 [km / h], the process returns to step S136 and returns to “L”.
If it is, the process proceeds to step S124.

In the step S124, the flag Fd1
Is "H". If it is “H” (as described above with reference to steps S76 and S77 in FIG. 12, when Ldc exceeds Ldcb for the first time after traveling, that is, when the dynamic center value starts to be calculated),
The process proceeds to step S136, and if “L”, the process proceeds to step S136
The process moves to 144.

In step S136, step S
Similarly to 129, the calculation of Expression 6 is performed, and the motor control angle θm0 is set. In step S137, θ
It is determined whether or not the absolute value of the angle difference between m0 and θm1 is 3 [level] or more. If not more than 3 [levels], the flow shifts to step S139. If it is equal to or more than 3 [levels], in step S138, the motor control angle θm0
In the range from the actual motor rotation angle θm1 to 2 [levels]. This alleviates the motor control in step S139 described below.

In step S139, step S
Similarly to 130, control data is output to the driver 39. In step S140, it is determined whether or not the motor control angle θm0 matches the actual motor rotation angle θm1. If they do not match, the process ends. If they do match, it is determined in step S141 whether the flag Fvo1 is "H". In this processing, the execution of the processing of steps S136 to S140 is performed when the flag Fvo1 =
Either due to "H" or flag Fd1 = "H"
This is for determining whether or not it is caused by the above.

If Fvo1 is "H", step S14
After Fvo1 is set to "L" in 2, the process ends. Fvo1 is not "H", that is, Fd1
Is "H", in step S143, after Fd1 is set to "L", the process ends.

If Fd1 is determined to be "L" in step S124, step S144 is performed.
In the same manner as in steps S129 and S136, the calculation of the sixth equation is performed, and the motor control angle θm0 is set. Then, in step S145, step S1
Similarly to S30 and S139, control data is output to the driver 39, and then the process ends.

Returning to FIG. 10, after step S67 ends, the process ends.

In the above-described embodiment, the dynamic center value calculating means 211 has been described as calculating the dynamic center value by using the method shown in FIGS. 11 and 12. It may be calculated by a method other than the above method. Further, the timing of the correction of the third correction coefficient γ (step S105 in FIG. 13) is not limited to the timing described above with reference to FIG. Any timing is fine.

FIG. 27 is a flowchart showing another example of the processing shown in FIG. 13, and the same reference numerals as those in FIG. 13 represent the same processing. In FIG. 27, first, in step S300, the dynamic center value storage unit 11
3, the dynamic center value is θhaa (F
F) It is determined whether or not the calculation is based on the four average values (whether or not the dynamic center value is calculated in step S81 in FIGS. 11 and 12). If affirmative, the process proceeds to step S101.

In the case of negative, in step S301, it is determined whether or not the dynamic center value stored in the dynamic center value storage means 113 is based on the latest θhaa (the dynamic center value set in step S88 in FIG. 12). Value or not). If the determination is affirmative, the process proceeds to step S105. If the determination is negative (ie, the dynamic center value has not been calculated), the process proceeds to step S103.

That is, if the calculation of the dynamic center value is performed in step S81, the dynamic center value is predicted to be highly reliable, and if the calculation is performed in step S88. Predicts that the reliability of the dynamic center value is not so high, but if the control is relaxed, it is expected to be sufficient for use, and the third correction coefficient γ is determined according to the prediction result. is there. In the process of step S105 in FIG. 27 (Equation 4), Ldcmax may be used instead of Ldc for calculating the third correction coefficient.

FIG. 1 is a functional block diagram of one embodiment of the present invention. 1, the same reference numerals as those in FIGS. 20 and 21 represent the same or equivalent parts. First, the vehicle speed calculating means 201 calculates the vehicle speed V of the motorcycle using the signal output from the vehicle speed sensor 31 and outputs the data to the bank angle calculating means 203.

The steering wheel turning angle calculating means 202 calculates the steering wheel turning angle (turning angle from the steering wheel center position) θh using the signal output from the steering angle sensor 32, and sends the data to the bank angle calculating means 203. Output. Also Δ
The θh calculating means 116 calculates the change speed Δθh of the steering wheel turning angle using the output signal of the steering angle sensor 32. Of course, the Δθh calculating means 116 uses the steering wheel turning angle to calculate the change speed Δθ of the steering wheel turning angle.
h may be calculated.

A second correction coefficient β, which is a product of β1 shown in FIG. 22 and β2 shown in FIG. 23, is read from the β map 117 using the vehicle speed V and the change speed Δθh of the steering wheel turning angle. The data is output to the bank angle calculation means 203. The bank angle calculation means 203 calculates the bank angle θb of the motorcycle using the various data input. This calculation is, specifically, the steering wheel turning angle θh
, The vehicle speed V and the second correction coefficient β, and, if necessary, a predetermined coefficient (such as a first correction coefficient α).
Is multiplied.

The motor control amount calculation means 204 calculates a motor control amount (control angle from the center position of the motor) θm using the bank angle θb. And the motor control means 2
05 calculates the motor control angle θm0 from the motor control amount θm and the motor center position data θmc, and calculates the control angle θm0,
The servo motor 18 is feedback-controlled using the actual rotation angle θm1 of the motor output from the motor rotation angle sensor 33.

In the above-described embodiment, the calculation of the bank angle has been described on the assumption that the change rate Δθh of the steering wheel turning angle and the second correction coefficient β using the vehicle speed V as parameters are used, but only the variable speed Δθh is used. May be used as a parameter and only the coefficient (β1) may be used.

Next, the present invention will be described as applied to a driving force control device for a motorcycle. FIG. 28 is a side view of an example of a motorcycle to which the second embodiment of the present invention is applied, and FIG. 29 is a plan view of FIG. In each drawing, the same reference numerals represent the same or equivalent parts.

In each of the figures, the engine 1005 of the motorcycle 1001 is provided with a pair of a first pulser 1002A and a second pulser 1002B for detecting the engine speed. The first pulser 1002A generates a pulse signal PC1 every time the crankshaft rotates a predetermined angle,
The second pulser 1002B generates a pulse signal PC2 every time the crankshaft reaches a predetermined angle.

A front wheel (driven wheel) and a rear wheel (drive wheel) of the motorcycle 1001 are provided with a front wheel speed sensor 1003 and a rear wheel speed sensor 1004 for detecting the rotation speed of each wheel. These sensors 1003 and 1004 generate pulse signals each time the front and rear wheels rotate by a predetermined angle.

The ignition control ECU 1031 is arranged on the back side of the meter panel 1020 (on the side opposite to the side where various meters are arranged), and detects the engine speed Ne and the front wheel speed detected by the first pulsar 1002A and the second pulsar 1002B. Using the output signals of the sensor 1003 and the rear wheel speed sensor 1004, as described later, the ignition coil 1
The ignition timing (ignition angle) of 008 is controlled. The ignition control ECU 1031 calculates an ignition CPU for calculating a standard ignition timing, and calculates an ignition timing for driving force control (traction control) for mainly controlling wheel slippage during acceleration of the vehicle. And a driving force control CPU. The calculation of the bank angle of the motorcycle 1001 performed using the output signal of the steering angle sensor 32 is performed by, for example, the ignition CPU.

Although not directly related to the operation of the present invention, the ALB ECU 1032 operates the front caliper 1037 and the rear caliper 1038 when the slip rate or the slip amount of the motorcycle exceeds a predetermined level during a brake operation. Control the braking action. Reference numerals 1033, 1034, 1035, and 1036 denote a front modulator, a rear modulator, a front brake master cylinder, and a rear brake master cylinder for performing these controls.

Reference numeral 1020 denotes a meter panel.
As shown in FIG. 9, a speedometer 1021, a tachometer 1022, a fuel meter 1023, a water temperature meter 1
024, a turn lamp (left) 1025 and a turn lamp (right) 1026. This meter panel 102
An indicator panel 1010 is provided at the upper part of 0.

FIG. 30 is a plan view showing details of the indicator panel 1010. In FIG.
0A includes a release lamp 1011 indicating that the driving force control has been released, an operation lamp 1012 indicating that the driving force control has been executed, a side stand lamp 1013 indicating that the side stand is out, and the ALB.
Control (AL) executed by the ECU 1032
B) ALB fail lamp 1014 and ALB fail LED 109 indicating that the system has failed
4. Oil warning lamp 1015 that indicates running out of oil
A fail lamp 1016 and a fail LED 109 indicating that a driving force control system described later has failed.
6. A fuel warning lamp 1017 indicating that the fuel is running out, a high beam lamp 1018 indicating that the light distribution state of the headlight is high (high beam), and a neutral lamp 1019 indicating that the transmission of the engine is in a neutral state. Is provided.

The lamps 1011 to 1013 are orange, lamps and LEDs 1014 to 1017, 1094,
1096 is red, lamp 1018 is blue, and lamp 1019 is green. Reference numeral 1010B denotes a mounting hole of the indicator panel 1010.

Returning to FIG. 28, reference numerals 1028 and 1029
Is a horn and a warning buzzer, and reference numeral 102 in FIG.
Reference numerals 7, 1041, 1042, 1043, and 1044 denote a release switch, a throttle grip, a switch case, an ignition key hole, and a handle cover of the driving force control system, respectively.

FIG. 31 is a block diagram showing the configuration of the second embodiment of the present invention. 28, FIG. 29, and FIG. 4 denote the same or equivalent parts, and a description thereof will not be repeated. Signals output from the first pulser 1002A and the second pulser 1002B, the front wheel speed sensor 1003, and the rear wheel speed sensor 1004 are input to the electronic control circuit 1305 via the waveform shaping circuits 1301 to 1303, respectively. Front wheel speed sensor 1003
Corresponds to the vehicle speed sensor 31 shown in FIG.

The electronic control circuit 1305 is provided with a microcomputer, and uses the various signals inputted to the ignition timing θig (Sθ to be described later) in a manner to be described later.
ig (n) and Cθig (n)), and outputs one of them to a driver (ignition control device) 1069. Thus, the ignition timing of the ignition coil 1008 is controlled according to the slip state.

A release switch 1027 for selecting whether or not to perform the driving force control according to the present embodiment is connected to the electronic control circuit 1305. When the driving force control according to the slip state according to the present embodiment is performed, the electronic control circuit 1305 controls the driver 107.
An operation lamp 1012 provided on the indicator panel 1010 is turned on via the control panel 1.

A release lamp 1011 and a fail lamp 1016 provided on the indicator panel 1010 are connected to the electronic control circuit 1305 via drivers 1072 and 1207. Also fail LED10
Reference numeral 96 is directly connected to the electronic control circuit 1305. A warning buzzer 10 arranged in the meter panel 1020
Reference numeral 29 is connected to the electronic control circuit 1305 via a driver 1108. The electronic control circuit 1305
If necessary, the other controls of the motorcycle 1001 (fuel injection control, exhaust control, transmission gear ratio control,
Brake control during deceleration, light distribution control of a headlight device, etc.).

Next, the operation of the second embodiment of the present invention calculated by the ignition control ECU 1031 will be described. FIGS. 32 and 33 are flowcharts showing the operation of the second embodiment of the present invention. FIG. 32 and FIG. 33 are combined to form a diagram, and this process is performed at regular time intervals. The detection of the dynamic center value θdc as shown in FIGS. 11 and 12 and the calculation of the steering wheel turning angle θh (n) as shown in FIG. 7 are performed at predetermined timings. Also, the steering angle θ
When the amount of change of h (n) is large, its value is limited (see steps S37 and S38 in FIG. 7), but can be omitted in this embodiment.

First, in step S501, 1 is set to n.
Is added. In step S502, the front wheel speed sensor 1003 and the rear wheel speed sensor 1004 (FIG. 31)
Using the output signals, the front wheel rotation speed (hereinafter, referred to as front wheel speed) HA and the rear wheel rotation speed (hereinafter, referred to as rear wheel speed) HB are calculated by a known method.

In step S601, it is determined whether or not vehicle speed V (ie, front wheel speed HA) is equal to or higher than a predetermined value (speed). If not less than the predetermined value, step S6
05, the bank angle correction coefficient Kθ (step S60)
7 will be described later. ) Is set to 1, and then the flow shifts to step S503.

If the vehicle speed is not equal to or higher than the predetermined value, in step S602, step S58 in FIG. 9 and FIG.
As described above with respect to S60, the first correction coefficient α, the second correction coefficient β, and the fourth correction coefficient δ are detected. Of course, the detection of the second correction coefficient β is performed according to the changing speed of the vehicle speed and the steering wheel turning angle or the vehicle speed.

In step S603, the bank angle θb of the motorcycle 1001 is calculated from the above-described first equation. In step S604, the bank angle correction coefficient Kθ is read from the bank angle θb using a table as shown in FIG. As is clear from FIG. 34, when the bank angle θb is smaller than the minute value θbb, the bank angle correction coefficient Kθ is set to 1 and when θb is equal to or larger than θbb, Kθ is set according to θb. . In addition,
The code K1 is the maximum numerical value of the bank angle correction coefficient Kθ that can be set.

In step S503, the following equation (7
From equation, the actual slip ratio S of the motorcycle 1001 is obtained.
b (n) is calculated.

Sb (n) = (HB−HA) / HB (7) As a result, the slip ratio Sb (n) is calculated within the range of 0 to 1. Of course, when the front wheel is the drive wheel and the rear wheel is the driven wheel, the values of HA and HB are used interchangeably.

In step S504, the engine speed Ne calculated by a known method using PC1 and PC2 in another process is read. Step S
At 505, a standard engine ignition timing (hereinafter referred to as a standard ignition timing) Sθig (n) is obtained by a known method.
Is calculated.

In step S506, it is determined whether the engine is currently being controlled at the standard ignition timing or whether the engine is being controlled at the driving force control ignition timing calculated in step S509 described later. If the control is currently being performed at the standard ignition timing, the process proceeds to step S507, and if the control is being performed at the driving force control ignition timing, the process proceeds to step S606.

In step S507, it is determined whether or not the condition is that the control should be continued at the standard ignition timing, in other words, whether or not the condition should be shifted to the control using the driving force control ignition timing. Is done. If the condition is such that the control should be continued at the standard ignition timing, the process proceeds to step S508,
If the condition to shift to the control using the driving force control ignition timing is satisfied, the process proceeds to step S606.

FIG. 35 shows the details of the processing in step S507. In FIG. 35, first, in step S521, it is determined whether or not the slip ratio Sb (n) exceeds a preset first slip ratio S1 (a value smaller than a target slip ratio S described later, for example, 0.05). Is done. If it does not exceed, the process proceeds to step S508, and if it does, the process proceeds to step S522.

In step S522, the rear wheel speed H
B is a predetermined vehicle speed HBon (for example, 5 [km /
h]) is determined. If it exceeds, the process proceeds to step S509, and if it does not exceed, the process proceeds to step S5.
08. Returning to FIGS. 32 and 33, step S
At 508, the standard ignition timing Sθig (n) is adopted as the ignition timing θig (n). Thereafter, the process proceeds to step S512.

In step S606, it is determined whether or not Kθ is 1. If Kθ is 1, step S
The process moves to step S509, and if it is not 1, the process moves to step S607. Step S607
In, the bank angle correction coefficient Kθ is corrected or relaxed. This correction or mitigation of Kθ is performed by, for example, FIG. 36 or FIG.
The procedure is performed as shown in FIG.

In FIGS. 36 and 37, the same reference numerals as those in FIGS. 13 and 27 indicate the same or equivalent processes. As is clear from comparison with the respective drawings, when the reliability of the dynamic center value is low, step S70
In 3, the fifth correction coefficient γ ′ is set to 0. If it is determined that the dynamic center value is a highly reliable value, the fifth center is determined in step S701.
The correction coefficient γ ′ is set to 1.

Although the reliability of the dynamic center value is not so high, if it is determined that if the influence of the center value can be reduced, the dynamic center value can be used sufficiently for calculating the driving force control ignition timing. In S705, the fifth correction coefficient γ ′ is reduced according to Ldc,
It is set within the range of <γ ′ <1. This step S70
In the calculation of 5, Ldcmax may be used as Ldc.

Thereafter, in step S706, the bank angle correction coefficient Kθ already set in step S604 is corrected (relaxed) using the fifth correction coefficient γ ′.
I do. This correction is performed using, for example, a map as shown in FIG. 46 in which Kθ before correction (that is, Kθ set in step S604) and the fifth correction coefficient γ ′ are parameters. In this way, Kθ is corrected according to the reliability of the dynamic center value within the range from 1 to the numerical value set in step S604. Thereafter, the process ends.

Returning to FIG. 32 and FIG. 33, step S50
In step 9, the driving force control ignition timing Cθig (n) is calculated. FIG. 38 shows the details of this processing. In FIG. 38, first, in step S531, the feedback control terms Tp, Td, and Td2 are calculated from the eighth to tenth equations.

Tp = (Sb (n) −S) × Gp = ΔS (n) × Gp (8) Td = (ΔS (n) −ΔS (n−1)) × Gd (9) Td2 = ｛ (ΔS (n) −ΔS (n−1)) − (ΔS (n−1) −ΔS (n−2))｝ × Gd2 (10) Tp, Td and Td2 are control terms by PID control. . Here, S is a target slip ratio (for example, 0.1) which is a target value of control, Gp, Gd, and Gd2 are preset control gains, ΔS (n) is a difference obtained by subtracting S from Sb (n), ΔS (n
-1) is the previous calculated value of ΔS (n), and ΔS (n-2) is the calculated value of ΔS (n) two times before.

FIG. 47 shows the relationship among Sb (n), S and ΔS (n). (Sb (n) -S) for calculating Tp is the difference between the slip rate detected this time and the target slip rate, and (.DELTA.S (n)-. DELTA.S (n-1)) for calculating Td is as described above. ｛(ΔS (n) -ΔS (n-1)) for calculating the amount of change in difference, Td2
− (ΔS (n−1) −ΔS (n−2))｝ is a change amount of the change amount.

In step S532, the total value Ktotal of the control terms is calculated from equation (11).

Ktotal = Tp + Td + Td2 (11) In step S533, Ktotal and the engine speed Ne read in step S504 are determined.
Is used to set the basic correction amount Δθig. The basic correction amount Δθig is calculated as Ktotal and N
Read from the map with e as a parameter. In this map, Δθig is set in advance for Ne in the relationship shown in FIG. 40 and for Ktotal in the relationship shown in FIG. 39 to 41, Δθig
The + value is data on the advance side of the ignition timing, and the-value is data on the retard side of the ignition timing.

In step S534, it is determined whether or not the subtraction correction amount Z set in step S537 described later is zero. In step S537, the subtraction correction amount Z is set to a positive value. If Z is 0, in step S535, it is determined whether the previously calculated slip ratio Sb (n-1) is smaller than the sum of the target slip ratio S and a preset third slip ratio S3. Is determined (see FIG. 42). If not, the process proceeds to step S539, and if lower, the process proceeds to step S536.

In step S536, it is determined whether or not the slip rate Sb (n) calculated this time is equal to or greater than the sum of the target slip rate S and a preset third slip rate S3. If the sum is not equal to or greater than the sum, step S5
39, and if it is equal to or greater than the sum, the process proceeds to step S53.
Move to 7.

In step S537, the subtraction correction amount Z is read according to, for example, the front wheel speed HA (ie, the vehicle speed), and then the flow shifts to step S539. Here, the subtraction correction amount Z is set to a larger value as the vehicle speed is higher, as shown in FIG. 43, for example.

In general, even in the same slip state, it is desirable to suppress the driving force faster at a high speed than at a low speed. In the present embodiment, the setting of the subtraction correction amount Z according to the vehicle speed is performed, so that the driving force control is performed more favorably. This Z is a retard amount of the driving force control ignition timing as described later.

If it is determined in step S534 that Z is not 0, a predetermined retard amount (for example, 1) is subtracted from Z in step S38, and thereafter, the flow shifts to step S539. In step S539,
Standard ignition timing Sθ calculated in step S505
ig (n) is read.

In step S540, step S540
Bank angle correction coefficient Kθ set in 605 or S607
Is read. In step S541, the twelfth
From the equation, the gear ratio GR of the transmission of the motorcycle is calculated.

GR = (HB × 1000) / (Ne × 60) (12) In step S542, the gear ratio coefficient Kg is set according to the gear ratio GR. This gear ratio coefficient Kg is calculated as shown in FIG.
As shown in FIG. 4, when the gear ratio GR is large, the value is set to a large value. Thereby, as described later, when the torque of the engine is large, Δ
The value of θig is greatly corrected.

At step S543, the driving force control ignition timing Cθig (n) is calculated from the thirteenth equation.

Cθig (n) = Sθig (n) + {(Δθig × Kg × Kθ) −Z} (13) After Cθig (n) is calculated in this manner, the process is terminated.

As is clear from the expression (13), immediately after the subtraction correction amount Z is set, the ignition timing Cθig is smaller than when Z is not set (when Z = 0). (n) is greatly retarded.

As described above, Cθig (n) is basically obtained by adding the basic control amount (in other words, the change amount of the ignition timing) Δθ to the standard ignition timing Sθig (n) in accordance with the slip ratio Sb.
It is determined by adding ig. Therefore, as compared with the case where the absolute angle of the ignition timing is calculated in accordance with the slip ratio Sb, the current running state is reflected, and good control can be expected.

Further, the basic control amount Δθig itself is also determined by ΔS determined by the slip ratio calculated before this time.
(n), ΔS (n−1), ΔS (n−2), etc., so that the current running state is reflected, and better control can be expected.

Further, by multiplying by the bank angle correction coefficient Kθ set according to the bank angle, Cθig (n) is set according to the bank angle, and the driving force control according to the cornering can be performed. Become. And, since this Kθ is alleviated according to the reliability of the dynamic center value, more excellent control becomes possible.

Returning to FIG. 32 and FIG. 33, step S51
At 0, it is determined whether or not the condition is that the control should be continued at the driving force control ignition timing, in other words, whether or not the condition should be shifted to the control using the standard ignition timing. If the condition is that the control should be continued at the driving force control ignition timing, the process proceeds to step S511, and if the condition is to shift to the control using the standard ignition timing, the process proceeds to step S5.
08.

FIG. 45 shows the details of the processing in step S510. In FIG. 45, first, in step S551, Sb (n) is set to a predetermined second slip ratio S2 (S2
<S1, see FIG. 42).
If not, the process proceeds to step S511, and if not, the process proceeds to step S552.

In step S552, Cθig (n)
It is determined whether or not the absolute value of the difference between Sθig (n) and Sθig (n) is equal to or greater than a predetermined angle r degrees. If the angle is less than the predetermined angle r, the process proceeds to step S511.
553. In step S553, a timer is started and time measurement is started.

[0209] In step S554, it is determined whether a predetermined time Tn [msec] has elapsed since the timer was started. If it is not determined that Tn has elapsed, the process moves to step S511. If it is determined that Tn has elapsed, the timer is stopped and reset in step S555. Then, after Z is reset to 0 in step S556, the process proceeds to step S508.

Returning to FIG. 32 and FIG. 33, step S51
In 1, the ignition timing Cθig (n) for driving force control is adopted as the ignition timing θig (n). Thereafter, the process proceeds to step S512. In step S512, it is determined whether the ignition timing is based on the determined ignition timing θig (n). If it is the ignition timing, the ignition is performed in step S513, and the process proceeds to step S514. If it is not the ignition timing, the process directly proceeds to step S514.

At step S514, the ignition timing θ
It is determined whether or not the driving force control ignition timing Cθig (n) has been adopted as ig (n). If Cθig (n) has not been adopted, the operation lamp 101 is determined in step S517.
2 (FIG. 30) is turned off (off), and then the process ends.

If the adoption of Cθig (n) is detected in step S514, then in step S515,
It is determined whether or not the absolute value of the difference between Cθig (n) and Sθig (n) is equal to or greater than a predetermined angle R degrees. If the angle is less than the predetermined angle R, the process proceeds to step S517.

In step S516, the operation lamp 1012 is turned on (turned on), and then the process ends. The state of the above control will be further described with reference to FIG.

FIG. 42 is a time chart showing an example of the driving force control according to the second embodiment of the present invention and showing a change in the slip ratio of the motorcycle. In the figure, the vertical axis represents the slip ratio Sb, and the horizontal axis represents time. In FIG. 42, first, the ignition timing control based on the standard ignition timing is started. Assuming that the motorcycle 1 starts running at time T0, the slip ratio Sb sharply increases due to, for example, excessive opening of the throttle valve.

At the time when the slip ratio Sb exceeds the first slip ratio S1 and the rear wheel speed HB exceeds a predetermined vehicle speed HBon (T1, see FIG. 35), the driving force control ignition calculated in step S509 is performed. The process proceeds to the ignition timing control based on the timing Cθig. Due to the increase of the slip ratio Sb, Cθig
Is decreased, and the ignition timing is retarded.

After such control, if the slip ratio Sb continues to increase and Sb becomes equal to or greater than the sum of the target slip ratio S and the third slip ratio S3 (T2), the calculation is performed. Subtraction correction amount Z corresponding to front wheel speed HA from Cθig
Is subtracted. The value of Z is gradually reduced until it becomes zero. While the value of Z exceeds 0, resetting of Z is prohibited (see FIG. 38). The ignition timing is further retarded by the setting of Z, and the output limitation is increased.

After Z becomes 0 (T3), if the slip ratio Sb becomes equal to or larger than the sum of the target slip ratio S and the third slip ratio S3 again (T4), the front wheel speed H
Z is set again according to A. Thereafter, when the motorcycle satisfies the various conditions shown in FIG. 45 (T6).
From ignition timing control by Cθig (n), Sθig (n)
To the standard ignition timing control.

Of course, when the throttle valve is excessively opened, the slip ratio Sb of the motorcycle coincides with the target slip ratio S, as indicated by the two-dot chain line in FIG. Is controlled as follows.

FIGS. 48 and 49 are functional block diagrams of the second embodiment of the present invention. These figures constitute one figure by combining them, and FIGS. 1 and 3
The same reference numerals as 1 denote the same or equivalent parts. 48 and 49, the Ne detecting means 1021
Is calculated using the output signals PC1 and PC2 of the first pulser 1002A and the second pulser 1002B.
Is detected.

The front wheel speed calculating means 1022 (ie, the vehicle speed calculating means 201) and the rear wheel speed calculating means 1023 use the signals output from the front wheel speed sensor 1003 (ie, the vehicle speed sensor 31) and the rear wheel speed sensor 1004,
The front wheel speed HA (that is, the vehicle speed V) and the rear wheel speed HB are calculated.

[0221] The slip ratio calculating means 1024 is provided by the HA
, HB, and the seventh equation are used to calculate the slip ratio Sb (n) of the motorcycle. The control term calculation means 1025
Using Equations 8 to 10, the feedback control term Tp,
Calculate Td and Td2.

The K total calculation means 1026 calculates K total by using the eleventh formula. Δθig setting means 1027
Reads the basic correction amount Δθig from the basic correction amount table as shown in FIG. 39 using Ktotal and Ne. This Δθig is the driving force control ignition timing calculation means 103
4 is output.

The state determining means 1028 compares the currently calculated slip ratio Sb (n) with the previously calculated slip ratio Sb (n-
It is determined whether or not Z is set according to 1) and whether or not Z is 0. The Z setting means 1029 is energized by the situation determining means 1028 and sets the subtraction correction amount Z according to the HA. This setting is performed by reading the data of Z from a table in which the value of Z is stored in advance in accordance with, for example, HA as shown in FIG.

The gradual decrease control means 1030 is provided with the Z setting means 10
29 is reduced at predetermined intervals (for example, at each operation timing by the operation means 1034).
It outputs to the driving force control ignition timing calculation means 1034. The gradual decrease control means 1030 operates until Z becomes zero.
The resetting of Z by the Z setting means 1029 is prohibited.

The GR calculating means 1032 calculates the gear ratio GR using the engine speed Ne, the rear wheel speed HB, and the twelfth formula. Kg setting means 1033 determines the gear ratio G
The gear ratio coefficient Kg is set according to R. This setting is performed by reading the data of Kg from a table in which the value of Kg is stored in advance, for example, according to the gear ratio GR, as shown in FIG. The set Kg is
It is output to the arithmetic means 1034.

The standard ignition timing calculating means 1035 calculates the standard ignition timing S based on the engine speed Ne using a known method.
θig (n) is calculated and output to the driving force control ignition timing calculating means 1034 and the switching means 36.

As described above with reference to FIG. 1, the steering wheel turning angle calculating means 202 calculates the steering wheel turning angle (turning angle from the handle center position) θh, and calculates the Δθh calculating means 1
A step 16 calculates the change speed Δθh of the steering wheel turning angle.
The second correction coefficient β, which is a product of β1 shown in FIG. 22 and β2 shown in FIG. 23, is the output signal or vehicle speed V of the front wheel speed sensor 1003 and the change speed Δ of the steering wheel turning angle.
The data is read from the β map 117 using θh, and the data is output to the bank angle calculation means 203.

The bank angle calculating means 203 calculates the vehicle speed V,
The bank angle θb of the motorcycle is calculated using the second correction coefficient β and the steering wheel turning angle θh. Kθ setting means 15
01 has a table as shown in FIG.
A bank angle correction coefficient Kθ is calculated according to the bank angle θb,
It outputs to the driving force control ignition timing calculation means 1034.

Drive power control ignition timing calculation means 1034
Calculates the driving force control ignition timing Cθig (n) from the expression (13) and outputs it to the switching means 1036. Switching means 103
6 always outputs Sθig (n) to the ignition control means 1040, but outputs Cθig (n) to the ignition control means 1040 when the control signal is output from the first switching control means 1037. In this state, when the control signal is output from the second switching control means 1038, Sθ
ig (n) is output to the ignition control means 1040.

[0230] The ignition control means 1040 energizes the ignition coil 1008 at the input ignition timing. The first switching control means 1037 has a function as shown in FIG. 35, and outputs a control signal to the switching means 1036 when an affirmative determination is made in step S522.

The second switching control means 1038 has a function as shown in FIG. 45. After an affirmative judgment is made in step S554 and the processing in step S556 is completed, the control signal is sent to the switching means 1036. Is output.
At this time, Z is reset to zero. Comparison means 1041
Has a function of performing the process of step S515 in FIG. 33, and generates an output at one input terminal of the AND gate 1042 when an affirmative determination is made in the process.

The switching means 1036 generates an output at the other input terminal of the AND gate 1042 when Cθig (n) is selected. The operation lamp 1012 is
It is energized by the output of the AND gate 1042 and lights up.

As described above, the calculation of the bank angle has been described on the assumption that the change rate Δθh of the steering wheel turning angle and the second correction coefficient β using the vehicle speed V as parameters are used, but only the variable speed Δθh is used. May be used as a parameter and only the coefficient (β1) may be used.

Although the deceleration control amount Z has been described as being determined according to the vehicle speed, it may be a fixed value that does not change according to the vehicle speed, for example. Further, the gear ratio GR is
Although the description has been made on the assumption that the transmission is calculated from Expression 12, when the transmission of the vehicle is a manual transmission, the value of GR is simply obtained from the gear position of the transmission without performing the calculation as Expression 12. May be set.

Furthermore, Δθig, Kg, Z, and Kθ are
39 to 41, 44, 43, and 34 may be set from tables other than the characteristics shown in FIGS. These tables are determined based on the traveling characteristics of the vehicle.

The control of the driving force may be performed not only by retarding the ignition timing as described above, but also by controlling the thinning of the ignition, the opening of the throttle valve, or the control of various other engine devices.

In step S531 of FIG. 38, the feedback control terms Tp, Td, and Td2 are calculated using the eighth to tenth equations, and the total value Ktotal is calculated using these. But the first
PID feedback control term T using Equations 4 to 16
Calculate p, Ti and Td, and calculate the sum of these values as Ktotal
It is good.

Tp = (Vb (n) −VT (n)) × Gp = ΔV (n) × Gp (14) Ti = (ΔV (n) + ΔV (n-1) + ΔV (n-2) + ... + ΔV (1)) × Gi = dtΣΔV (n) × Gi (15) Td = (ΔV (n-1) −ΔV (n)) × Gd (16) Here, Gp, Gi and Gd are set in advance. The obtained control gain, Vb (n) is a current actual slip amount which is a value obtained by subtracting the front wheel speed from the rear wheel speed, and VT (n) is a target slip amount.
Therefore, ΔV (n) is the difference between the current actual slip amount Vb (n) and the target slip amount VT (n). DtΣΔV
(n) is ΔV (n) calculated in the first fixed time interrupt
(Ie, ΔV (1)) to the value of ΔV (n) calculated in the current fixed-time processing.

[0239]

As is clear from the above description, according to the present invention, the following effects are achieved. (1) According to the control device for a motorcycle according to the first aspect, the calculated bank angle data is corrected according to the change speed of the steering wheel turning angle, so that the steering wheel turning angle change speed is large, at the start of cornering or Even in a transient state such as at the time of termination, control by a vehicle control device such as a headlight device or a driving force control device can be accurately performed.

(2) According to the control device for a two-wheeled vehicle according to the second aspect, the bank angle data is corrected even in accordance with the vehicle speed, so that the bank angle data is corrected more favorably. Therefore, in the transient state, the control by the vehicle control device can be performed more accurately.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a first embodiment of the present invention.

FIG. 2 is a diagram schematically illustrating a configuration of a headlight device to which the present invention is applied.

FIG. 3 is a sectional view of an example of a headlight device.

FIG. 4 is a block diagram illustrating a configuration of a first exemplary embodiment of the present invention.

FIG. 5 is a flowchart showing a main routine of the headlight control device shown in FIGS. 20 and 21.

FIG. 6 is a flowchart showing details of step S2.

FIG. 7 is a flowchart of a fixed time interruption process.

FIG. 8 is a flowchart showing details of step S32.

FIG. 9 is a flowchart of an interruption process performed by interruption of a vehicle speed detection pulse configured in combination with FIG. 10;

FIG. 10 is a flowchart of an interrupt process performed by interrupting a vehicle speed detection pulse configured by combining with FIG. 9;

FIG. 11 is a flowchart showing details of step S57 configured by combining with FIG. 12;

FIG. 12 is a flowchart showing details of step S57 configured by combining with FIG. 11;

FIG. 13 is a flowchart showing details of step S62.

FIG. 14 is a flowchart showing details of step S66.

FIG. 15 is a flowchart showing details of step S67 configured by combining with FIG. 16;

FIG. 16 is a flowchart showing details of step S67 configured by combining with FIG. 15;

FIG. 17 is a flowchart showing details of step S130.

FIG. 18 is a time chart showing an example of the relationship between θha and the traveling distance of the motorcycle.

FIG. 19 is a diagram showing an example of a duty ratio table stored in a duty ratio storage unit 125.

20 is a functional block diagram showing a configuration and operation of a headlight control device for a motorcycle including the first embodiment of the present invention configured by combining with FIG. 21.

21 is a functional block diagram showing a configuration and operation of a headlight control device for a motorcycle including the first embodiment of the present invention configured by combining with FIG. 20;

FIG. 22 is a diagram showing the contents of β1 forming the second correction coefficient β.

FIG. 23 is a diagram showing the contents of β2 forming the second correction coefficient β.

FIG. 24 is a diagram showing the contents of a fourth correction coefficient δ.

FIG. 25 is a time chart showing the relationship between the state of the combination switch 49, the flag Fb, and the timer 133, and the power supply voltage output from the constant voltage circuit 47.

FIG. 26 is a flowchart showing details of step S4.

FIG. 27 is a flowchart showing another example of the content of step S62, and is a diagram corresponding to FIG.

FIG. 28 is a side view of an example of a motorcycle to which the second embodiment of the present invention is applied.

FIG. 29 is a plan view of FIG. 28.

FIG. 30 is a plan view showing details of an indicator panel 1010.

FIG. 31 is a block diagram showing a configuration of a second example of the present invention.

FIG. 32 is a flowchart showing the operation of the second embodiment of the present invention configured by combining with FIG. 33;

FIG. 33 is a flowchart showing the operation of the second embodiment of the present invention configured by combining with FIG. 32;

FIG. 34 is a table showing the contents of a bank angle correction coefficient Kθ.

FIG. 35 is a flowchart showing details of step S507.

FIG. 36 is a flowchart illustrating an example of a procedure for correcting a bank angle correction coefficient Kθ in step S607.

FIG. 37 is a flowchart showing another example of the procedure for correcting the bank angle correction coefficient Kθ in step S607.

FIG. 38 is a flowchart showing details of a calculation process of a driving force control ignition timing Cθig (n) in step S509.

FIG. 39 is a map showing the contents of a basic correction amount Δθig.

FIG. 40 is a diagram showing the relationship between Δθig and Ne.

FIG. 41 is a diagram showing a relationship between Δθig and Ktotal.

FIG. 42 is a time chart showing an example of a change in a slip ratio.

FIG. 43 is a table showing contents of a subtraction correction amount Z;

FIG. 44 is a table showing the content of a gear ratio coefficient Kg.

FIG. 45 is a flowchart showing details of the process of step S510.

FIG. 46: Step S60 using a fifth correction coefficient γ ′
4 is a map in which the fifth correction coefficient γ ′ and Kθ before correction are used as parameters for correcting Kθ set in 4.

FIG. 47 is a diagram showing the relationship among Sb (n), S and ΔS (n).

FIG. 48 is a functional block diagram of a second embodiment of the present invention configured by combining with FIG. 49;

FIG. 49 is a functional block diagram of a second embodiment of the present invention configured by combining with FIG. 48;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Headlight device, 18 ... Servo motor, 31 ... Vehicle speed sensor, 32 ... Steering angle sensor, 116 ... Δθh calculating means, 117 ... β map, 201 ... Vehicle speed calculating means, 202
... steering wheel turning angle calculation means, 203 ... bank angle calculation means, 204 ... motor control amount calculation means, 1003 ... front wheel speed sensor, 1004 ... rear wheel speed sensor, 1008 ... ignition coil, 1024 ... slip ratio calculation means, 10
27 .DELTA..theta.ig setting means, 1034 ... driving force control ignition timing calculating means, 1035 ... standard ignition timing calculating means, 103
6 switching means, 1040 ignition control means, 1501 K
θ setting means

──────────────────────────────────────────────────の Continuation of front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00 314 B60Q 1/10 C F02P 5/15 F02P 5/15 B (56) References JP-A-2-81776 (JP) JP-A-1-204874 (JP, A) JP-A-63-53137 (JP, A) JP-A-63-162387 (JP, A) JP-A-1-101245 (JP, A) JP-A-5-139133 (JP, A) JP-A-1-94029 (JP, A) JP-A-64-41488 (JP, A) JP-A-7-215258 (JP, A) A) Japanese Utility Model Hei 5-5810 (JP, U) (58) Field surveyed (Int. Cl. ⁶ , DB name) F02D 29/02 B60Q 1/115 B62J 6/02 B62K 21/00

Claims (2)

(57) [Claims] 1. A vehicle speed calculating means for calculating a vehicle speed, a steering wheel turning angle calculating means for calculating a steering wheel turning angle, a bank angle calculating means for calculating a bank angle of the motorcycle according to the vehicle speed and the steering wheel turning angle, A control device for a motorcycle, comprising: a vehicle control unit that controls the motorcycle according to the calculated bank angle. The control device for a motorcycle further includes a change speed calculation unit that calculates a change speed of a steering wheel turning angle, and the bank angle calculation unit includes: A control device for a two-wheeled vehicle, further comprising correcting bank angle data according to a change speed of a steering wheel turning angle. 2. The two-wheeled vehicle control device according to claim 1, wherein said bank angle calculation means further corrects bank angle data according to vehicle speed.