JP7590481B2 - Saddle-type vehicle and control method - Google Patents

Description

The present invention relates to a saddle-type vehicle and a control method.

For straddle-type vehicles such as motorcycles, the chain drive system is often used as the drive system from the viewpoint of cost and drive loss. The chain drive system is a drive system in which the engine output (driving force) is transmitted to the drive wheel (rear wheel) via a chain.

On the other hand, motorcycles that use a chain drive system require regular chain maintenance. Chain maintenance includes not only oiling and cleaning the chain, but also adjusting the amount of slack in the chain. The chain stretches with long-term use of the motorcycle, which can lead to the chain coming off. Therefore, when performing chain maintenance, it is particularly important to adjust the amount of slack in the chain according to its stretch.

Therefore, technologies for detecting chain slack have been proposed in the past (see Patent Document 1). Patent Document 1 discloses a technology in which a Hall element sensor is attached to the swing arm, which outputs a signal when the chain comes closer than a certain amount, and a warning is sent to the rider (user) based on the signal output from the Hall element sensor, urging the rider to adjust the amount of chain slack.

Japanese Utility Model Application Publication No. 62-79683

However, the technology disclosed in Patent Document 1 requires new devices such as a Hall element sensor to detect the chain play, which increases costs.

The present invention aims, for example, to provide a new technology that is advantageous for detecting the amount of slack in a chain without increasing costs.

The saddle-type vehicle according to one aspect of the present invention is a saddle-type vehicle equipped with a drive unit and a chain that transmits the driving force of the drive unit to a drive wheel, and has a detection unit that detects the rotation speed of the output shaft of the drive unit, a determination unit that determines whether the detection result of the detection unit in a predetermined detection period exceeds a threshold value, and a notification unit that issues a notification regarding the degree of play in the chain based on the determination result of the determination unit, and is characterized in that the predetermined detection period is a period during which driving force begins to act from the drive unit to the chain when the saddle-type vehicle is stopped.

A saddle-type vehicle according to another aspect of the present invention is a saddle-type vehicle equipped with a drive unit and a chain that transmits the drive force of the drive unit to a drive wheel, and is characterized in having a first detection unit that detects the rotation speed of a rotating body included in the drive unit, a second detection unit that detects the rotation speed of the drive wheel, a determination unit that determines whether a detection value based on the difference between the detection result of the first detection unit and the detection result of the second detection unit during a predetermined period after the acceleration/deceleration of the saddle-type vehicle is switched exceeds a threshold value, and a notification unit that issues a notification regarding the degree of play in the chain based on the determination result of the determination unit.

A further aspect of the present invention is a control method for a saddle-type vehicle equipped with a drive unit and a chain that transmits the driving force of the drive unit to a drive wheel, the control method comprising a first step of detecting the rotation speed of an output shaft of the drive unit, a second step of determining whether the detection result of the first step during a predetermined detection period exceeds a threshold value, and a third step of notifying the degree of play in the chain based on the determination result of the second step, the predetermined detection period being a period during which the driving force begins to act from the drive unit to the chain when the saddle-type vehicle is stopped.

A further aspect of the present invention is a control method for a saddle-type vehicle having a drive unit and a chain that transmits the drive force of the drive unit to a drive wheel, characterized in that the control method includes a first step of detecting the rotation speed of a rotating body included in the drive unit, a second step of detecting the rotation speed of the drive wheel, a third step of determining whether a detection value based on a difference between the detection result of the first step and the detection result of the second step during a predetermined period after the acceleration/deceleration of the saddle-type vehicle is switched exceeds a threshold value, and a fourth step of notifying the degree of play in the chain based on the determination result of the third step.

Further objects and other aspects of the present invention will become apparent from the embodiments described below with reference to the accompanying drawings.

The present invention provides a new technology that is advantageous for detecting the amount of slack in a chain, for example, without increasing costs.

1 is a left side view of a saddle-type vehicle according to one aspect of the present invention. FIG. 2 is a top view of the saddle-ride type vehicle shown in FIG. 1 . 2 is a block diagram of a control device for the saddle-ride type vehicle shown in FIG. 1 . FIG. 4 is a diagram showing an example of the correlation between the amount of play in a chain and the rotation speed of an output shaft of a transmission. 4 is a flowchart for explaining a detection process in the first embodiment. 4 is a graph showing the time variations of the throttle opening, engine output, the rotation speed of the output shaft of the transmission, and the rotation speed of the rear wheels. FIG. 1 is a diagram showing an example of a correlation between the play angle of an output shaft of a transmission and the amount of play of a chain; 10 is a flowchart illustrating a detection process in a second embodiment. 5 is a graph showing changes over time in throttle opening, engine output, engine output shaft rotation speed, and rear wheel rotation speed. FIG. 13 is a flowchart illustrating a detection process in a third embodiment.

The following embodiments are described in detail with reference to the attached drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be combined in any desired manner. In addition, the same reference numbers are used for the same or similar configurations, and duplicate descriptions are omitted.

Figure 1 is a left side view of a saddle riding vehicle 10 according to one aspect of the present invention. Figure 2 is a top view of the saddle riding vehicle 10 shown in Figure 1. Figure 3 is a block diagram of a control device for the saddle riding vehicle 10 shown in Figure 1. Hereinafter, as indicated by the arrows in Figures 1 and 2, the overall length direction of the saddle riding vehicle 10 may be referred to as the front-rear direction, the width direction of the saddle riding vehicle 10 may be referred to as the left-right direction, and the height direction of the saddle riding vehicle 10 may be referred to as the up-down direction. Also, the saddle riding vehicle 10 may be simply referred to as the vehicle 10. In this embodiment, the vehicle 10 is a naked type motorcycle, but the present invention is also applicable to various types of saddle riding vehicles, including other types of motorcycles.

The vehicle 10 has a double-cradle type body frame 12. The body frame 12 includes a head pipe 14, a pair of left and right main frames 16, and a down frame 18. The pair of left and right main frames 16 branch off to the left and right from the head pipe 14, extend gently rearward, and then extend downward via a curved portion 16a. The down frame 18 branches off to the left and right from the head pipe 14, extends diagonally rearward below the main frames 16, and then extends approximately horizontally rearward via a curved portion 18a and is connected to the rear end of the main frames 16.

The vehicle body frame 12 further includes a pair of left and right seat frames 20, a pair of left and right pivot plates 22, and a pair of left and right reinforcing stays 24. The pair of left and right seat frames 20 extend slightly upward and rearward from the vicinity of the curved portions 16a of the pair of left and right main frames 16. The pair of left and right pivot plates 22 are disposed near the rear end portions of the main frames 16. The pair of left and right reinforcing stays 24 extend diagonally upward and rearward from the vicinity of where the pivot plates 22 of the main frames 16 are provided, and are connected to the seat frames 20. The pair of left and right pivot plates 22 are provided with pivots 26.

The pair of left and right front forks 28 are rotatably supported by the head pipe 14. A steering handlebar 32 is attached to the upper ends of the pair of left and right front forks 28 via a top bridge 30a.

A panel unit 34 including a speedometer and the like is attached to the top bridge 30a. The panel unit 34 is formed, for example, from a liquid crystal panel and functions as a display device capable of displaying various information related to the vehicle 10 (for example, the speed of the vehicle 10, the RPMs of the engine 40, warnings and notifications to the rider, etc.). A headlight 36 that illuminates the area ahead of the vehicle 10, and a pair of left and right front blinkers 37 are provided in front of the head pipe 14. The front wheel WF is rotatably supported by a pair of left and right front forks 28. A front fender 38 is provided on the upper part of the front wheel WF.

Between the main frame 16 and the down frame 18, an engine 40 and a transmission 42 are provided. The engine 40 is, for example, a single-cylinder, four-stroke, DOHC engine. The engine 40 includes a throttle 52 for adjusting the amount of intake air, a fuel injection device (injector) 40b for injecting fuel, and an ignition device 40c for igniting the mixture in the combustion chamber. A fuel tank 44 that contains fuel supplied to the engine 40 is attached above the engine 40 and above the front side of the main frame 16. An exhaust pipe 46 is attached to the engine 40. A muffler 48 is connected to the exhaust pipe 46. An oil cooler 50 is provided in front of the engine 40 and in front of the down frame 18. An air cleaner 54 for purifying air supplied to the throttle 52 of the engine 40 and air that passes through the throttle 52 and is supplied to the engine 40 is provided behind the engine 40.

The electric motor 41 is connected to the engine 40. The electric motor 41 functions as a starter that starts the engine 40, and also functions as an alternator that is driven by the engine 40 to generate electric power.

The transmission 42 is connected to the output shaft 40A (crankshaft (rotating body)) of the engine 40 via the clutch 43, and outputs the rotation of the engine 40 transmitted to the rear wheel WR by shifting it. The transmission 42 is a constant mesh type transmission that can be switched between, for example, one of the gear ratios from 1st to 6th gears and neutral, depending on the rider's shift operation on the gear change pedal 88. The state in which one of the gear ratios from 1st to 6th gears is selected is also called in-gear. The gear change pedal 88 is a shift operator provided in front of the left step 64 so that the rider can operate it. The rider places his left foot on the left step 64 and operates the gear change pedal 88 with his left foot to switch the state of the transmission 42. The clutch 43 is, for example, a manual clutch of a wet multi-plate coil spring type. The clutch 43 connects or disconnects the transmission of driving force between the engine 40 and the transmission 42. In other words, the clutch 43 has the function of connecting and disconnecting the engine 40 and the transmission 42.

A swing arm 56 is supported by a pair of left and right pivot plates 22 via a pivot 26 so as to be able to swing freely in a generally vertical direction. A rear cushion 58 is interposed between the upper side of the rear end of the swing arm 56 and the seat frame 20. A rear wheel WR, which is a drive wheel, is supported rotatably at the rear end of the swing arm 56. Driving force generated by the engine 40 is transmitted to the rear wheel WR, which is also a drive wheel, via a transmission 42 and a chain 60. A pair of left and right step holders 62 extending rearward are fixed to the pair of left and right pivot plates 22. A rider step 64 and a passenger step 66 are attached to the front and rear parts of the pair of left and right step holders 62, respectively.

A seat 68 for the rider and passenger to sit on (straddle) is attached to the rear of the fuel tank 44 and to the top of the seat frame 20. The seat 68 is, for example, a tandem seat including a rider seat 68a for the rider and a passenger seat 68b for the passenger. A pair of grab bars 70 for the passenger to grasp, and rear blinkers 72 are attached to the rear of the seat frame 20. A rear fender 74 is provided behind the seat frame 20. A tail lamp 76 is attached to the rear fender 74.

As shown in FIG. 2, a throttle grip 80 is provided on the right end of the handlebar 32 so as to be rotatable relative to the handlebar 32. The throttle grip 80 is a throttle operator that is operable by the rider and allows the rider to adjust the opening of the throttle 52. In this embodiment, the throttle grip 80 and the throttle 52 are physically connected by a mechanical wire. However, a throttle-by-wire system may be adopted in which the throttle operation (accelerator operation) of the rider is converted into an electrical signal to control the throttle without physically connecting the throttle grip 80 and the throttle 52.

A brake lever 82 is provided on the handlebar 32 in front of the throttle grip 80. The brake lever 82 is a brake operator that is operable by the rider and can operate a front wheel brake that applies a braking force to the front wheel WF of the vehicle 10. When the rider operates the brake lever 82 with his/her right hand, the front wheel brake provided on the front wheel WF is activated, and a braking force is applied to the front wheel WF. The front wheel brake includes, for example, a disc brake.

A foot brake pedal 84 is provided in front of the right step 64. The foot brake pedal 84 is a brake operator that is provided so as to be operable by the rider and can operate the rear wheel brake that applies a braking force to the rear wheel WR of the vehicle 10. When the rider places his/her right foot on the right step 64 and operates the foot brake pedal 84 with his/her right foot, the rear wheel brake provided on the rear wheel WR is activated and a braking force is applied to the rear wheel WR. The rear wheel brake includes, for example, a disc brake.

The handlebar 32 is also provided with a clutch lever 86 at the front of the left end of the handlebar 32. The clutch lever 86 is a clutch operator that can be operated by the rider and can engage and disengage the clutch 43. When the rider pulls the clutch lever 86, the clutch 43 is disengaged, and when the rider releases the clutch lever 86, the clutch 43 is engaged.

In this embodiment, the engine 40, the transmission 42, and the clutch 43 are configured as a drive unit of the vehicle 10. The driving force generated by the engine 40 and output through the clutch 43 and the transmission 42, i.e., the driving force from the drive unit, is transmitted to the rear wheel WR, which is a drive wheel, via the chain 60 as described above. As shown in FIG. 3, the chain 60 is stretched between a drive sprocket 92 provided on the output shaft 42A (counter shaft (rotating body)) of the transmission 42, which is also the output shaft of the drive unit, and a driven sprocket 94 provided on the axle of the rear wheel WR. The drive sprocket 92 and the driven sprocket 94 are gear-shaped driving force transmission members designed to mesh with the links of the chain 60.

The control device of the vehicle 10 will be described with reference to FIG. 3. The vehicle 10 includes a control unit (ECU) 100. The control unit 100 includes a processor such as a CPU, a storage device such as a semiconductor memory, an input/output interface with external devices, a processing circuit for sensor signals, and a drive circuit for actuators. The storage device stores programs executed by the processor and data used by the processor for processing. Multiple processors and storage devices may be provided.

The control unit 100 acquires the detection results of the sensors 110 to 117 and controls the engine 40 and the electric motor 41. The throttle operation sensor 110 functions as a detector that detects the rider's operation of the throttle grip 80. The throttle operation sensor 110 may be a sensor provided on the throttle grip 80 to detect the amount of rotation of the throttle grip 80, or a sensor provided on the throttle 52 to detect the throttle opening. The clutch operation sensor 111 functions as a detector that detects the rider's operation of the clutch lever 86. The clutch operation sensor 111 may be a sensor provided on the clutch lever 86 to detect that the clutch lever 86 has been pulled (disengagement operation), or a sensor provided on the clutch 43 to detect the rotation of the arm of the clutch 43.

The brake operation sensor 112 functions as a detector that detects the operation of the foot brake pedal 84 by the rider. The engine speed sensor 113 functions as a detector that detects the rotation speed (rotational speed) of the output shaft 40A (crank shaft) of the engine 40. The shift position sensor 114 functions as a detector that detects the state of the transmission 42 (one of the first to sixth gears, or neutral). The vehicle speed sensor 115 functions as a detector that detects the vehicle speed of the vehicle 10, and includes, for example, a sensor that detects the amount of rotation of the front wheel WF. The output shaft speed sensor 116 functions as a detector that detects the rotation speed (rotational speed) of the output shaft 42A (counter shaft) of the transmission 42. The rear wheel speed sensor 117 functions as a detector that detects the rotation speed (rotational speed) of the rear wheel WR, which is the drive wheel.

In the vehicle 10, when the chain 60 stretches due to long-term use or deterioration over time, the chain 60 becomes slack and becomes dislodged from the driving sprocket 92 or the driven sprocket 94, which is a phenomenon known as chain disengagement. Therefore, it is preferable to notify information regarding the (degree of) play in the chain 60 before the chain disengages, in order to encourage maintenance of the chain 60, such as adjusting the amount of play in the chain 60 or replacing the chain 60. In this case, technology is required to detect the amount of play in the chain 60, but adding a new device to detect the play in the chain 60, as in conventional technology, increases costs.

Therefore, in the following embodiments, we will explain a technology for detecting the amount of play in the chain 60 using the configuration that the vehicle 10 has, i.e., the configuration that has been described with reference to Figures 1, 2, and 3, without adding a new device.

First Embodiment
In the first embodiment, a technique for detecting the amount of play in the chain 60 using (the detection result of) the output shaft rotation speed sensor 116 that detects the rotation speed of the output shaft 42A of the transmission 42 will be described.

After careful consideration, the inventors have found that there is a correlation between the amount of play in the chain 60 and the rotation speed of the output shaft 42A of the transmission 42 during the period when the vehicle 10 is stopped, the engine 40 is operating, and the transmission 42 goes from neutral to in-gear. The reason for this correlation is believed to be that the output shaft 42A of the transmission 42 swings back and forth and rotates within the range of the play angle of the output shaft 42A due to differences in the amount of play in the chain 60. Note that the period when the vehicle 10 is stopped, the engine 40 is operating, and the transmission 42 goes from neutral to in-gear is the period when the drive unit starts to apply driving force to the chain 60 while the vehicle 10 is stopped.

The amount of play in the chain 60 was then set to 30 mm and 70 mm, and the rotation speed of the output shaft 42A of the transmission 42 was detected by the output shaft rotation speed sensor 116 for each case, yielding the detection results shown in Figure 4. Figure 4 shows the detection results of the output shaft rotation speed sensor 116 during the period when the vehicle 10 is stopped, the engine 40 is running, and the transmission 42 is shifting from neutral to first gear. In Figure 4, the horizontal axis indicates the peak rotation speed of the output shaft 42A of the transmission 42, and the vertical axis indicates the number of occurrences of the peak rotation speed of the output shaft 42A of the transmission 42.

Referring to FIG. 4, it can be seen that the greater the amount of play in the chain 60, the more frequently high rotation speeds (rotational speeds (angular velocities)) occur on the output shaft 42A of the transmission 42, and that there is a positive correlation between the amount of play in the chain 60 and the rotation speed of the output shaft 42A of the transmission 42. In this way, the (difference in) amount of play in the chain 60 appears as the (difference in) rotation speed of the output shaft 42A of the transmission 42. It is possible to detect the amount of play in the chain 60 from the detection results of the output shaft rotation speed sensor 116 when the vehicle 10 is stopped, the engine 40 is running, and the transmission 42 goes from neutral to in-gear.

Below, a processing example (detection process) for detecting the amount of play in the chain 60 in the first embodiment will be described with reference to FIG. 5. This detection process is executed by the processor of the control unit 100.

In S1002, it is determined whether the vehicle 10 is stopped. Specifically, first, detection results are obtained from the vehicle speed sensor 115, the output shaft rotation speed sensor 116, and the throttle operation sensor 110. Then, it is determined whether the vehicle speed detected by the vehicle speed sensor 115 is 0, the rotation speed of the output shaft 42A of the transmission 42 detected by the output shaft rotation speed sensor 116 is 0, and the throttle opening detected by the throttle operation sensor 110 is 0. If all of these are 0, it is determined that the vehicle 10 is stopped, and the process proceeds to S1004. On the other hand, if all of these are not 0 (if at least one of them is not 0), it is determined that the vehicle 10 is not stopped, and the detection process is terminated.

In S1004, it is determined whether the engine 40 is operating (idling). Specifically, first, the detection result is obtained from the engine speed sensor 113. Then, it is determined whether the rotation speed of the output shaft 40A of the engine 40 detected by the engine speed sensor 113 is not 0 and is equal to or lower than a predetermined rotation speed (the rotation speed corresponding to idling). If the rotation speed of the output shaft 40A of the engine 40 detected by the engine speed sensor 113 is not 0 and is equal to or lower than the predetermined rotation speed, it is determined that the engine 40 is operating (idling) and the process proceeds to S1006. On the other hand, if these conditions are not met, it is determined that the engine 40 is not operating (idling) and the detection process is terminated.

In S1006, it is determined whether the transmission 42 has gone into gear from neutral. Specifically, detection results are obtained from the clutch operation sensor 111 and the shift position sensor 114. From these detection results, it is determined whether an in-gear operation has been performed, that is, whether the state of the transmission 42 has been switched from neutral to first or second gear by a shift operation while the clutch lever 86 is pulled (the clutch 43 is disengaged). If such an in-gear operation has been performed, it is determined that the transmission 42 has gone into gear from neutral, and the process proceeds to S1008. On the other hand, if such an in-gear operation has not been performed, it is determined that the transmission 42 has not gone into gear from neutral, and the detection process ends.

In S1008, the rotation speed of the output shaft 42A of the transmission 42 is monitored and obtained for a certain period of time after the transmission 42 goes from neutral to in-gear (after the in-gear operation is performed). In other words, the detection result of the output shaft rotation speed sensor 116 during a predetermined detection period, i.e., the rotation speed of the output shaft 42A of the transmission 42 detected by the output shaft rotation speed sensor 116 during the predetermined detection period, is obtained. Note that in this embodiment, the maximum value of the rotation speed of the output shaft 42A of the transmission 42, which is the maximum value of the detection result of the output shaft rotation speed sensor 116 during the predetermined detection period, is identified (extracted) and stored, for example, in a storage device of the control unit 100.

In S1010, it is determined whether or not there has been a throttle operation, a clutch operation (an operation that places the clutch 43 in an engaged state), or an engine stall during a fixed period (a predetermined detection period) since the transmission 42 has been shifted from neutral to in-gear. These determinations can be made based on the detection results obtained from the throttle operation sensor 110, the clutch operation sensor 111, and the engine speed sensor 113. If there has been no throttle operation, clutch operation, or engine stall, the process proceeds to S1012. On the other hand, if there has been a throttle operation, clutch operation, or engine stall, the detection process ends.

In S1012, it is determined whether the maximum value of the rotation speed of the output shaft 42A of the transmission 42 acquired (stored) in S1008 exceeds a threshold value. Thus, in this embodiment, the control unit 100 (its processor) functions as a determination unit that determines whether the detection result of the output shaft rotation speed sensor 116 during a specified detection period exceeds a threshold value. If the maximum value of the rotation speed of the output shaft 42A of the transmission 42 exceeds the threshold value, the process proceeds to S1014. On the other hand, if the maximum value of the rotation speed of the output shaft 42A of the transmission 42 does not exceed the threshold value, the process proceeds to S1016.

Here, the threshold value is set to the rotation speed of the output shaft 42A of the transmission 42, which corresponds to the amount of play that is permissible for the chain 60 within a range in which the chain does not come off, based on the correlation between the amount of play in the chain 60 and the rotation speed of the output shaft 42A of the transmission 42. Therefore, if the (maximum) rotation speed of the output shaft 42A of the transmission 42 exceeds the threshold value, the amount of play in the chain 60 exceeds the amount of play that is permissible for the chain 60 (is equal to or greater than a certain amount), so it is considered that there is a high possibility that the chain will come off. On the other hand, if the (maximum) rotation speed of the output shaft 42A of the transmission 42 does not exceed the threshold value, the amount of play in the chain 60 is within the range of the amount of play that is permissible for the chain 60, so it is considered that there is a low possibility that the chain will come off.

In S1014, as described above, since it is considered that there is a high possibility that the chain will come off, a counter is incremented to determine (decide) whether or not to notify the user about the amount of play in the chain 60 (the degree of play in the chain 60). For example, the counter value is incremented by 1.

In S1016, as described above, since it is considered that the possibility of the chain coming off is low, the counter for determining whether or not to notify the user of the degree of play in the chain 60 is reset. For example, the counter value is set to 0.

In S1018, it is determined whether the counter value for determining whether or not to issue a notification regarding the degree of play in the chain 60 in the current driving cycle exceeds a predetermined value. Note that a driving cycle refers to one cycle from when the ignition of the vehicle 10 is turned on to when it is turned off. If the counter value exceeds the predetermined value, the process proceeds to S1020. On the other hand, if the counter value does not exceed the predetermined value, the detection process ends.

In S1020, a notification is given regarding the amount of play of the chain 60 (the degree of play of the chain 60) in order to encourage maintenance of the chain 60 (adjustment of the amount of play of the chain 60 or replacement of the chain 60). For example, by referring to information showing the correlation between the amount of play of the chain 60 and the rotation speed of the output shaft 42A of the transmission 42 as shown in FIG. 4, the amount of play of the chain 60 corresponding to the (maximum value of) the rotation speed of the output shaft 42A of the transmission 42 acquired in S1008 is obtained. Then, the amount of play of the chain 60 thus obtained is displayed on the panel unit 34. Also, a warning light warning that maintenance of the chain 60 is required may be displayed (lit) on the panel unit 34 without obtaining the amount of play of the chain 60 corresponding to the (maximum value of) the rotation speed of the output shaft 42A of the transmission 42 acquired in S1008. Thus, in this embodiment, the control unit 100 (its processor) functions as a notification unit that notifies the user about the degree of play in the chain 60 via the panel unit 34 based on the results of the determinations in S1012 and S1014.

As described above, in this embodiment, the amount of play in the chain 60 is detected using (the detection results of) the output shaft rotation speed sensor 116, which detects the rotation speed of the output shaft 42A of the transmission 42. Then, based on the determination result of whether the detection result of the output shaft rotation speed sensor 116 during a specified detection period exceeds a threshold value, a notification regarding the degree of play in the chain 60 is issued. Therefore, a new device for detecting play in the chain 60 is not required, and a new technology that is advantageous for detecting the amount of play in the chain 60 can be provided without increasing costs.

In addition, in this embodiment, the amount of play in the chain 60 is detected from the detection results of the output shaft rotation speed sensor 116 during the period when the vehicle 10 is stopped, the engine 40 is operating, and the transmission 42 goes into gear from neutral. During this period, the change in the rotation speed of the output shaft 42A of the transmission 42 increases, so the detection accuracy of the amount of play in the chain 60 obtained from the detection results of the output shaft rotation speed sensor 116 can be improved. Note that by setting the period when the transmission 42 goes into gear from neutral to, for example, the period when the transmission 42 goes into gear from neutral to first or second gear, it is possible to increase the opportunities (number of times) to detect the amount of play in the chain 60.

In addition, in this embodiment, if it is determined that the detection result of the output shaft rotation speed sensor 116 during a specified detection period exceeds a threshold value, a notification regarding the degree of play in the chain 60 is issued. This prevents notifications regarding the degree of play in the chain 60 from being issued even when the possibility of the chain coming off is low, and allows a notification to be issued at an appropriate time to prompt the rider that maintenance of the chain 60 is necessary.

The threshold value to be compared with the detection result of the output shaft speed sensor 116 during a specified detection period is preferably set for each in-gear gear of the transmission 42. This makes it possible to precisely determine whether the amount of play in the chain 60 is within the range of the amount of play permitted for the chain 60 according to the in-gear gear of the transmission 42, and makes it possible to notify the user of the degree of play in the chain 60 at a more appropriate time.

In addition, in this embodiment, when a predetermined stop condition is met, including at least one of throttle operation, clutch operation, and engine stall, the determination of whether the detection result of the output shaft speed sensor 116 during a predetermined detection period has exceeded a threshold value is stopped. When the above-mentioned predetermined stop condition is met, the amount of play in the chain 60 cannot be determined with high accuracy from the detection result of the output shaft speed sensor 116. In such a case, by stopping the determination of whether the detection result of the output shaft speed sensor 116 has exceeded the threshold value, it is possible to prevent the rider from being unnecessarily notified of the degree of play in the chain 60.

In addition, in this embodiment, if it is determined that the detection result of the output shaft rotation speed sensor 116 exceeds the threshold value multiple times during a specified detection period, a notification is issued regarding the degree of play in the chain 60. This makes it possible to more precisely determine whether the amount of play in the chain 60 is within the range of the amount of play permitted for the chain 60, and to notify the rider of the degree of play in the chain 60 at a more appropriate time. However, this embodiment does not exclude the notification of the degree of play in the chain 60 when it is determined once that the detection result of the output shaft rotation speed sensor 116 exceeds the threshold value during a specified detection period.

Second Embodiment
In the second embodiment, a technology is described for detecting the play in the chain 60 using (the detection result of) an output shaft rotation speed sensor 116 that detects the rotation speed of the output shaft 42A of the transmission 42 and (the detection result of) a rear wheel rotation speed sensor 117 that detects the rotation speed of the rear wheel WR.

After careful consideration, the inventors have found that, during a specified period from the time when acceleration/deceleration is switched while the vehicle 10 is in motion, there is a correlation between the amount of play in the chain 60 and the difference (rotation difference) between the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR. The reason for this correlation is believed to be that the amount of play in the chain 60 (the difference) is expressed in the play angle of the output shaft 42A as the time difference until the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR match.

For example, when there is no play in the chain 60, the driving force (engine output) generated by the engine 40 is immediately transmitted from the output shaft 42A of the transmission 42 to the rear wheel WR. Therefore, the time difference until the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR match is almost zero. On the other hand, when there is play in the chain 60, a time difference corresponding to the play in the chain 60 occurs until the driving force (engine output) generated by the engine 40 is transmitted from the output shaft 42A of the transmission 42 to the rear wheel WR. Therefore, as shown in FIG. 6, a time difference corresponding to the play in the chain 60 occurs until the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR match. FIG. 6 is a diagram showing the time changes of the throttle opening, engine output, the rotation speed of the output shaft 42A of the transmission 42, and the rotation speed of the rear wheel WR. In FIG. 6, the rotation speed of the rear wheel WR is shown as a converted value converted (ratio converted) into the rotation speed of the output shaft 42A of the transmission 42, and in the following, the rotation speed of the rear wheel WR refers to the converted value to the output shaft 42A of the transmission 42.

In this embodiment, the difference (rotation difference) between the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR is integrated to obtain an integral value, and this integral value is set as the play angle of the output shaft 42A of the transmission 42. In addition, as shown in FIG. 7, there is a positive correlation between the play angle of the output shaft 42A of the transmission 42 and the amount of play of the chain 60. FIG. 7 is a diagram showing an example of the correlation between the play angle of the output shaft 42A of the transmission 42 and the amount of play of the chain 60. In FIG. 7, the vertical axis indicates the amount of play of the chain 60, and the horizontal axis indicates the play angle of the output shaft 42A of the transmission 42 (the integral value of the rotation difference between the output shaft 42A of the transmission 42 and the rear wheel WR), that is, the detection value based on the rotation difference. Therefore, it is possible to detect the amount of play of the chain 60 from the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117 (i.e., by converting this difference into the amount of play of the chain 60).

Below, a processing example (detection process) for detecting the amount of play in the chain 60 in the second embodiment will be described with reference to FIG. 8. This detection process is executed by the processor of the control unit 100.

In S2002, it is determined whether the vehicle 10 is in a driving state in which the amount of play in the chain 60 can be detected. Specifically, first, detection results are obtained from each of the clutch operation sensor 111 and the vehicle speed sensor 115. Then, from these detection results, it is determined whether the clutch is not being operated and the vehicle speed is equal to or higher than a certain speed. If the clutch is not being operated and the vehicle speed is equal to or higher than a certain speed, it is determined that the vehicle 10 is in a driving state in which the amount of play in the chain 60 can be detected, and the process proceeds to S2004. On the other hand, if these conditions are not met, it is determined that the vehicle 10 is not in a driving state in which the amount of play in the chain 60 can be detected, and the detection process ends.

In S2004, it is determined whether the acceleration/deceleration of the vehicle 10 has changed. Specifically, first, detection results are obtained from each of the throttle operation sensor 110 and the engine speed sensor 113. Then, from these detection results, it is determined whether the engine output has changed from positive to negative or from negative to positive. If the engine output has changed from positive to negative or from negative to positive, it is determined that the acceleration/deceleration of the vehicle 10 has changed, and the process proceeds to S2005. On the other hand, if the engine output has not changed from positive to negative or from negative to positive, it is determined that the acceleration/deceleration of the vehicle 10 has not changed, and the detection process is terminated.

In S2005, the timer is started when the acceleration/deceleration of the vehicle 10 is switched, which is a trigger. In other words, the elapsed time from the point (time) when the acceleration/deceleration of the vehicle 10 is switched is measured (timekeeping is started).

In S2006, the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR are monitored and obtained. In other words, the detection result of the output shaft rotation speed sensor 116, i.e., the rotation speed of the output shaft 42A of the transmission 42 detected by the output shaft rotation speed sensor 116, and the detection result of the rear wheel rotation speed sensor 117, i.e., the rotation speed of the rear wheel WR detected by the rear wheel rotation speed sensor 117, are obtained.

In S2008, the difference between the rotation speed of the output shaft 42A of the transmission 42 obtained in S2006 and the rotation speed of the rear wheel WR is integrated to obtain the integral value (the play angle of the output shaft 42A of the transmission 42).

In S2010, after it is determined in S2004 that the acceleration/deceleration of the vehicle 10 has changed, it is determined again before a predetermined time has elapsed whether there has been a change in the acceleration/deceleration of the vehicle 10, clutch operation, or a change in the gear position of the transmission 42. These determinations can be made based on the detection results obtained from the throttle operation sensor 110, the engine speed sensor 113, the clutch operation sensor 111, and the shift position sensor 114. If there has been no change in the acceleration/deceleration of the vehicle 10, clutch operation, or a change in the gear position of the transmission 42, the process proceeds to S2012. On the other hand, if there has been a change in the acceleration/deceleration of the vehicle 10, clutch operation, or a change in the gear position of the transmission 42, the detection process ends.

In S2012, it is determined whether a predetermined time has elapsed since the acceleration/deceleration of the vehicle 10 was switched. If the predetermined time has not elapsed, the process proceeds to S2008. On the other hand, if the predetermined time has elapsed, the process proceeds to S2014.

In S2014, the peak value of the integral of the difference between the rotation speed of the output shaft 42A of the transmission 42 and the rotation speed of the rear wheel WR obtained in S2008 is identified (extracted), and stored as the play angle of the output shaft 42A of the transmission 42, for example, in a storage device of the control unit 100.

In S2016, the amount of play in the chain 60 is calculated from the peak value of the integral of the difference between the rotation speed of the output shaft 42A of the transmission 42 stored in S2014 and the rotation speed of the rear wheel WR, i.e., the play angle of the output shaft 42A of the transmission 42. For example, the amount of play in the chain 60 corresponding to the play angle of the output shaft 42A of the transmission 42 stored in S2014 is calculated by referring to information showing the correlation between the play angle of the output shaft 42A of the transmission 42 and the amount of play in the chain 60 as shown in FIG. 7.

In S2018, a moving average process is applied to the amount of play of the chain 60 calculated in S2016 to calculate the moving average of the amount of play of the chain 60.

In S2020, it is determined whether the moving average of the amount of play of the chain 60 calculated in S2018 exceeds a threshold value. In other words, in this embodiment, the control unit 100 functions as a determination unit that determines whether the integral value of the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117 during a predetermined period after the acceleration/deceleration of the vehicle 10 is switched exceeds a threshold value. If the moving average of the amount of play of the chain 60 exceeds the threshold value, the process proceeds to S2022. On the other hand, if the moving average of the amount of play of the chain 60 does not exceed the threshold value, the process proceeds to S2024.

The threshold value is set to the amount of play permitted for the chain 60 within a range in which the chain will not come off. Therefore, if the moving average of the amount of play in the chain 60 exceeds the threshold value, the amount of play in the chain 60 exceeds the amount of play permitted for the chain 60 (is equal to or greater than a certain amount), and it is therefore considered that there is a high possibility that the chain will come off. On the other hand, if the moving average of the amount of play in the chain 60 does not exceed the threshold value, the amount of play in the chain 60 is within the range of the amount of play permitted for the chain 60, and it is therefore considered that there is a low possibility that the chain will come off.

In S2022, a notification is made regarding the amount of play in the chain 60 (the degree of play in the chain 60) to prompt maintenance of the chain 60 (adjustment of the amount of play in the chain 60 or replacement of the chain 60). For example, the amount of play in the chain 60 calculated in S2016 or a moving average of the amount of play in the chain 60 calculated in S2018 is displayed on the panel unit 34. Also, instead of displaying the amount of play or the moving average of the chain 60, a warning light may be displayed (illuminated) on the panel unit 34 to warn that maintenance of the chain 60 is required. Thus, in this embodiment, the control unit 100 functions as a notification unit that notifies the user regarding the degree of play in the chain 60 via the panel unit 34 based on the determination result of S2020.

In S2024, the amount of play of the chain 60 is updated. For example, the amount of play of the chain 60 displayed on the panel unit 34 is updated to the amount of play of the chain 60 calculated in S2016, or the moving average of the amount of play of the chain 60 calculated in S2018. If the amount of play of the chain 60 is not displayed on the panel unit 34, the amount of play of the chain 60 managed inside the control unit 100 is updated.

As described above, in this embodiment, the amount of play in the chain 60 is detected using (the detection result of) the output shaft rotation speed sensor 116 that detects the rotation speed of the output shaft 42A of the transmission 42, and (the detection result of) the rear wheel rotation speed sensor 117 that detects the rotation speed of the rear wheel WR. Then, based on the determination result of whether the integral value of the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117 during a predetermined period after the acceleration/deceleration of the vehicle 10 is switched exceeds a threshold value, a notification regarding the degree of play in the chain 60 is issued. Therefore, a new device for detecting the play in the chain 60 is not required, and a new technology that is advantageous for detecting the amount of play in the chain 60 can be provided without increasing costs.

In addition, in this embodiment, the peak value or moving average of the integral value of the difference is used as the detection value based on the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117. This is to improve the detection accuracy of the amount of play in the chain 60 obtained from the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117. Therefore, it is sufficient to obtain a detection value based on the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117, and it is not necessary to obtain the peak value or moving average of the integral value of the difference.

In addition, in this embodiment, when the engine output (acceleration of the vehicle 10) switches from positive to negative or from negative to positive, it is determined whether the above-mentioned difference exceeds a threshold value, and the amount of play in the chain 60 is obtained. This makes it possible to increase the opportunities (number of times) to detect the amount of play in the chain 60.

In addition, in this embodiment, when a predetermined stop condition is met, including at least one of switching between acceleration and deceleration of the vehicle 10, clutch operation, and switching of the gears of the transmission 42, the determination of whether the above-mentioned difference has exceeded the threshold value is stopped. When the above-mentioned predetermined stop condition is met, the amount of play in the chain 60 cannot be determined with high accuracy from the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117. In such a case, by stopping the determination of whether the above-mentioned difference has exceeded the threshold value, it is possible to prevent unnecessary notification to the rider regarding the degree of play in the chain 60.

In this embodiment, a notification regarding the degree of play in the chain 60 is given when it is determined once that the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117 exceeds the threshold value. However, as in the first embodiment, a notification regarding the degree of play in the chain 60 may be given when it is determined multiple times that the difference between the detection result of the output shaft rotation speed sensor 116 and the detection result of the rear wheel rotation speed sensor 117 exceeds the threshold value. This makes it possible to more precisely determine whether the amount of play in the chain 60 is within the range of the amount of play allowed for the chain 60, and to notify the rider of the amount of play in the chain 60 at a more appropriate time.

Third Embodiment
In the third embodiment, a technology is described for detecting the amount of play in the chain 60 using (the detection result of) an engine speed sensor 113 that detects the rotation speed of the output shaft 40A of the engine 40 and (the detection result of) a rear wheel rotation speed sensor 117 that detects the rotation speed of the rear wheel WR.

After careful consideration, the inventors have found that, during a predetermined period from the time when the vehicle 10 is in a running state and acceleration/deceleration is switched, there is a correlation between the amount of play in the chain 60 and the difference (rotation difference) between the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR. The reason for this correlation is thought to be the same as in the second embodiment. However, since there are gear stages of the transmission 42 between the output shaft 40A of the engine 40 and the rear wheel WR, when using the detection results of the engine speed sensor 113, it is necessary to take into account the gear play (play angle) of each gear stage of the transmission 42.

When there is play in the chain 60, a time difference occurs depending on the play angle of the gear of the gear stage of the transmission 42 and the play of the chain 60 until the driving force (engine output) generated by the engine 40 is transmitted from the output shaft 40A of the engine 40 to the rear wheel WR. Therefore, as shown in FIG. 9, a time difference occurs depending on the play angle of the gear of the gear stage of the transmission 42 and the play of the chain 60 until the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR match. FIG. 9 is a diagram showing the time changes of the throttle opening, engine output, the rotation speed of the output shaft 40A of the engine 40, and the rotation speed of the rear wheel WR. In FIG. 9, the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR are shown as converted values converted (ratio converted) to the rotation speed of the output shaft 42A of the transmission 42. In the following, the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR refer to the conversion value to the output shaft 42A of the transmission 42.

In this embodiment, the difference (rotation difference) between the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR is integrated to obtain an integral value, and the value obtained by subtracting the amount corresponding to the play angle of the gear of each shift stage of the transmission 42 from the integral value is set as the play angle of the output shaft 42A of the transmission 42. The amount corresponding to the play angle of the gear of each shift stage of the transmission 42 is a conversion value obtained by converting the play angle of the gear of each shift stage of the transmission 42 into the play angle at the output shaft 42A of the transmission 42 (ratio conversion). Also, as described in the second embodiment with reference to FIG. 7, there is a positive correlation between the play angle of the output shaft 42A of the transmission 42 and the amount of play of the chain 60, as shown in FIG. 7. Therefore, it is possible to detect the amount of play of the chain 60 from the difference between the detection result of the engine rotation speed sensor 113 and the detection result of the rear wheel rotation speed sensor 117 (i.e., by converting the difference into the amount of play of the chain 60). However, as mentioned above, in this embodiment, it is necessary to take into account the gear play angle of each gear of the transmission 42.

Below, a processing example (detection process) for detecting the amount of play in the chain 60 in the third embodiment will be described with reference to FIG. 10. This detection process is executed by the processor of the control unit 100.

S3002, S3004, and S3005 are similar to S2002, S2004, and S2005 shown in FIG. 8, respectively, so detailed explanations will be omitted here.

In S3006, the rotation speed of the output shaft 40A of the engine 40 and the rotation speed of the rear wheel WR are monitored and obtained. In other words, the detection result of the engine rotation speed sensor 113, i.e., the rotation speed of the output shaft 40A of the engine 40 detected by the engine rotation speed sensor 113, and the detection result of the rear wheel rotation speed sensor 117, i.e., the rotation speed of the rear wheel WR detected by the rear wheel rotation speed sensor 117, are obtained.

In S3008, the difference between the rotation speed of the output shaft 40A of the engine 40 obtained in S3006 and the rotation speed of the rear wheel WR is integrated to obtain an integral value.

S3010 and S3012 are similar to S2010 and S2012 shown in FIG. 8, respectively, so detailed explanations will be omitted here.

In S3014, the peak value of the integral value acquired in S3008 is identified, and the value obtained by subtracting from the peak value the amount equivalent to the gear play angle of the current gear stage of the transmission 42 is stored as the play angle of the output shaft 42A of the transmission 42, for example, in a storage device of the control unit 100. Note that the amount equivalent to the gear play angle of each gear stage of the transmission 42, i.e., the conversion value of the gear play angle of each gear stage of the transmission 42 at the output shaft 42A of the transmission 42, may be obtained in advance and managed inside the control unit 100 as gear play information of each gear stage of the transmission 42. In addition, the current gear stage of the transmission 42 is obtained from the detection result of the shift position sensor 114.

S3016, S3018, S3020, S3022, and S3024 are similar to S2016, S2018, S2020, S2022, and S2024 shown in FIG. 8, respectively, and therefore detailed description will be omitted here.

As described above, in this embodiment, the amount of play in the chain 60 is detected using the engine speed sensor 113 (detection result) that detects the rotation speed of the output shaft 40A of the engine 40 and the rear wheel speed sensor 117 (detection result) that detects the rotation speed of the rear wheel WR. Then, based on the determination result of whether the integral value of the difference between the detection result of the engine speed sensor 113 and the detection result of the rear wheel speed sensor 117 during a predetermined period after the acceleration/deceleration of the vehicle 10 has been switched exceeds a threshold, a notification regarding the degree of play in the chain 60 is made. Therefore, a new device for detecting the play in the chain 60 is not required, and only the engine speed sensor 113 and the rear wheel speed sensor 117, which are sensors that are generally provided in the vehicle 10 for use in vehicle control, are used, so that a new technology that is advantageous for detecting the amount of play in the chain 60 can be provided without increasing costs.

In addition, in this embodiment, the gear play information (play angle) of each gear stage of the transmission is taken into consideration to determine whether the integral value of the difference between the detection result of the engine speed sensor 113 and the detection result of the rear wheel speed sensor 117 exceeds a threshold value. This is to improve the detection accuracy of the amount of play of the chain 60 obtained from the detection result of the engine speed sensor 113 and the detection result of the rear wheel speed sensor 117. Therefore, when the amount of play of the chain 60 does not need to be detected with such high accuracy or when the amount of play of the chain 60 is detected only at a specific gear position, etc., the gear play angle of each gear stage of the transmission is negligible, so it is not necessary to take the gear play angle of each gear stage of the transmission into consideration.

Summary of the embodiment
1. The saddle-type vehicle of the above embodiment includes:
A saddle-type vehicle (e.g., 10) including a drive unit (e.g., 40, 42, 43) and a chain (e.g., 60) that transmits a driving force of the drive unit to a drive wheel (e.g., WR),
A detection unit (e.g., 116) that detects the rotation speed of an output shaft (e.g., 42A) of the drive unit;
A determination unit (e.g., 100) that determines whether a detection result of the detection unit in a predetermined detection period exceeds a threshold value;
and a notification unit (e.g., 100, 34) that notifies the user of the degree of play in the chain based on the result of the determination by the determination unit.
the predetermined detection period is a period during which a driving force starts to act from the drive unit to the chain when the saddle riding type vehicle is in a stopped state.
It is characterized by:

This embodiment makes it possible to detect the amount of slack in the chain without increasing costs.

2. In the above-mentioned saddle-type vehicle (e.g., 10),
The drive unit includes an engine (e.g., 40), a transmission (e.g., 42) including the output shaft (e.g., 42A), and a clutch (e.g., 43) that connects and disconnects the engine and the transmission,
the predetermined detection period is a period during which the saddle riding type vehicle is stopped, the engine is operating, and the transmission is in gear from neutral.
It is characterized by:

This embodiment can improve the accuracy of detecting the amount of play in the chain.

3. In the above-mentioned saddle-type vehicle (e.g., 10),
The notification unit (e.g., 100, 34) is characterized in that it issues the notification when the judgment unit (e.g., 100) judges that the detection result of the detection unit during the specified detection period exceeds the threshold value.

According to this embodiment, a notification that the chain needs maintenance can be given at an appropriate time.

4. In the above-mentioned saddle-type vehicle (e.g., 10),
The predetermined detection period is characterized in that the transmission (e.g., 42) is in gear from neutral to first or second gear.

This embodiment makes it possible to increase the number of opportunities (number of times) to detect the amount of play in the chain.

5. In the above-mentioned saddle-type vehicle (e.g., 10),
The threshold value is set for each in-gear gear of the transmission (e.g., 42).

According to this embodiment, it is possible to precisely determine whether the amount of chain play is within the range of allowable play for the chain depending on the in-gear gear of the transmission, and it is possible to notify the user of the degree of chain play at a more appropriate time.

6. In the above-mentioned saddle-type vehicle (e.g., 10),
The determination unit (e.g., 100)
determining whether a maximum value of the detection result of the detection unit (e.g., 116) during the predetermined detection period exceeds the threshold value;
When a predetermined stop condition is satisfied, the determination as to whether or not the maximum value of the detection result of the detection unit in the predetermined detection period has exceeded the threshold value is stopped.
It is characterized by:

This embodiment can prevent the rider from being unnecessarily notified about the amount of chain play.

7. In the above-mentioned saddle-type vehicle (e.g., 10),
The predetermined abort condition includes at least one of a throttle operation, a clutch operation, and an engine stall.

This embodiment can prevent the rider from being unnecessarily notified about the amount of chain play.

8. In the above-mentioned saddle-type vehicle (e.g., 10),
The notification unit (e.g., 100, 34) is characterized in that it issues the notification when the determination unit (e.g., 100) determines multiple times that the detection result of the detection unit (e.g., 116) during the specified detection period exceeds the threshold value.

This embodiment makes it possible to notify the rider of the amount of chain play at a more appropriate time.

9. The saddle-type vehicle of the above embodiment is
A saddle-type vehicle (e.g., 10) including a drive unit (e.g., 40, 42, 43) and a chain (e.g., 60) that transmits a driving force of the drive unit to a drive wheel (e.g., WR),
A first detector (e.g., 113, 116) that detects the number of rotations of a rotating body (e.g., 40A, 42A) included in the drive unit;
A second detection unit (e.g., 117) that detects the rotation speed of the drive wheel;
a determination unit (e.g., 100) that determines whether a detection value based on a difference between a detection result of the first detection unit and a detection result of the second detection unit during a predetermined period after an acceleration/deceleration change of the saddle riding type vehicle has exceeded a threshold value;
a notification unit (e.g., 100, 34) that notifies a user of a degree of play in the chain based on a result of the determination by the determination unit;
The present invention is characterized in that it has the following features:

This embodiment makes it possible to detect chain slack without increasing costs.

10. In the above-mentioned saddle-type vehicle (e.g., 10),
The determination unit (eg, 10) determines whether or not a peak value of the integral value of the difference exceeds the threshold value.

This embodiment can improve the accuracy of detecting the amount of play in the chain.

11. In the above-mentioned saddle-type vehicle (e.g., 10),
The rotating body is an output shaft (e.g., 42A) of the drive unit (e.g., 42).

According to this embodiment, the amount of play in the chain can be detected from the amount of rotation of the output shaft of the drive unit and the amount of rotation of the drive wheel.

12. In the above-mentioned saddle-type vehicle (e.g., 10),
The drive unit includes an engine (e.g., 40), a transmission (e.g., 42), and a clutch (e.g., 43) that connects and disconnects the engine and the transmission,
The rotating body is an output shaft (e.g., 42A) of the engine.
It is characterized by:

According to this embodiment, the amount of play in the chain can be detected from the amount of rotation of the engine output shaft and the amount of rotation of the drive wheels.

13. In the above-mentioned saddle-type vehicle (e.g., 10),
The judgment unit (e.g., 100) is characterized in that it judges whether or not a detection value based on the difference exceeds the threshold value based on gear play information of each gear of the transmission (e.g., 42).

This embodiment can improve the accuracy of detecting the amount of play in the chain.

14. In the above-mentioned saddle-type vehicle (e.g., 10),
The judgment unit (e.g., 100) is characterized in that it judges whether the detection value based on the difference exceeds the threshold value at the timing when the acceleration of the saddle-type vehicle (e.g., 10) switches from positive to negative or at the timing when the acceleration of the saddle-type vehicle switches from negative to positive.

This embodiment makes it possible to increase the number of opportunities (number of times) to detect the amount of play in the chain.

15. In the above-mentioned saddle-type vehicle (e.g., 10),
The determination unit (eg, 100) is characterized in that, when a predetermined stop condition is met, it stops determining whether or not the peak value of the integral value of the difference has exceeded the threshold value.

This embodiment can prevent the rider from being unnecessarily notified about the amount of chain play.

16. In the above-mentioned saddle-type vehicle (e.g., 10),
The predetermined interruption condition includes at least one of switching between acceleration and deceleration of the saddle riding type vehicle, clutch operation, and shifting of gear stages of a transmission (eg, 42).

This embodiment can prevent the rider from being unnecessarily notified about the amount of chain play.

17. In the above-mentioned saddle-type vehicle (e.g., 10),
The notification unit (e.g., 100, 34) performs the notification when the determination unit (e.g., 100) determines multiple times that the detection value based on the difference exceeds the threshold value.

This embodiment makes it possible to notify the rider of the amount of chain play at a more appropriate time.

18. The control method of the above embodiment includes:
A control method for a saddle-type vehicle (e.g., 10) including a drive unit (e.g., 40, 42, 43) and a chain (e.g., 60) that transmits a driving force of the drive unit to a drive wheel (e.g., WR), comprising:
A first step of detecting the rotation speed of an output shaft (e.g., 42A) of the drive unit;
a second step of determining whether the detection result of the first step during a predetermined detection period exceeds a threshold;
and a third step of notifying the degree of play of the chain based on the determination result of the second step,
the predetermined detection period is a period during which a driving force starts to act from the drive unit to the chain when the saddle riding type vehicle is in a stopped state.
It is characterized by:

This embodiment makes it possible to detect the amount of slack in the chain without increasing costs.

19. The control method of the above embodiment includes:
A control method for a saddle-type vehicle (e.g., 10) including a drive unit (e.g., 40, 42, 43) and a chain (e.g., 60) that transmits a driving force of the drive unit to a drive wheel (e.g., WR), comprising:
A first step of detecting the number of rotations of a rotating body (e.g., 40A, 42A) included in the drive unit;
A second step of detecting the rotation speed of the drive wheels;
a third step of determining whether a detection value based on a difference between a detection result of the first step and a detection result of the second step during a predetermined period after a change in acceleration or deceleration of the saddle riding type vehicle has exceeded a threshold value;
a fourth step of notifying the degree of play of the chain based on the result of the determination in the third step;
The present invention is characterized in that it has the following features:

This embodiment makes it possible to detect the amount of slack in the chain without increasing costs.

The invention is not limited to the above-described embodiment, and various modifications and variations are possible within the scope of the invention.

10: Saddle-type vehicle 40: Engine 40A: Output shaft (crankshaft) 42: Transmission 42A: Output shaft (countershaft) 60: Chain 100: Control unit 113: Engine speed sensor 116: Output shaft speed sensor 117: Rear wheel speed sensor

Claims (19)

A saddle-type vehicle including a drive unit and a chain that transmits a driving force of the drive unit to a drive wheel,
A detection unit that detects the rotation speed of an output shaft of the drive unit;
a determination unit that determines whether a detection result of the detection unit in a predetermined detection period exceeds a threshold;
a notification unit that notifies the user of a degree of play in the chain based on a result of the determination by the determination unit,
the predetermined detection period is a period during which a driving force starts to act from the drive unit to the chain when the saddle riding type vehicle is in a stopped state.
A saddle-type vehicle characterized by the above. the drive unit includes an engine, a transmission including the output shaft, and a clutch that connects and disconnects the engine and the transmission,
the predetermined detection period is a period during which the saddle riding type vehicle is stopped, the engine is operating, and the transmission is in gear from neutral.
2. The saddle-type vehicle according to claim 1 . The straddle-type vehicle according to claim 1, characterized in that the notification unit issues the notification when the determination unit determines that the detection result of the detection unit during the specified detection period exceeds the threshold value. The saddle-type vehicle according to claim 2, characterized in that the predetermined detection period is a period during which the transmission shifts from neutral to first or second gear. The saddle-type vehicle according to claim 2, characterized in that the threshold value is set for each in-gear gear of the transmission. The determination unit is
determining whether a maximum value of the detection result of the detection unit in the predetermined detection period exceeds the threshold value;
When a predetermined stop condition is satisfied, the determination as to whether or not the maximum value of the detection result of the detection unit in the predetermined detection period has exceeded the threshold value is stopped.
2. The saddle-type vehicle according to claim 1 . The saddle-type vehicle according to claim 6, characterized in that the predetermined cancellation condition includes at least one of a throttle operation, a clutch operation, and an engine stall. The straddle-type vehicle according to claim 1, characterized in that the notification unit issues the notification when the determination unit determines multiple times that the detection result of the detection unit during the specified detection period exceeds the threshold value. A saddle-type vehicle including a drive unit and a chain that transmits a driving force of the drive unit to a drive wheel,
A first detection unit that detects the number of rotations of a rotor included in the drive unit;
A second detection unit that detects the rotation speed of the drive wheels;
a determination unit that determines whether a detection value based on a difference between a detection result of the first detection unit and a detection result of the second detection unit during a predetermined period after acceleration/deceleration of the saddle riding type vehicle is switched exceeds a threshold value;
a notification unit that notifies a user of a degree of play in the chain based on a result of the determination by the determination unit;
A saddle-type vehicle comprising: The straddle-type vehicle according to claim 9, characterized in that the determination unit determines whether the peak value of the integral value of the difference exceeds the threshold value. The saddle-type vehicle according to claim 9, characterized in that the rotating body is an output shaft of the drive unit. The drive unit includes an engine, a transmission, and a clutch that connects and disconnects the engine and the transmission,
The rotating body is an output shaft of the engine.
10. The saddle-type vehicle according to claim 9. The straddle-type vehicle according to claim 12, characterized in that the determination unit determines whether the detection value based on the difference exceeds the threshold value based on gear play information for each gear of the transmission. The saddle-type vehicle according to claim 9, characterized in that the determination unit determines whether the detection value based on the difference exceeds the threshold value at the timing when the acceleration of the saddle-type vehicle switches from positive to negative or at the timing when the acceleration of the saddle-type vehicle switches from negative to positive. The saddle-type vehicle according to claim 10, characterized in that the determination unit stops determining whether the peak value of the integral value of the difference exceeds the threshold value when a predetermined stop condition is met. The saddle-type vehicle according to claim 15, characterized in that the predetermined interruption condition includes at least one of switching between acceleration and deceleration of the saddle-type vehicle, clutch operation, and switching of gear stages of the transmission. The straddle-type vehicle according to claim 9, characterized in that the notification unit issues the notification when the determination unit determines multiple times that the detection value based on the difference exceeds the threshold value. A control method for a saddle-type vehicle including a drive unit and a chain that transmits a drive force of the drive unit to a drive wheel, comprising the steps of:
A first step of detecting a rotation speed of an output shaft of the drive unit;
a second step of determining whether the detection result of the first step during a predetermined detection period exceeds a threshold;
and a third step of notifying the degree of play of the chain based on the determination result of the second step,
the predetermined detection period is a period during which a driving force starts to act from the drive unit to the chain when the saddle riding type vehicle is in a stopped state.
A control method comprising: 1. A method for controlling a saddle-type vehicle including a drive unit and a chain that transmits a drive force of the drive unit to a drive wheel, comprising the steps of:
A first step of detecting a rotation speed of a rotor included in the drive unit;
A second step of detecting the rotation speed of the drive wheels;
a third step of determining whether a detection value based on a difference between a detection result of the first step and a detection result of the second step during a predetermined period after a change in acceleration or deceleration of the saddle riding type vehicle has exceeded a threshold value;
a fourth step of notifying the degree of play of the chain based on the determination result of the third step;
A control method comprising the steps of:

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