JP7229010B2 - internal combustion engine controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine control system, and more particularly to an internal combustion engine control system applied to a motorcycle having a longitudinally mounted internal combustion engine.

Some motorcycles have an internal combustion engine, such as a so-called reciprocating engine, mounted vertically, and the crankshaft is arranged in the longitudinal direction (front-rear direction) of the body frame of the motorcycle.

In such a motorcycle, when the internal combustion engine is operated, the crankshaft to which the connecting rod or the like that connects the piston rotates, so a moment (moment of inertia) around the crankshaft is generated. tries to make a rotational motion (roll motion) with the crankshaft as the rotation axis (roll axis). Therefore, when the driver operates an accelerator operation member such as an accelerator grip in the opening direction while the internal combustion engine is operating to increase the rotational speed of the internal combustion engine, that is, the angular velocity of the crankshaft, the motorcycle When the stand is retracted and the rider supports the handlebars of the motorcycle, or when the stand is upright and the stand supports the motorcycle, the motorcycle will roll. If a moment exceeding the magnitude of the moment that can be received by such a support occurs, the motorcycle may tend to roll unnecessarily.

Under such circumstances, Patent Document 1 relates to a drive system structure of a power unit. A configuration is disclosed in which a crankshaft 54 extending in the longitudinal direction of the vehicle is arranged.

Further, Patent Document 2 relates to a control system for a motorcycle with an automatic clutch. 10 is calculated, and when the stand switch 9 detects that the side stand 4 is standing up, in order to correct the basic target opening so as to be limited to the limit value or less, the driver can adjust the When the engine is started and the accelerator is operated, the opening of the throttle 10 is limited to the limit value when the stand stands up, so that the engine speed can be limited without thinning the number of times of ignition by the ignition coil 15. do.

JP 2014-51120 A JP 2008-19758 A

However, according to the study of the present inventor, in the configuration of Patent Document 1, although the internal combustion engine is mounted vertically, the driver presses the accelerator while the internal combustion engine is operating. There is no disclosure or suggestion regarding the roll motion of a straddle-type vehicle that occurs when an accelerator operating member such as a grip is operated in the opening direction to increase the angular velocity of the crankshaft of the engine. There is room for improvement from the viewpoint of suppressing unnecessary roll motion.

In addition, in the configuration of Patent Document 2, when the driver starts the engine and operates the accelerator while the stand is upright, the opening of the throttle is limited to a limit value when the stand is upright. This is intended to avoid an increase in unburned gas inside the engine, avoid the risk of catalyst damage, and suppress deterioration of emissions. There is no disclosure or suggestion regarding the roll motion of a motorcycle with an automatic clutch that occurs when the angular velocity of the crankshaft of the engine is increased by operating the accelerator operation member in the opening direction, and there is no need for such a vehicle. There is room for improvement from the viewpoint of suppressing excessive roll motion.

The present invention has been made through the above studies, and the angular velocity of the crankshaft of the internal combustion engine is increased by operating the accelerator operation member in the opening direction while the internal combustion engine mounted on the motorcycle is operating. An object of the present invention is to provide an internal combustion engine control device capable of suppressing an excessive roll motion of a motorcycle that occurs when the torque is increased.

In order to achieve the above objects, the present invention is mounted on a motorcycle that is equipped with an internal combustion engine and driving wheels driven by the internal combustion engine, and that rotates in the roll direction by rotating the crankshaft of the internal combustion engine. Also, in the internal combustion engine control device including a control unit for controlling the operating state of the internal combustion engine, the roll direction is the longitudinal direction of the body frame of the motorcycle, which is the longitudinal direction around the crankshaft. It corresponds to the clockwise or counterclockwise rotation direction, and the state of transmission of the driving force from the crankshaft to the drive wheels includes a blocking state of blocking the transmission of the driving force and a blocking state of blocking the transmission of the driving force. and a transmission state to be performed, wherein the control unit can acquire an operation amount of an accelerator operation member of the motorcycle, and for an increase amount of the operation amount of the same magnitude, the The control unit executes suppression processing for suppressing the driving force so that the magnitude of the driving force becomes smaller than the magnitude of the driving force in the transmission state, and In a first aspect, the suppression process is executed when the motorcycle is in a state in which the stand capable of freely supporting the motorcycle is in an upright state and the motorcycle is in a state in which the motorcycle has been raised in the roll direction or is likely to be raised. and

In addition to the first aspect, the present invention controls the throttle opening such that the throttle opening, which is the opening of the throttle valve of the internal combustion engine, matches a target throttle opening. In addition, the transmission state or the transmission state and the stand are stored when calculating the suppression throttle opening degree by adding the increase amount to the target throttle opening degree in the cut-off state and the standing state. While the target throttle opening in the retracted state is set as the upper limit, the amount of increase is set to decrease as the magnitude of the angular acceleration of the crankshaft increases, thereby reducing the magnitude of the driving force. Then, the second aspect is to execute the suppression process.

Further, in addition to the first or second aspect, the present invention is characterized in that the stand is a side stand capable of freely supporting the motorcycle in an inclined state, and the control unit controls the ground contact pressure of the side stand to reach a first predetermined level. A third aspect is to execute the suppression process when the lean angle of the motorcycle is smaller than the second predetermined value.

According to the internal combustion engine control device according to the first aspect of the present invention described above, the roll direction is clockwise or counterclockwise around the crankshaft arranged in the longitudinal direction, which is the longitudinal direction of the body frame of the motorcycle. and the state of driving force transmission from the crankshaft to the driving wheels includes a blocking state in which transmission of the driving force is blocked and a transmission state in which the driving force is transmitted. It is possible to acquire the operation amount of the accelerator operation member of the motorcycle, and for the same amount of increase in the operation amount, the magnitude of the driving force in the cutoff state is larger than the magnitude of the driving force in the transmission state. The control unit executes a suppression process for suppressing the driving force so that the driving force is reduced, and the motorcycle rises in the roll direction when the control unit is in a blocked state and in an upright state in which a stand capable of freely supporting the motorcycle is upright. Since the suppression process is executed when the vehicle is in a state of being stuck or likely to get up, the rotation speed of the internal combustion engine mounted on the motorcycle is increased to rotate the motorcycle in the roll direction. Even if the moment that causes the motorcycle is increased, regardless of the riding state of the motorcycle, it is possible to reliably suppress the occurrence of excessive roll motion of the motorcycle , and the standing state of the stand of the motorcycle. Even when it is determined that the driver is not riding the motorcycle, it is possible to reliably suppress the occurrence of excessive roll motion of the motorcycle.

Further, according to the internal combustion engine control device according to the second aspect of the present invention, the control unit adjusts the throttle opening so that the throttle opening, which is the opening of the throttle valve of the internal combustion engine, matches the target throttle opening. In addition to controlling, when calculating the suppression throttle opening by adding the increase amount to the target throttle opening in the cut-off state and standing state, the target in the transmission state or the transmission state and the stowed state where the stand is stowed While the throttle opening is set as the upper limit, the amount of increase is set to decrease as the magnitude of the angular acceleration of the crankshaft increases, and the suppression process is executed so as to reduce the magnitude of the driving force. Therefore, it is possible to more reliably suppress the occurrence of excessive roll motion of the motorcycle.

Further, according to the internal combustion engine control device according to the third aspect of the present invention, the stand is a side stand capable of freely supporting the motorcycle in an inclined state, and the control unit controls the ground contact pressure of the side stand to exceed the first predetermined value. When the lean angle of the motorcycle is small or when the lean angle of the motorcycle is smaller than the second predetermined value, the suppression process is executed, so even if the stand of the motorcycle is a side stand, an excessive roll motion of the motorcycle occurs. It is possible to more appropriately and reliably suppress the situation where

FIG. 1 is a schematic front view showing the configuration of a motorcycle equipped with an internal combustion engine control system according to an embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the internal combustion engine control system in this embodiment. FIG. 3 is a flow chart showing an example of the flow of throttle opening suppression processing by the internal combustion engine control device in this embodiment. FIG. 4 is a time chart showing an example of the change over time of the throttle opening in the throttle opening suppression process by the internal combustion engine control system according to the present embodiment.

Hereinafter, an internal combustion engine control system according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of motorcycle]
First, referring to FIG. 1, the configuration of a motorcycle equipped with an internal combustion engine control system according to the present embodiment will be described.

FIG. 1 is a schematic front view showing the configuration of a motorcycle equipped with an internal combustion engine control system according to this embodiment. In FIG. 1, the x-axis, y-axis and z-axis form a triaxial orthogonal coordinate system, the x-axis direction is the width direction, the y-axis direction is the longitudinal direction, and the z-axis direction is the vertical direction. , respectively. Also, in the drawing, the motorcycle is in a self-sustaining stationary state tilted clockwise when viewed in the positive direction of the y-axis that runs vertically through the plane of the paper.

As shown in FIG. 1, a motorcycle 1 equipped with an internal combustion engine control system according to the present embodiment has an engine 2 such as a reciprocating engine, which is an internal combustion engine, and a driving force of the engine 2 through a clutch (not shown). By being transmitted, the driving wheels 3R, which are typically rear wheels, which are driven by the engine 2, the driven wheels 3F, which are typically front wheels, and a steering member 4 such as a separate type or bar type handle. , an accelerator operation member 4a such as an accelerator grip mounted on a steering member 4, and a side stand 5 which is freely supported in a self-standing state inclined clockwise when the motorcycle 1 is viewed in the positive direction of the y-axis. Here, the engine 2 is vertically mounted on a vehicle body frame (not shown) of the motorcycle 1, and the crankshaft 2a of the engine 2 is arranged in the longitudinal direction (front-rear direction) of the vehicle body frame of the motorcycle 1. As an example, when the engine 2 is in operation, it rotates counterclockwise when viewed in the positive direction of the y-axis. Therefore, when the engine 2 is started and the crankshaft 2a rotates, a counterclockwise moment (moment of inertia) M is generated around the crankshaft 2a when viewed in the positive direction of the y-axis. As a result, the motorcycle 1 rotates (rolls) in the direction of arrow R (rolling direction: counterclockwise when viewed in the positive direction of the y-axis) with the crankshaft 2a as the rotation axis (rolling axis). When the side stand 5 supports the motorcycle 1 tilted clockwise when viewed in the positive direction of the y-axis, this rotational motion rotates counterclockwise when the motorcycle 1 is viewed in the positive direction of the y-axis. When an excessive moment M, that is, an excessive force of inertia F is applied, this rotational motion occurs abruptly, and the motorcycle 1 rises up in a bouncing motion and then stands upright. There is also the possibility of further rotation counterclockwise when viewed in the positive direction of the y-axis. In principle, the side stand 5 may be replaced with another stand such as a center stand as long as it can support the motorcycle 1 freely. Since the motorcycle 1 is supported in a self-supporting state, the moment M (inertial force F) may cause the motorcycle 1 to rotate counterclockwise when viewed in the positive direction of the y-axis from the upright state without the intervention of a rising behavior. become. In the drawing, symbol E schematically indicates the road surface, and symbol G schematically indicates the position of the center of gravity of the motorcycle 1. As shown in FIG.

[Configuration of Internal Combustion Engine Control Device]
Next, referring to FIG. 2, the configuration of the internal combustion engine control system in this embodiment will be described.

FIG. 2 is a block diagram showing the configuration of the internal combustion engine control system in this embodiment.

As shown in FIG. 2 , the internal combustion engine control device 11 in this embodiment is configured by an electronic control device such as an ECU (Electronic Control Unit) and mounted on the motorcycle 1 .

The internal combustion engine control device 11 includes a control section 12 , a motor drive circuit 13 , a spark plug drive circuit 14 and a fuel injection valve drive circuit 15 . Note that the control unit 12 is shown as a functional block. The internal combustion engine control device 11 also includes a memory (not shown) and the like, and the memory stores control programs, control data, and the like necessary for the internal combustion engine control device 11 .

The control unit 12 controls the operating state of the engine 2 of the motorcycle 1 by controlling the motor drive circuit 13 , the spark plug drive circuit 14 and the fuel injection valve drive circuit 15 . The control unit 12 inputs each control signal for controlling the operating state of the engine 2 to the motor drive circuit 13 , the spark plug drive circuit 14 and the fuel injection valve drive circuit 15 .

Here, the control unit 12 includes a clutch switch 21, a gear position sensor 22, a throttle position sensor 23, an accelerator opening sensor 24, a crank angle sensor 25, a side stand storage state sensor 26, a side stand ground pressure sensor 27, and a lean angle sensor ( An input signal from the tilt angle sensor 28 is also used to execute a throttle opening suppression process as driving force suppression processing for suppressing the driving force of the engine 2 .

The clutch switch 21 detects a connection or disengagement operation of a clutch (main clutch) by the driver, and inputs an electric signal to the control unit 12 in accordance with the detected connection/disengagement operation of the clutch. In this embodiment, the driving force is transmitted from the crankshaft 2a to the drive wheels 3 by engaging the clutch, and the transmission of the driving force from the crankshaft 2a to the driving wheels 3 is interrupted by disengaging the clutch. .

The gear position sensor 22 detects the gear stage (gear position) selected by the transmission and inputs an electric signal indicating the gear stage thus detected to the control unit 12 .

The throttle position sensor 23 detects the opening of the throttle valve of the throttle device of the engine 2 (throttle opening: its fully closed opening is 0°), and outputs an electric signal indicating the detected throttle opening to the control unit. Enter 12.

The accelerator opening sensor 24 detects the operation amount (accelerator opening) of the accelerator operation member 4a of the motorcycle 1 and inputs an electric signal indicating the detected accelerator opening to the control unit 12 .

The crank angle sensor 25 detects the rotation angle (crank angle) of the crankshaft 2a of the engine 2 of the motorcycle 1, and inputs an electric signal indicating the detected crank angle to the control unit 12.

The side stand storage state sensor 26 detects the state of the side stand 5 of the motorcycle 1 (the storage state in which it is stored or the standing state in which it is pulled out from the storage state and stands up), and detects the state of the side stand 5 thus detected. The electric signal shown is input to the control unit 12 .

The side stand ground pressure sensor 27 detects the ground pressure of the side stand 5 with respect to the road surface E when the side stand 5 is grounded with respect to the road surface E, and transmits an electric signal indicating the ground pressure of the side stand 5 thus detected to the control unit 12. input. By detecting the contact pressure of the side stand 5, it is possible to determine whether the motorcycle 1 is in a self-supporting state supported by the side stand 5 or whether the motorcycle is in a state of being raised by a moment M (inertial force F). can be detected.

The lean angle sensor 28 detects the inclination angle of the motorcycle 1 with respect to the vertical direction by detecting the gravitational acceleration acting on the motorcycle 1 (angle of inclination of the motorcycle 1 from the vertical direction: lean angle). An electric signal indicating the detected tilt angle is input to the control unit 12 . By detecting the inclination angle of the motorcycle 1, it is possible to determine whether the motorcycle 1 is in a self-supporting state supported by the side stand 5 or whether the motorcycle is in a state of being raised by a moment M (inertial force F). can be detected.

The motor drive circuit 13 controls the throttle opening by driving the throttle motor 31 according to the control signal from the control section 12 .

The spark plug driving circuit 14 controls the ignition operation to the engine 2 by the spark plug 32 of the engine 2, that is, the series of ignition operations such as starting, stopping, and restarting the ignition according to the control signal from the control unit 12.

The fuel injection valve drive circuit 15 controls a series of fuel injection operations such as starting, stopping, and resuming the fuel injection to open the fuel injection valve 33 that injects fuel into the engine 2 according to the control signal from the control unit 12. do.

The internal combustion engine control device 11 having the configuration as described above executes the throttle opening control process described below, so that when the accelerator operation member 4a is operated in the opening direction while the engine 2 is operating, To suppress excessive roll motion of a motorcycle 2 that occurs when the angular velocity of a crankshaft 2a of an engine 2 is increased. 3 and 4, the operation of the internal combustion engine control device 11 when executing the throttle opening control process will be described in detail.

[Throttle opening suppression process]
FIG. 3 is a flow chart showing an example of the flow of throttle opening suppression processing by the internal combustion engine control device in this embodiment. Also, FIG. 4 is a time chart showing an example of the change over time of the throttle opening in the throttle opening suppression process by the internal combustion engine control device according to the present embodiment.

The throttle opening suppression process according to the flowchart shown in FIG. 3 is started at the timing when the ignition switch (not shown) of the motorcycle 1 is turned on and the internal combustion engine control device 11 is activated. Proceed to processing. The throttle opening suppression process is repeatedly executed at predetermined control cycles while the motorcycle 1 is activated and the internal combustion engine control device 11 is activated.

In the process of step S1, the control unit 12 determines whether or not the clutch is disengaged based on the electrical signals input from the clutch switch 21 and the gear position sensor 22 and the gear position is in the neutral position. , it is determined whether or not the driving force can be transmitted from the crankshaft 2a to the drive wheels 3. As a result of determination, if the clutch is engaged or the gear position is not in the neutral position (step S1: Yes), the control unit 12 is in a state in which the driving force can be transmitted from the crankshaft 2a to the driving wheels 3. It is determined that there is, and the throttle opening suppression process proceeds to the process of step S8. On the other hand, when the clutch is disengaged and the gear position is in the neutral position (step S1: No), the control unit 12 disables transmission of driving force from the crankshaft 2a to the drive wheels 3. It is determined that there is, and the throttle opening suppression process proceeds to the process of step S2.

In the process of step S2, the control unit 12 determines whether the side stand 5 is in the retracted state or the upright state based on the electrical signal input from the side stand retracted state sensor 26. FIG. The reason why it is determined whether the side stand 5 is in the retracted state or the upright state is that, in general, when the side stand 5 is in the upright state, the driver is not riding the motorcycle 1. Since the motorcycle 1 is in an inclined state supported only on one side of the motorcycle 1 by the side stand 5, an excessive moment M (inertial force F) due to the rotation of the crankshaft 2a of the engine 2 acts on the motorcycle 1, When the motorcycle 1 rolls excessively, the side stand 5 separates from the ground, and the motorcycle 1 rises upright and further in the positive direction of the y-axis on the side opposite to the support by the side stand 5. This is in consideration of the increased possibility of counterclockwise rotation when viewed. As a result of determination, if the side stand 5 is in the stowed state (step S2: No), the control unit 12 advances the throttle opening suppression process to the process of step S8. On the other hand, if the side stand 5 is in the upright state (step S2: Yes), the control unit 12 advances the throttle opening suppression process to step S3.

Here, in order for the control unit 12 to determine whether the side stand 5 is in the retracted state or the upright state, in addition to based on the electrical signal input from the side stand retracted state sensor 26, It may be based on an electrical signal input from the side stand ground pressure sensor 27 or based on an electrical signal input from the lean angle sensor 28 . Specifically, the control unit 12 determines whether or not the ground pressure of the side stand 5 calculated based on the electrical signal input from the side stand ground pressure sensor 27 is greater than a first predetermined value. When the pressure is determined to be greater than the first predetermined value, it may be determined that the side stand 5 is in the upright state, otherwise it may be determined that the side stand 5 is in the retracted state. It is determined whether or not the lean angle calculated based on the obtained electric signal is larger than a second predetermined value, and when it is determined that the lean angle is larger than the second predetermined value, the side stand 5 is placed in the upright state. Otherwise, it may be determined that the side stand 5 is in the retracted state. In general, the side stand storage state sensor 26 indicates that the side stand 5 is in the upright state if the side stand 5 is pulled out from the storage state and is in the non-storage state, even if the side stand 5 is not actually on the ground and the motorcycle 1 is not tilted. In contrast, the side stand ground pressure sensor 27 and the lean angle sensor 28 output an electrical signal indicating that the side stand 5 is actually in contact with the ground. Since the controller 12 outputs an electrical signal indicating that the side stand 5 is tilted to a degree corresponding to the grounded state, the control unit 12 can more appropriately determine whether the side stand 5 is in the retracted state or the standing state. can be discriminated.

Further, along with the processing of step S2 or instead of the processing of step S2, the control unit 12 may be controlled based on the electrical signal input from the side stand ground pressure sensor 27 or based on the electrical signal input from the lean angle sensor 28. It may be determined whether or not the motorcycle 1 is in a raised state from the grounded state of the side stand 5. The reason why it is determined whether or not the motorcycle 1 is in the upright state is that when the motorcycle 1 is in the upright state, the moment M (inertial force F) due to the rotation of the crankshaft 2a of the engine 2 is automatically generated. When the motorcycle 1 rolls excessively, the motorcycle 1 with a smaller lean angle rises upright and furthermore, the y-axis on the side opposite to the support by the side stand 5. This is because the possibility of counterclockwise rotation when viewed in the positive direction of is increased. Specifically, the control unit 12 determines whether or not the ground pressure of the side stand 5 calculated based on the electrical signal input from the side stand ground pressure sensor 27 is smaller than a first predetermined value. When the pressure is determined to be smaller than the first predetermined value, it may be determined that the motorcycle 1 is in the upright state, otherwise it may be determined that the motorcycle 1 is not in the upright state, or the lean angle. It is determined whether or not the lean angle calculated based on the electrical signal input from the sensor 28 is smaller than a second predetermined value, and when it is determined that the lean angle is smaller than the second predetermined value, the It may be determined that the two-wheeled vehicle 1 is in the upright state, otherwise it may be determined that the two-wheeled motor vehicle 1 is not in the upright state. Here, as a result of the determination, if the motorcycle 1 is in the upright state, the target throttle opening is set to the fully closed opening to suppress the motorcycle 1 from being further upright. is not in an upright state, the target throttle opening may be set to the required throttle opening calculated based on the electrical signal input from the accelerator opening sensor 24 . Further, when the target throttle opening is set to the fully closed opening in this way and the throttle opening is matched with the fully closed opening, the fuel injection valve is closed in order to more reliably suppress the driving force. It may be combined with stopping the supply of fuel or stopping the ignition of the spark plug, and separately from setting the target throttle opening to the fully closed opening, the fuel injection valve is closed to supply fuel. and de-igniting the spark plug may be applied in combination or alone.

Further, along with the processing of step S2 or instead of the processing of step S2, the control unit 12 determines the amount of increase in the angular velocity of the crankshaft 2a of the engine 2 based on the electric signal input from the crank angle sensor 25. 3 It may be determined whether or not the motorcycle 1 is in a state in which the motorcycle 1 is in a state in which it is in a state in which it is likely to be in a state in which it is likely to be in a state in which it is likely to be in a state in which it is likely to be in a state in which it is in a state in which it is in a state in which the motorcycle 1 is standing up or not. Here, if the determination result indicates that the motorcycle 1 is in a state where the motorcycle 1 is in an upright state or in a state where there is a high possibility that the motorcycle 1 will be upright, the control unit 12 advances the throttle opening suppression processing to step S3, while the motorcycle 1 If it is not in a state in which the engine is in a raised state or a state in which there is a high possibility that the vehicle will rise up, the control unit 12 may advance the throttle opening suppression process to the process of step S8.

In the process of step S3, the control unit 12 determines whether the value CTD of the counter (program subtraction counter) for counting the period for adding the throttle opening increment DTHLS to the target throttle opening DTHC is 0 or less. discriminate. As a result of the determination, when the counter value CTD is 0 or less (step S3: Yes), the control unit 12 determines that the counting is completed, and advances the throttle opening suppression process to the process of step S4. On the other hand, if the counter value CTD is greater than 0 (step S3: No), the control unit 12 determines that the counting is not completed, and advances the throttle opening suppression process to step S6.

In the process of step S4, the control unit 12 calculates a value obtained by adding the throttle opening increase amount DTHLS to the target throttle opening DTHC as the suppressed throttle opening DTHCL. Here, as shown in FIG. 4, the restricted throttle opening degree DTHCL is a value calculated as a value that does not exceed the required throttle opening degree THCB calculated based on the electric signal input from the accelerator opening sensor 24. be. That is, even if the amount of increase in the accelerator opening is the same, the clutch is disengaged compared to the state in which the clutch is engaged and the transmission of the driving force of the engine 2 to the drive wheels 3R is connected. When the transmission of the driving force of the engine 2 to the drive wheels 3R is interrupted, it is necessary to suppress the driving force of the engine 2. Therefore, the suppression throttle opening degree DTHCLS reduces the driving force of the engine 2 in this way. Thus, it is calculated as a value that does not exceed the required throttle opening THCB. The throttle opening increase amount DTHLS is a value set according to the throttle opening, engine speed, gear position, and characteristic mode of the motorcycle 1 (various running modes such as eco, comfort, standard, sports, and circuit). is. Typically, the larger the magnitude of the angular acceleration of the crankshaft 2a of the engine 2, the smaller the driving force of the engine 2 and the smaller the moment M (inertial force F) around the crankshaft 2a. The opening increase amount DTHLS is preferably set to decrease as the increase amount of the angular acceleration of the crankshaft 2a of the engine 2 increases. As a result, the process of step S4 is completed, and the throttle opening suppression process proceeds to the process of step S5.

In the process of step S5, the control unit 12 sets the counter value CTD to an initial value #CTD0 corresponding to the period for adding the throttle opening increment DTHLS to the suppression throttle opening DTHCL. As a result, the process of step S5 is completed, and the throttle opening suppression process proceeds to the process of step S7.

In the process of step S6, the control unit 12 decrements the counter value CTD by one. As a result, the process of step S6 is completed, and the throttle opening suppression process proceeds to the process of step S7.

In the processing of step S7, the control unit 12 determines that the suppressed throttle opening degree DTHCL calculated in the processing of step S4 is greater than or equal to the required throttle opening degree THCB calculated based on the electric signal input from the accelerator opening sensor 24. or not. As a result of determination, if the suppression throttle opening degree DTHCL is equal to or greater than the required throttle opening degree THCB (step S7: Yes: time t=t4 to t5, t7 to t8, and t10 to t12 in FIG. 4), the control unit 12 advances the throttle opening suppression process to the process of step S8. On the other hand, when the suppression throttle opening degree DTHCL is less than the required throttle opening degree THCB (step S7: No: each period of time t=t1 to t4, t5 to t7, t8 to t10 in FIG. 4), the control unit 12 advances the throttle opening suppression process to the process of step S9.

In the processing of step S8, the control unit 12 sets the required throttle opening THCB calculated based on the electric signal input from the accelerator opening sensor 24 to the value of the target throttle opening DTHC. As a result, the process of step S8 is completed, and the throttle opening suppression process proceeds to the process of step S10.

In the processing of step S9, the control unit 12 sets the suppression throttle opening degree DTHCL calculated in the processing of step S4 to the value of the target throttle opening degree DTHC. According to the processing of steps S8 and S9, the amount of increase in the amount of operation of the accelerator operation member 4a that is the same as that of the operation amount of the accelerator operation member 4a cannot be transmitted from the crankshaft 2a to the drive wheels 3. The driving force is suppressed so that the magnitude of the driving force becomes smaller than the magnitude of the driving force in a state where the driving force can be transmitted from the crankshaft 2a to the drive wheels 3. In order to suppress the driving force in this way, in addition to suppressing the throttle opening, it is necessary to suppress the fuel injection amount from the fuel injection valve or delay or stop the ignition timing of the spark plug. Alternatively, in addition to suppressing the throttle opening, suppressing the fuel injection amount from the fuel injection valve or delaying or stopping the ignition timing of the spark plug may be applied in combination or independently. As a result, the process of step S9 is completed, and the throttle opening suppression process proceeds to the process of step S10.

In the process of step S10, the control unit 12 controls the motor so that the throttle opening coincides with the target throttle opening DTHC set in the process of step S8 or step S9 based on the electric signal input from the throttle position sensor 23. It controls the drive circuit 13 . As a result, the processing of step S10 is completed, and the series of throttle opening control processing ends.

In summary, in the example shown in FIG. 4, during the periods from t=t1 to t2, from t5 to t6, and from t8 to t9, the demanded throttle opening THCB tends to increase due to an increase in the accelerator opening. is seen, and in each period from time t=t2 to t5, t6 to t8, and t9 to t12, there is a tendency to decrease or maintain the required throttle opening THCB due to decrease or maintenance of the accelerator opening, respectively. During each period of time t=t1 to t4, t5 to t7 and t8 to t10, the value of the suppressed throttle opening DTHCL is smaller than the value of the required throttle opening THCB, and the target throttle opening DTHC The value is set to the value of the suppressed throttle opening DTHCL, and during each period of time t=t4 to t5, t7 to t8 and t10 to t12, the value of the suppressed throttle opening DTHCL and the required throttle opening THCB The value of the target throttle opening DTHC is set to the value of the required throttle opening THCB.

In this embodiment, an example in which the crankshaft 2a of the engine 2 rotates counterclockwise when viewed in the positive direction of the y-axis when the engine 2 is operating has been described. It may also rotate clockwise. However, in such a case, when the engine 2 is started and the crankshaft 2a rotates, a clockwise moment (moment of inertia) M is generated around the crankshaft 2a when viewed in the positive direction of the y-axis. The force F causes the motorcycle 1 to rotate clockwise (roll motion) when viewed in the positive direction of the y-axis with the crankshaft 2a as the rotation axis (roll axis). When the side stand 5 supports the motorcycle 1 tilted clockwise when viewed in the positive direction of the y-axis, this rotational motion rotates the motorcycle 1 clockwise when viewed in the positive direction of the y-axis. Since the side stand 5 is further pushed by the road surface E, the side stand 5 made of steel or the like bends and stores elastic energy. At this time, if an excessive moment M, that is, an excessive force of inertia F is applied, this elastic energy is rapidly increased and then released as the side stand 5 recovers from the deflection, causing the motorcycle 1 to bounce. After getting up and standing upright, it tends to roll excessively in the counterclockwise direction when viewed in the positive direction of the y-axis.

As is clear from the above description, in the internal combustion engine control device 11 according to the present embodiment, the state of transmission of the driving force from the crankshaft 2a to the drive wheels 3 is divided into a cutoff state in which transmission of the driving force is cut off, and a cutoff state in which the transmission of the driving force is cut off. The control unit 12 can acquire the operation amount of the accelerator operation member 4a of the motorcycle 1, and the amount of increase in the operation amount of the same magnitude is blocked in the cutoff state. Since the suppression process for suppressing the driving force is executed so that the magnitude of the driving force is smaller than the magnitude of the driving force in the transmission state, the rotation speed of the engine 2 mounted on the motorcycle 1 is increased. Thus, even if the moment that rotates the motorcycle 1 in the roll direction is increased, the occurrence of excessive roll motion of the motorcycle 1 is reliably suppressed regardless of the riding state of the motorcycle 1. You can.

In addition, in the internal combustion engine control device 11 according to the present embodiment, the control unit 12 executes suppression processing for suppressing the driving force when the stand capable of freely supporting the motorcycle 1 is in an upright state. Even when it is determined that the driver is not riding the motorcycle 1 due to the standing state of , the occurrence of excessive roll motion of the motorcycle 1 can be reliably suppressed.

The control unit 12 detects the angular acceleration of the crankshaft 2a based on the electrical signal input from the crank angle sensor 25, and the greater the increase in the angular velocity of the crankshaft 2a, the greater the driving force in the disconnected state. It is preferable to perform the suppression process so that the magnitude of the driving force is smaller than the magnitude of the driving force in the transmission state. As a result, the occurrence of excessive roll motion of the motorcycle 1 can be reliably suppressed.

Further, based on the electrical signals input from the side stand ground pressure sensor 27 and the lean angle sensor 28, the control unit 12 detects when the ground pressure of the side stand 5 is smaller than a first predetermined value or when the lean angle of the motorcycle 1 is the first 2 When it is smaller than a predetermined value, it is preferable to perform the suppression process. As a result, even if the stand of the motorcycle 1 is a side stand, it is possible to more appropriately and reliably suppress the occurrence of excessive roll motion of the motorcycle 1 .

It should be noted that the present invention is not limited to the above-described embodiments in terms of the types, shapes, arrangements, numbers, etc. of the members, and the gist of the invention can be changed by appropriately replacing the constituent elements with those having equivalent effects. Needless to say, it can be changed as appropriate within a range that does not deviate.

INDUSTRIAL APPLICABILITY As described above, according to the present invention, when an internal combustion engine mounted on a motorcycle is in operation, the accelerator operating member is operated in the opening direction to increase the angular velocity of the crankshaft of the internal combustion engine. It is possible to provide an internal combustion engine control system capable of suppressing excessive roll motion of a motorcycle, and it can be widely applied to internal combustion engine control systems such as motorcycles due to its general-purpose and universal character. Be expected.

DESCRIPTION OF SYMBOLS 1... Motorcycle 2... Engine 2a... Crankshaft 3F... Driven wheel 3R... Drive wheel 4... Steering member 4a... Accelerator operation member 5... Side stand 11... Internal combustion engine control apparatus 12... Control part 13... Motor drive circuit 14... Spark plug Drive circuit 15 Fuel injection valve drive circuit 21 Clutch switch 22 Gear position sensor 23 Throttle position sensor 24 Accelerator opening sensor 25 Crank angle sensor 26 Side stand storage state sensor 27 Side stand ground pressure sensor 28 Lean angle (Inclination angle) sensor 31... Throttle motor 32... Spark plug 33... Fuel injection valve

Claims (3)

A control that is mounted on a motorcycle that is equipped with an internal combustion engine and drive wheels driven by the internal combustion engine and that rotates in a roll direction due to the rotation of the crankshaft of the internal combustion engine, and that controls the operating state of the internal combustion engine. In an internal combustion engine control device comprising:
The roll direction corresponds to a clockwise or counterclockwise rotational direction around the crankshaft arranged in the longitudinal direction, which is the front-rear direction, of the vehicle body frame of the motorcycle,
The state of transmission of the driving force from the crankshaft to the drive wheels includes a blocking state in which the transmission of the driving force is blocked and a transmission state in which the transmission of the driving force is executed,
The control unit can acquire an operation amount of an accelerator operation member of the motorcycle, and for an increase in the operation amount of the same magnitude, the magnitude of the driving force in the cut-off state A suppression process for suppressing the driving force so as to be smaller than the magnitude of the driving force in a transmission state is executed,
When the motorcycle is in a state in which the motorcycle is raised in the roll direction or is likely to be raised in the blocking state and the standing state in which the stand capable of freely supporting the motorcycle is raised, the control unit An internal combustion engine control device that executes processing . The control unit controls the throttle opening so that the throttle opening, which is the opening of the throttle valve of the internal combustion engine, coincides with a target throttle opening, and controls the target throttle opening in the shut-off state and the standing state. When calculating the suppression throttle opening degree by adding the increase amount to the throttle opening degree, the target throttle opening degree in the transmission state or the transmission state and the stowed state in which the stand is stowed is set as the upper limit. The amount of increase is set to decrease as the magnitude of the angular acceleration of the crankshaft increases, and the suppression processing is executed so as to reduce the magnitude of the driving force. Item 1. The internal combustion engine control device according to item 1 . The stand is a side stand that can freely support the motorcycle in an inclined state,
The control unit executes the suppression process when the ground contact pressure of the side stand is smaller than a first predetermined value or when the lean angle of the motorcycle is smaller than a second predetermined value. 3. The internal combustion engine control device according to 1 or 2 .

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