JP6736331B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

Conventionally, a vehicle control device detects an up-down acceleration component and a left-right acceleration component of a vehicle body, determines a vehicle jump and landing from changes in these acceleration components, and limits the engine speed during the jump. There is one (for example, see Patent Document 1).

JP, 2008-144685, A

By the way, in the above-mentioned configuration, the control is performed in consideration of the engine load during the jump, but there is no control considering the load reduction on the drive system at the time of landing and the running after the landing.

Therefore, an object of the present invention is to provide a vehicle control device that reduces the load on the drive system at the time of landing after a jump and enables smooth running after landing.

As a means for solving the above problems, the invention described in claim 1 is a clutch (17) for connecting and disconnecting power transmission between a prime mover (16) and a drive wheel (12) of a vehicle (1); and the clutch (17). ) For connecting and disconnecting the clutch control device (69), and jump determining means (61) for determining whether or not the vehicle (1) has jumped. The clutch control device (69) includes the jump control device (69). When the determination means (61) determines that the vehicle (1) is jumping, the clutch capacity of the clutch (17) is reduced, and the jump determination means (61) is used for the vehicle (1). Landing determination means (62) for determining that the vehicle (1) has landed when the absolute value of the vertical acceleration component of the vehicle (1) exceeds a specified value after it is determined that the vehicle (1) is jumping. The clutch control device (69) returns the clutch capacity of the clutch (17) to the increasing side when the landing determination means (62) determines that the vehicle (1) has landed. And
The invention described in claim 2 is a clutch (17) for connecting and disconnecting power transmission between a prime mover (16) and a drive wheel (12) of a vehicle (1), and a clutch for connecting and disconnecting the clutch (17). The clutch control device (69) includes a control device (69) and a jump determination means (61) for determining whether or not the vehicle (1) has jumped. When it is determined that the vehicle (1) is jumping, the clutch capacity of the clutch (17) is reduced, and the clutch control device (69) controls the engine speed and throttle of the prime mover (16). When it is determined that the vehicle (1) is jumping by the required clutch torque calculation means (65) for calculating the required clutch torque of the clutch (17) from the opening degree and the jump determination means (61), A second clutch capacity setting means (64) for setting a second clutch capacity according to a jump amount representing a jump size of the vehicle (1) and a gear position of the transmission (18), and the required clutch torque. A clutch capacity setting means (67) for setting the clutch capacity of the clutch (17) by subtracting the second clutch capacity from the corresponding clutch capacity value.
In the invention described in claim 3, when the landing determination means (62) determines that the vehicle (1) has landed, the clutch control device (69) causes the clutch (17) to respond to a throttle opening operation. It is characterized by returning the clutch capacity of.
In the invention described in claim 4 , the clutch (17) and the transmission (18) include a first clutch (17a) connected to an odd gear train and a second clutch (17b) connected to an even gear train. A dual clutch transmission (18A) that selectively connects and disconnects to shift gears is configured, and when it is determined that the vehicle (1) is jumping, the dual clutch transmission (18A) is selectively connected. It is characterized in that the clutch capacity of the first clutch (17a) or the second clutch (17b) is reduced.

According to the invention described in claim 1, since the load on the drive system between the prime mover and the drive wheels can be reduced at the time of landing after the jump of the vehicle, it is possible to reduce the weight and size of the drive system.
Further, by detecting the jump of the vehicle by the acceleration detecting means (the inertia measuring device such as the G sensor or the gyro sensor), it is possible to realize the smooth running after the landing of the vehicle.
According to the invention described in claim 2 , by reducing the clutch capacity by the second clutch capacity with respect to the required clutch torque calculated from the engine speed and the throttle opening, the drive between the prime mover and the drive wheels at the time of landing. The load on the system can be reliably reduced.
According to the invention described in claim 3 , by returning the clutch capacity to the increasing side in accordance with the driver's intention of the throttle opening operation, the load applied to the drive system can be sufficiently reduced and a smooth running after landing can be achieved. realizable.
According to the invention described in claim 4, when a dual clutch transmission that shifts gears by alternately switching between odd-numbered gear trains and even-numbered gear trains is provided, the clutch capacity can be adjusted by focusing on the currently connected clutch. Therefore, the clutch control can be simplified.

1 is a side view of a motorcycle according to an embodiment of the present invention. It is a block diagram of a DCT system of the motorcycle. It is a sectional view of DCT of the above-mentioned motorcycle. It is a block diagram of the vehicle control device of the motorcycle. 3 is a flowchart showing a process of an ECU of the vehicle control device.

Embodiments of the present invention will be described below with reference to the drawings. It should be noted that the directions such as front, rear, left and right in the following description are the same as the directions in the vehicle described below unless otherwise specified. Further, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown at appropriate places in the drawings used in the following description.

In the off-road motorcycle 1 shown in FIG. 1, its front wheels 2 are pivotally supported by the lower ends of the left and right front forks 3, and the upper parts of the left and right front forks 3 are connected to the head pipe 6 of the vehicle body frame 5 via the steering stem 4. A bar type steering handle 7 is attached to the upper portion of the steering stem 4 so as to be steerable.

The left and right main tubes 8 extend rearward and downward from the upper rear side of the head pipe 6, and the rear ends of the left and right main tubes 8 are connected to the upper ends of the left and right pivot frames 9 at the front-rear intermediate portion of the vehicle body. A front end portion of a swing arm 11 is pivotally supported at a lower portion so as to be vertically swingable, and a rear wheel 12 is pivotally supported at a rear end portion of the swing arm 11.

From the lower rear side of the head pipe 6, a single down frame 13 extends obliquely rearward and downward from the left and right main tubes 8, and from the lower end of the down frame 13, the left and right lower frames 14 move left and right with the same inclination. The left and right lower frames 14 are branched and extended, and the lower portions of the left and right lower frames 14 are curved and extended rearward and connected to the lower ends of the left and right pivot frames 9.

A power unit 15, which is a prime mover of the motorcycle 1, is mounted inside the vehicle body frame 5.
Referring also to FIG. 2, the power unit 15 integrally includes an engine 16 which is an internal combustion engine and a transmission 18 including a dual clutch 17. The engine 16 is, for example, a single-cylinder engine or a multi-cylinder engine (two-cylinder engine in FIG. 2) in which the rotation center axis line (crank axis line) C1 of the crankshaft 24 is aligned in the vehicle width direction (left-right direction). A cylinder 20 is erected above a front portion of a crankcase 19 of the engine 16, a throttle body 22 is connected to a rear portion of a cylinder head 21 of the cylinder 20, and an exhaust pipe 23 is connected to a front portion of the cylinder head 21. ing. A dual clutch type transmission 18 is housed in the rear portion of the crankcase 19.

Referring to FIGS. 2 and 3, the transmission 18 is combined with the dual clutch 17 to enable automatic or semi-automatic gear shifting. The transmission 18 has a main shaft 25 and a counter shaft 26 arranged behind the crankshaft 24. The main shaft 25 and the counter shaft 26 have rotation center axes C2 and C3 that are parallel to the crank axis C1. Hereinafter, the rotation center axis line C2 of the main shaft 25 may be referred to as a "main axis line", and the rotation center axis line C3 of the counter shaft 26 may be referred to as a "counter axis line".

The transmission 18 has a transmission gear group 27 that straddles the main shaft 25 and the counter shaft 26. The transmission gear group 27 has a plurality of transmission gear pairs corresponding to the number of transmission stages. A change gear 28 selectively switches a transmission gear pair used for power transmission between the main shaft 25 and the counter shaft 26. The change mechanism 28 moves the shift fork by the rotation of the shift drum to switch the transmission gear pair. The change mechanism 28 constitutes a gear drive device 30 including a speed change actuator 29 that rotationally drives the shift drum.

The main shaft 25 has a double structure having an inner shaft 25a and an outer shaft 25b. The main shaft 25 has a right side portion of an inner shaft 25a extending to the left and right of the crankcase 19 (mission case) inserted through the outer shaft 25b. The right end of the inner shaft 25a projects rightward more than the right end of the outer shaft 25b.

On the outer circumferences of the inner and outer shafts 25a and 25b, drive gears for the sixth speed in the transmission gear group 27 are arranged in an odd number stage and an even number stage. Corresponding to these drive gears, a sixth-speed driven gear in the transmission gear group 27 is arranged on the outer periphery of the counter shaft 26. The drive gears and the driven gears mesh with each other at each shift speed to form a shift gear pair corresponding to each shift speed. The speed reduction ratio of each transmission gear pair decreases in the order of 1st speed to 6th speed (high speed gears).

A primary driven gear 32 that meshes with the primary drive gear 31 of the crankshaft 24 is supported on the right side of the main shaft 25. On the right side of the primary driven gear 32, the dual clutch 17 supported by the main shaft 25 is arranged. The primary driven gear 32 is integrally rotatably connected to the clutch outer 34 of the dual clutch 17. The rotational driving force of the crankshaft 24 is transmitted from the primary driven gear 32 to the clutch outer 34 and is transmitted to the inner shaft 25a of the main shaft 25 via the first clutch 17a of the dual clutch 17 or the second clutch 17 of the dual clutch 17. It is transmitted to the outer shaft 25b of the main shaft 25 via the clutch 17b.

The rotational driving force transmitted to either the inner or outer shaft 25a or 25b is transmitted to the counter shaft 26 via the odd-numbered or even-numbered speed change gear pairs in the speed change gear group 27. The rotational driving force that has been appropriately shifted by the shift gear pair and transmitted to the counter shaft 26 is transmitted to the rear wheel 12 from the left side of the rear portion of the crankcase 19 via, for example, the chain type transmission mechanism 12a (see FIG. 1).

The motorcycle 1 is capable of traveling in an automatic mode in which both operations of the dual clutch 17 and the transmission 18 (change mechanism 28) are automatically performed by electric control. In addition to this, in the motorcycle 1, the driver performs the gear shift operation (operation of the shift operator) of the transmission 18, and the engagement/disengagement operation of the dual clutch 17 is automatically performed by electric control according to the operation of the shift operator. It is possible to drive in semi-automatic mode. Hereinafter, the transmission including the dual clutch 17 and the transmission 18 may be referred to as a DCT (dual clutch transmission) 18A.

Referring to FIG. 3, the dual clutch 17 has a first clutch 17a and a second clutch 17b. The first clutch 17a and the second clutch 17b are hydraulic disc clutches (wet multi-plate clutches) that are coaxially arranged adjacent to each other. The first clutch 17a has a first clutch center 35 that is integrally rotatably supported on the right end of the inner shaft 25a, and the second clutch 17b is a first clutch center 35 that is integrally rotatably supported on the right end of the outer shaft 25b. It has a two-clutch center 36.

A plurality of first inner clutch plates are integrally rotatably supported on the outer periphery of the first clutch center 35, and a plurality of first outer clutch plates are integrally rotatably supported on the inner periphery on the right side of the peripheral wall of the clutch outer 34. There is. The first inner and outer clutch plates are alternately stacked to form a first clutch plate group 37.

The first clutch plate group 37 is sandwiched between the first flange portion of the first clutch center 35 and the first pressure plate in the main axis C2 direction. The first clutch plate group 37 is clamped in the main axis C2 direction between itself and the first flange portion by the operation of the first pressure plate. The first clutch plate group 37 is integrally frictionally engaged by a pressing force in the direction of the main axis C2 to bring the first clutch 17a into a connected state capable of transmitting power. The first clutch plate group 37 allows the first clutch center 35 and the clutch outer 34 to rotate relative to each other by releasing the clamping pressure, and brings the first clutch 17a into a disengaged state in which power cannot be transmitted.

A plurality of second inner clutch plates are integrally rotatably supported on the outer periphery of the second clutch center 36, and a plurality of second outer clutch plates are integrally rotatably supported on the inner periphery on the left side of the peripheral wall of the clutch outer 34. There is. The second inner and outer clutch plates are alternately stacked to form a second clutch plate group 38.

The second clutch plate group 38 is sandwiched between the second flange portion of the second clutch center 36 and the second pressure plate in the main axis C2 direction. The second clutch plate group 38 is pinched in the main axis C2 direction between the second clutch plate group 38 and the second flange portion by the operation of the second pressure plate. The second clutch plate group 38 is integrally frictionally engaged by a pressing force in the direction of the main axis C2 to bring the second clutch 17b into a connected state capable of transmitting power. The second clutch plate group 38 allows the second clutch center 36 and the clutch outer 34 to rotate relative to each other by releasing the clamping pressure, and brings the second clutch 17b into a disengaged state in which power cannot be transmitted.

The hydraulic pressure for operation is supplied to the dual clutch 17 from the hydraulic pressure supply device 41 (see FIG. 2). In the dual clutch 17, the first clutch center 35 and the second clutch center 36 can be individually engaged with the clutch outer 34 depending on the presence or absence of hydraulic pressure supply, and thus the respective clutches 17a, 17b can be individually connected/disconnected.

The first clutch 17a is provided with first clutch urging means for urging the first pressure plate toward the clutch disengagement side in the direction of the main axis C2, and the first pressure plate is urged in the direction of the main axis C2 by the first clutch. A first connection side hydraulic chamber is provided for moving to the clutch disengagement side against the biasing force of the means.
The second clutch 17b is provided with second clutch urging means for urging the second pressure plate toward the clutch disengagement side in the direction of the main axis C2, and the second pressure plate urges the second clutch in the direction of the main axis C2 by the second clutch. A second disengagement hydraulic chamber is provided for moving the clutch disengagement side against the biasing force of the means.

The first clutch 17a moves the first pressure plate to the clutch disengagement side by the urging force of the first clutch urging means when the hydraulic pressure supply from the hydraulic pressure supply device 41 is stopped, such as when the engine 16 is stopped. The clutch engagement state in which the frictional engagement of the one clutch plate group 37 is released is set.
The second clutch 17b moves the second pressure plate to the clutch disengagement side by the urging force of the second clutch urging means when the hydraulic pressure supply from the hydraulic pressure supply device 41 is stopped, such as when the engine 16 is stopped. The second clutch plate group 38 is disengaged from the frictional engagement to be in the clutch disengaged state.

The first clutch 17a resists the urging force of the first clutch urging means in a state where the hydraulic pressure is supplied from the hydraulic pressure supply device 41 to the first connection side hydraulic chamber, such as the operating state of the engine 16. Is moved to the clutch connection side, and the first clutch plate group 37 is pinched to be frictionally engaged to be in the clutch connection state.
The second clutch 17b resists the urging force of the second clutch urging means in the state where the hydraulic pressure is supplied from the hydraulic pressure supply device 41 to the second connection side hydraulic chamber, such as the operating state of the engine 16. Is moved to the clutch connection side, and the second clutch plate group 38 is clamped to be frictionally engaged to be in the clutch connection state.

As shown in FIG. 2, the motorcycle 1 includes a dual clutch transmission system 40 (hereinafter referred to as DCT system 40) that electrically controls the operation of the DCT 18A. The DCT system 40 includes a hydraulic pressure supply device 41 that supplies operating hydraulic pressure to the dual clutch 17, and an electronic control device 42 (Electronic Control Unit, hereinafter referred to as ECU). Each of the clutches 17a and 17b can be individually connected/disconnected depending on whether or not the hydraulic pressure is supplied from the hydraulic pressure supply device 41.

The hydraulic pressure supply device 41 includes a first oil pump 43 and a second oil pump 44 arranged in a lower portion of the crankcase 19, a first oil feed passage 45 extending from a discharge port of the first oil pump 43, and a second oil pump. The second oil supply passage 46 extending from the discharge port of the pump 44, the first clutch actuator 47 and the second clutch actuator 48 to which the downstream side of the second oil supply passage 46 is connected, and the clutch actuators 47, 48 to the clutch 17a. , 17b, and a first supply oil passage 47a and a second supply oil passage 48a extending to the respective connection-side hydraulic chambers.

The second oil feed passage 46 and the respective oil feed passages 47a and 48a can be individually communicated by the operation of the clutch actuators 47 and 48. Each clutch actuator 47, 48 is a solenoid valve that connects or disconnects the second oil supply passage 46 and each oil supply passage 47a, 48a. When the second oil supply passage 46 and the first supply oil passage 47a communicate with each other, the hydraulic pressure from the second oil pump 44 passes through the first supply oil passage 472a and the first connection side hydraulic chamber of the first clutch 17a. And the first clutch 17a is switched from the disengaged state to the engaged state. When the second oil supply passage 46 and the second supply oil passage 48a communicate with each other, the hydraulic pressure from the second oil pump 44 passes through the second supply oil passage 48a and the second connection side hydraulic chamber of the second clutch 17b. And the second clutch 17b is switched from the disconnected state to the connected state.

In the DCT system 40, one of the clutches 17a and 17b is in the connected state and the other is in the disengaged state, and power transmission is performed using any of the speed change gear pairs connected to one of the inner and outer shafts 25a and 25b. At this time, the gear to be used next is selected in advance from the transmission gear pair connected to the other of the inner and outer shafts 25a and 25b, and from this state, one of the clutches 17a and 17b is disconnected and the other is connected. By doing so, the transmission is switched to the power transmission using the preselected transmission gear pair, so that the transmission 18 is shifted up and down.

Next, the vehicle control device 50 relating to the clutch control at the time of landing from the jump in the motorcycle 1 of the present embodiment will be described.
As shown in FIG. 4, the vehicle control device 50 includes a gyro sensor 51, a vehicle speed sensor 52, a gear position sensor 53, a throttle opening sensor 54, an engine speed sensor 55, an engine 16, and a DCT 18A. And an ECU 42.
The ECU 42 includes a jump determination unit 61, a landing determination unit 62, a jump amount calculation unit 63, a clutch capacity correction hydraulic pressure setting unit (second clutch capacity setting unit) 64, a required clutch torque calculation unit 65, a torque/hydraulic pressure. The conversion unit 66, the clutch capacity setting unit 67, and the oil pressure/current conversion unit 68 are provided. The clutch capacity correction oil pressure setting unit 64, the required clutch torque calculation unit 65, the torque/oil pressure conversion unit 66, the clutch capacity setting unit 67, and the oil pressure/current conversion unit 68 constitute a clutch control device 69 in the present embodiment.

The ECU 42 executes various controls when the main switch is turned on due to the rotation of the key cylinder or the like. A signal from the gyro sensor 51 is input to the ECU 42 via a noise filter. The ECU 42 determines, based on the signal input from the gyro sensor 51, whether or not the motorcycle 1 has jumped, and also determines whether or not the jumped motorcycle 1 has landed. The ECU 42 executes processing for reducing the clutch capacity of the DCT 18A (so-called half-clutch) in order to reduce the load on the drive system (especially DCT 18A) between the engine 16 and the rear wheels 12 when the motorcycle 1 lands. ..

The gyro sensor 51 is an acceleration sensor using a semiconductor, such as an electrostatic capacitance type acceleration sensor or an acceleration sensor using a piezoelectric element. The gyro sensor 51 of the present embodiment is an acceleration sensor having two orthogonal directions as detection directions, and the detection directions are the vehicle body vertical direction (height direction) and the lateral direction (vehicle width direction). The gyro sensor 51 outputs to the ECU 42 a signal corresponding to the acceleration component of the gravitational acceleration in the vehicle body vertical direction and the vehicle body lateral direction. The gyro sensor 51 may be built in the ECU 42, for example.

Based on the acceleration component of the gravitational acceleration detected by the gyro sensor 51, the ECU 42 determines the jump and landing of the motorcycle 1.
That is, the jump determination unit 61 of the ECU 42 determines whether or not the motorcycle 1 has jumped, based on the acceleration component in the vehicle body vertical direction detected by the gyro sensor 51. Specifically, when the absolute value of the acceleration component in the vertical direction of the vehicle body becomes 0, or when the absolute value including 0 falls below the first prescribed value (jump determination threshold value), It is determined that the motorcycle 1 has jumped.
After the jump determination, the landing determination unit 62 determines that the motorcycle 1 has landed when the absolute value of the acceleration component in the vertical direction of the vehicle body exceeds the second specified value (landing determination threshold value).

In the motorcycle 1 that is normally traveling, the acceleration component in the vertical direction of the vehicle body detected by the gyro sensor 51 is along the vertical direction and corresponds to the gravitational acceleration.
In the motorcycle 1 traveling on an upwardly inclined road surface, the acceleration component in the vehicle body vertical direction detected by the gyro sensor 51 is determined according to the inclination of the road surface and is smaller than the gravitational acceleration. After that, by jumping, the acceleration component in the vertical direction of the vehicle body becomes zero in the vehicle body during the jump.

In the motorcycle 1 that has landed on the sloped road surface that descends to the front after the jump, the absolute value of the acceleration component in the vehicle body vertical direction detected by the gyro sensor 51 increases again. When the absolute value of this acceleration component exceeds a preset second prescribed value, it is determined that the motorcycle 1 has landed.
The jump determination unit 61 may further determine the jump state and the fall state of the motorcycle 1 by using the acceleration component of the motorcycle 1 in the lateral direction of the vehicle body. Further, the jump determination unit 61 determines that the motorcycle 1 is jumping on condition that the state where the absolute value of the acceleration component in the vertical direction of the vehicle body is lower than the first specified value is continuously detected for the specified time. You may.

The jump amount calculation unit 63 calculates (estimates) a jump amount representing the size of the jump of the motorcycle 1 from the acceleration component in the vehicle body vertical direction of the motorcycle 1 before the jump determination and the vehicle speed. That is, the jump amount calculation unit 63 estimates the jump amount of the motorcycle 1 from the take-off angle and the vehicle speed before the jump. The jump amount calculation unit 63 may estimate the flight time or the landing position of the motorcycle 1.

When the jump determination unit 61 determines that the motorcycle 1 is jumping, the clutch capacity correction value setting unit corrects the clutch capacity according to the jump amount calculated by the jump amount calculation unit 63 and the gear position of the transmission 18. Set the value (second clutch capacity).
The required clutch torque calculation unit 65 calculates the required clutch torque of the clutch connected at the time of jump determination from the engine speed and the throttle opening.

The torque/hydraulic pressure conversion unit 66 calculates the clutch operating oil pressure (required clutch capacity) required to obtain the required clutch torque of the clutch calculated by the required clutch torque calculation unit 65.
The clutch capacity setting unit 67 sets the clutch capacity of the clutch connected at the time of jump determination by subtracting the clutch capacity correction value from the required clutch capacity calculated by the torque/hydraulic pressure conversion unit 66. Note that the clutch capacity correction value is not limited to be obtained and subtracted, and a clutch capacity (optimal capacity) lower than the required clutch capacity may be directly calculated.
The hydraulic pressure/current conversion unit 68 calculates a current value applied to each clutch actuator 47, 48 in order to obtain the clutch capacity set by the clutch capacity setting unit 67. A drive command is output to the energization control units 47b and 48b of the clutch actuators 47 and 48 based on the calculated current value.

When the ECU 42 determines that the motorcycle 1 has jumped, the ECU 42 executes a process of reducing the clutch capacity. When reducing the clutch capacity, the clutch capacity of the clutches connected at the time of jump determination in both the clutches 17a and 17b of the DCT 18A is reduced.
In the DCT 18A of the present embodiment, automatic gear shift during jump determination is limited, and the gear stage at the time of landing depends on the driver's operation (driver's intention). Therefore, if the clutch capacity of the clutch connected at the time of jump determination is reduced, the clutch capacity at the time of landing after the jump can be reduced. It should be noted that although manual gear shifting is possible by the driver's operation during the jump, if the gear shifting is performed during the jump, the clutch capacity correction value changes.

By the control described above, it is possible to reduce the load on the drive system between the prime mover and the drive wheels at the time of landing after the jump of the motorcycle 1.
When the opening operation of the throttle is performed after the landing of the motorcycle 1, the decreased clutch capacity is returned to the required clutch capacity before the decrease, and the restriction of the automatic shift control is also released. That is, the control of the clutch capacity and the shift after landing is restarted by the landing determination and the throttle opening operation as triggers.

It should be noted that the ECU 42 may also execute a process of lowering the allowable rotation speed of the engine 16 when the jump determination unit 61 determines that the motorcycle 1 has jumped. Further, the ECU 42 may automatically change gears during jump determination and landing. The vehicle control device 50 may include a switch that switches ON/OFF of control for reducing the clutch capacity when landing after a jump.

Next, the processing executed by the ECU 42 of the present embodiment will be described with reference to the flowchart of FIG. This process is repeatedly executed at a predetermined cycle when the power source is ON (main switch is ON).
First, in step S11, the normal required hydraulic pressure Pb as the required clutch capacity according to the required clutch torque is calculated.
In step S12, it is determined whether the motorcycle 1 is jumping. If YES in step S12 (jumping), the jump amount Ja is calculated in step S13. In the case of NO (not jumping) in step S12, the clutch capacity Pb' in the storage unit is updated to the normal required oil pressure Pb in step S18, and the process is temporarily terminated. The clutch capacity Pb' corresponds to the hydraulic pressure actually applied to the clutch.

In step S14, it is determined whether the jump amount calculated in step S13 is larger than the jump threshold value Js. If YES in step S14 (greater than the jump threshold Js), the gear position Sg is read in step S15, and the clutch capacity correction hydraulic pressure Pa is calculated from the jump amount Ja and the gear position Sg in step S16. If NO (jump threshold value Js or less) in step S14, the clutch capacity Pb' in the storage unit is updated to the normal required hydraulic pressure Pb in step S18, and the process ends.

In step S17, the clutch capacity Pb' in the storage unit is updated to a value obtained by subtracting the clutch capacity correction oil pressure Pa from the normally required oil pressure Pb. This reduces the clutch capacity of the clutch connected at the time of landing.
That is, when the jump amount is large and the gear position is close to the low speed, the load applied from the wheels to the drive system at the time of landing of the motorcycle 1 is large. Therefore, when the jump amount is large, the load applied to the drive system at the time of landing is efficiently reduced by setting the clutch capacity Pb' which is obtained by subtracting the clutch capacity correction oil pressure Pa from the normal required oil pressure Pb. When the jump amount is small, the clutch capacity Pb′ is kept at the normally required hydraulic pressure Pb, and acceleration/deceleration can be directly performed without slipping the clutch.

As described above, the vehicle control device 50 in the above-described embodiment includes the dual clutch 17 that connects and disconnects the power transmission between the prime mover (engine 16) and the drive wheels (rear wheels 12) of the motorcycle 1, and the dual clutch. A clutch control device 69 for connecting and disconnecting 17 and a jump determination unit 61 for determining whether or not the motorcycle 1 has jumped are provided, and the clutch control device 69 uses the jump determination unit 61 for the motorcycle. The clutch capacity of both clutches 17a and 17b of the dual clutch 17, which are connected, is reduced according to the jump amount of the motorcycle 1 on the condition that it is determined that 1 is jumping.
According to this configuration, the load on the drive system between the prime mover and the drive wheels at the time of landing after the jump of the motorcycle 1 can be reduced, so that the drive system can be made lightweight and compact.

Further, the vehicle control device 50 includes a gyro sensor 51 that detects a vertical acceleration component of the motorcycle 1, and the jump determination unit 61 determines that the absolute value of the vertical acceleration component of the motorcycle 1 is the first. When it falls below the prescribed value of 1, it is determined that the motorcycle 1 is jumping.
According to this configuration, the jump of the motorcycle 1 can be detected by the acceleration detecting means (the inertia measuring device such as the G sensor or the gyro sensor 51).

Further, the vehicle control device 50 determines that the jump determination unit 61 determines that the motorcycle 1 is jumping, and then the absolute value of the vertical acceleration component of the motorcycle 1 exceeds the second specified value. When the landing determination unit 62 determines that the motorcycle 1 has landed, the clutch control device 69 includes the landing determination unit 62 that determines that the motorcycle 1 has landed. The clutch capacity of 17 is returned to the increasing side.
According to this configuration, it is possible to realize a smooth running of the motorcycle 1 after landing.

Further, the vehicle control device 50 is configured such that the clutch control device 69 uses the required clutch torque calculation unit 65 that calculates the required clutch torque of the dual clutch 17 from the engine speed and the throttle opening, and the jump determination unit 61. When it is determined that the motorcycle 1 is jumping, clutch capacity correction for setting a clutch capacity correction hydraulic pressure Pa according to the jump amount Ja representing the size of the jump of the motorcycle 1 and the gear position of the transmission 18 An oil pressure setting unit 64 and a clutch capacity setting unit 67 that sets the clutch capacity of the dual clutch 17 by subtracting the clutch capacity correction oil pressure Pa from the normal required oil pressure Pb corresponding to the required clutch torque are provided.
According to this configuration, the load on the drive system between the prime mover and the drive wheels during landing is reduced by reducing the clutch capacity by the clutch capacity correction hydraulic pressure with respect to the required clutch torque calculated from the engine speed and the throttle opening. It can surely be reduced.

Further, the vehicle control device 50 calculates the jump amount Ja from a vertical acceleration component of the motorcycle 1 and a vehicle speed before it is determined that the motorcycle 1 is jumping.
According to this configuration, the jump amount can be estimated from the vertical acceleration before the jump and the vehicle speed, and the clutch capacity after the jump can be appropriately reduced.

Further, the vehicle control device 50 returns the clutch capacity of the dual clutch 17 according to the throttle opening operation when the clutch control device 69 determines that the motorcycle 1 has landed by the landing determination unit 62.
According to this configuration, the clutch capacity is returned to the increase side in accordance with the driver's intention of the throttle opening operation, so that it is possible to realize a smooth start after landing while sufficiently reducing the load on the drive system.

Further, the vehicle control device 50 is configured such that the dual clutch 17 and the transmission 18 are selectively connected and disconnected between the first clutch 17a connected to the odd-numbered gear train and the second clutch 17b connected to the even-numbered gear train. And a clutch capacity of the first clutch 17a or the second clutch 17b selectively connected by the dual clutch transmission 18A when it is determined that the motorcycle 1 is jumping. Lower.
According to this configuration, when the dual clutch transmission 18A that shifts gears by alternately switching between the odd-numbered gear train and the even-numbered gear train is provided, the clutch capacity is adjusted by focusing on the currently connected clutch. Control can be simplified.

The present invention is not limited to the above-described embodiments, but is applicable not only to the motorcycle 1 but also to a saddle-ride type vehicle that may fall or cause a fall. Saddle-type vehicles include all vehicles that the driver rides across the vehicle body, and include not only motorcycles (including motorized bicycles and scooter-type vehicles) but also three wheels (in addition to the front one wheel and the rear two wheels, It also includes front two wheels and one rear wheel) or four wheels.
In the above embodiment, the dual clutch type automatic transmission is described as an example, but the present invention may be applied to a vehicle having a single clutch type automatic transmission.
The engine 16 which is the prime mover of the power unit 15 is a laterally-raising engine having a crankshaft extending in the vehicle left-right direction (vehicle width direction), but may be a vertical engine having the crankshaft extending in the vehicle front-rear direction. .. Further, the number of cylinders of the engine and the arrangement of the cylinders are various. Further, the prime mover may include an electric motor.
The configurations in the above embodiments are examples of the present invention, and various modifications can be made without departing from the gist of the present invention, such as replacing the elements of the embodiments with known elements.

1 motorcycle (vehicle)
12 rear wheels (driving wheels)
16 engine (motor)
17 dual clutch (clutch)
17a 1st clutch 17b 2nd clutch 18 Transmission (transmission)
18A dual clutch transmission 51 gyro sensor (acceleration detection means)
61 jump determination unit (jump determination means)
62 Landing determination unit (landing determination means)
64 Clutch capacity correction hydraulic pressure setting section (second clutch capacity setting means)
65 Required Clutch Torque Calculation Unit (Required Clutch Torque Calculation Unit)
67 Clutch capacity setting unit (clutch capacity setting means)
69 Clutch control device

Claims (4)

A clutch (17) for connecting and disconnecting the power transmission between the prime mover (16) and the drive wheels (12) of the vehicle (1);
A clutch control device (69) for connecting and disconnecting the clutch (17),
Jump determining means (61) for determining whether or not the vehicle (1) has jumped,
The clutch control device (69) reduces the clutch capacity of the clutch (17) when the jump determination means (61) determines that the vehicle (1) is jumping.
After the jump determining means (61) determines that the vehicle (1) is jumping, when the absolute value of the vertical acceleration component of the vehicle (1) exceeds a specified value, the vehicle (1) ) Has landing determination means (62) for determining that
A vehicle characterized in that the clutch control device (69) returns the clutch capacity of the clutch (17) to an increasing side when the landing determination means (62) determines that the vehicle (1) has landed. Control device. A clutch (17) for connecting and disconnecting power transmission between a prime mover (16) and a drive wheel (12) of the vehicle (1);
A clutch control device (69) for connecting and disconnecting the clutch (17),
Jump determining means (61) for determining whether or not the vehicle (1) has jumped,
The clutch control device (69) reduces the clutch capacity of the clutch (17) when the jump determination means (61) determines that the vehicle (1) is jumping.
The clutch control device (69) includes a necessary clutch torque calculating means (65) for calculating a necessary clutch torque of the clutch (17) from an engine speed of the prime mover (16) and a throttle opening.
When it is determined by the jump determination means (61) that the vehicle (1) is jumping, depending on the jump amount representing the size of the jump of the vehicle (1) and the gear position of the transmission (18). Second clutch capacity setting means (64) for setting the second clutch capacity,
Vehicle control, comprising: clutch capacity setting means (67) for setting the clutch capacity of the clutch (17) by subtracting the second clutch capacity from the clutch capacity value corresponding to the required clutch torque. apparatus. The vehicle control according to claim 1 or 2 , wherein the clutch control device (69) returns the clutch capacity of the clutch (17) according to a throttle opening operation when the vehicle (1) lands. apparatus. The clutch (17) and the transmission (18) selectively shift and connect the first clutch (17a) connected to the odd-numbered gear train and the second clutch (17b) connected to the even-numbered gear train. Configure a dual clutch transmission (18A),
When it is determined that the vehicle (1) is jumping, the clutch capacity of the first clutch (17a) or the second clutch (17b) selectively connected by the dual clutch transmission (18A) is reduced. The vehicle control device according to any one of claims 1 to 3 , characterized in that: