Control system and control method

Abstract

The invention provides a control system and a control method capable of improving safety without compromising the natural feeling of a motorcycle rider with respect to throttle operation. According to the control system and the control method, the control system comprises a first control device for controlling the torque (TA) of a driving source of the motorcycle and a second control device communicated with the first control device. In the present invention, a second control device determines a reference torque (TS) of a drive source and transmits the reference torque (TS) to a first control device prior to a main control that executes a torque suppression control when idle running of a drive wheel or front wheel off-ground is detected. The first control device executes torque suppression control for suppressing torque on the basis of a reference torque (TS) received from the second control device. In the pre-controlled torque suppression control, the torque (TA) does not tend to decrease.

Description

Technical Field

[0001] The present application relates to a control system and a control method that can improve the safety of a motorcycle rider without damaging his natural feeling of throttle operation. Background Art

[0002] Conventionally, in order to reduce the idling of the drive wheel or the front wheel off the ground (wheelie) caused by the excessive torque of the engine of the motorcycle, a method of determining the target torque when controlling the torque of the engine has been proposed. For example, Patent Document 1 discloses the following technology: not only when it is determined that the idling of the drive wheel, i.e., the rear wheel, or the front wheel off the ground has occurred, but also when the increase per unit time of the torque required by the driver becomes greater than a threshold value, a control intervention is performed to reduce the torque of the engine compared to the case where there is no control.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent document 1: Japanese Patent Application Publication No. 2019-019784. Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] Hereinafter, the traction control that intervenes when the drive wheel idling or the front wheel leaving the ground is detected is referred to as the main control. In addition, the traction control that intervenes by capturing the signs of the drive wheel idling or the front wheel leaving the ground from the dynamics of the signal associated with the torque of the drive source before the drive wheel idling or the front wheel leaving the ground is referred to as the pre-control. However, there are cases where the torque of the drive source is excessively suppressed and sharply reduced at the beginning of the pre-control. In particular, when the control device that controls the torque of the drive source and the control device that processes the control instructions for the drive source in the pre-control are different control devices, such a phenomenon is likely to occur due to the delay in the communication between the control devices. Such a phenomenon becomes a cause of damaging the rider's natural feeling of the throttle operation, and therefore it becomes a technical problem to balance the requirement of actively intervening the pre-control to improve the stability of the vehicle.

[0008] The present invention has been made against the background of the above-mentioned technical problems, and aims to obtain a control system and a control method that can improve the safety without damaging the natural feeling of the motorcycle rider regarding the throttle operation.

[0009] Means for solving technical problems

[0010] The control system described in the present invention is a control system that performs traction control to reduce traction caused by idling of the drive wheel or front wheel off the ground of a motorcycle, and includes a first control device that controls the torque of the drive source of the motorcycle and a second control device that communicates with the first control device; performs main control, in which, when idling of the drive wheel or front wheel off the ground is detected, the second control device determines the reference torque of the drive source and sends it to the first control device, and the first control device performs torque suppression control to suppress the torque based on the reference torque received from the second control device; performs pre-control before the main control, in which, the second control device determines the reference torque of the drive source and sends it to the first control device, and the first control device performs the torque suppression control to suppress the torque based on the reference torque received from the second control device; in the torque suppression control of the pre-control, the torque does not change to a decreasing trend.

[0011] The control method described in the present invention is a control method for a control system that performs traction control to reduce traction caused by idling of the drive wheel or front wheel off the ground of a motorcycle, the control system comprising a first control device for controlling the torque of the drive source of the motorcycle and a second control device that communicates with the first control device; performing main control, in which, when idling of the drive wheel or front wheel off the ground is detected, the second control device determines a reference torque of the drive source and sends it to the first control device, and the first control device performs torque suppression control to suppress the torque based on the reference torque received from the second control device; performing pre-control prior to the main control, in which, the second control device determines the reference torque of the drive source and sends it to the first control device, and the first control device performs the torque suppression control to suppress the torque based on the reference torque received from the second control device; in the torque suppression control of the pre-control, the torque does not change to a decreasing trend.

[0012] Effects of the Invention

[0013] In the control system and control method of the present invention, the control system includes a first control device for controlling the torque of the driving source of the motorcycle and a second control device communicating with the first control device; a main control is performed, in which, when the idling of the driving wheel or the front wheel off the ground is detected, the second control device determines the reference torque of the driving source and sends it to the first control device, and the first control device performs torque suppression control for suppressing the torque based on the reference torque received from the second control device; a pre-control is performed before the main control, in which, the second control device determines the reference torque of the driving source and sends it to the first control device, and the first control device performs torque suppression control for suppressing the torque based on the reference torque received from the second control device; in the torque suppression control of the pre-control, the torque does not become a decreasing trend. Thus, at the beginning of the torque suppression control of the pre-control, the occurrence of the phenomenon that the torque of the driving source is excessively suppressed and sharply reduced is suppressed. Therefore, the safety can be improved without damaging the natural feeling of the rider of the motorcycle for the throttle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram showing a schematic structure of a motorcycle according to an embodiment of the present invention.

[0015] Figure 2 This is a block diagram showing an example of the functional configuration of a first control device and a second control device in a control system according to an embodiment of the present invention.

[0016] Figure 3 This is a flowchart showing an example of the flow of processing related to the start and end of pre-control performed by the control system according to the embodiment of the present invention.

[0017] Figure 4 This is a flowchart showing an example of a process flow during execution of pre-control by the control system according to the embodiment of the present invention.

[0018] Figure 5 This is a graph showing an example of transition of various state quantities when the pre-control described in the comparative example is executed.

[0019] Figure 6 This is a graph showing an example of transition of various state quantities when the pre-control according to the embodiment of the present invention is executed. DETAILED DESCRIPTION

[0020] Hereinafter, the control system and the control method according to the present invention will be described using the accompanying drawings.

[0021] In addition, the control system used for a two-wheeled motorcycle is described below (refer to Figure 1The control object of the control system described in the present invention is the motorcycle 1), but the vehicle to be controlled by the control system described in the present invention may also be other motorcycles other than two-wheeled motorcycles. Motorcycles include vehicles with engines as power sources, vehicles with electric motors as power sources, etc. Motorcycles include, for example, autobikes, scooters, electric scooters, etc.

[0022] In addition, the configuration and operation described below are merely examples, and the control system and control method according to the present invention are not limited to such configuration and operation.

[0023] In addition, the same or similar descriptions are appropriately simplified or omitted below. In addition, in each figure, the same or similar components or parts are omitted from the reference numerals or are marked with the same reference numerals. In addition, the detailed structure is appropriately simplified or omitted.

[0024] <Motorcycle Structure>

[0025] Reference Figure 1 and Figure 2 The structure of the motorcycle 1 according to the embodiment of the present invention will be described.

[0026] Figure 1 Schematic diagram showing the schematic structure of the motorcycle 1. Figure 1 As shown, the motorcycle 1 includes a front wheel 2, a rear wheel 3, an engine 4, and a hydraulic control unit 5. The engine 4 corresponds to an example of a driving source of the motorcycle 1. Alternatively, the driving source of the motorcycle 1 may be an electric motor.

[0027] The engine 4 is capable of outputting power for driving the driving wheel, i.e., the rear wheel 3. For example, the engine 4 is provided with one or more cylinders having a combustion chamber formed therein, a fuel injection valve for injecting fuel toward the combustion chamber, and a spark plug. By injecting fuel from the fuel injection valve, a mixed gas containing air and fuel is formed in the combustion chamber, and the mixed gas is ignited by the spark plug and burns. As a result, the piston arranged in the cylinder reciprocates and the crankshaft rotates. In addition, a throttle valve is provided in the intake pipe of the engine 4 so that the intake amount to the combustion chamber changes according to the opening degree of the throttle valve, i.e., the throttle opening degree.

[0028] The hydraulic control unit 5 is a unit that has the function of controlling the braking force generated on the wheels. For example, the hydraulic control unit 5 includes components (e.g., control valves and pumps) that are provided in the oil circuit connecting the master cylinder and the wheel cylinder to control the brake hydraulic pressure of the wheel cylinder. By controlling the actions of the components of the hydraulic control unit 5, the braking force generated on the wheels is controlled. In addition, the hydraulic control unit 5 may be a unit that controls the braking force generated on both the front wheel 2 and the rear wheel 3, or may be a unit that controls the braking force generated on only one of the front wheel 2 and the rear wheel 3.

[0029] like Figure 1 As shown, the motorcycle 1 further includes a control system 10. The control system 10 is a system for controlling the behavior of the motorcycle 1. The control system 10 includes a first control device 11, a second control device 12, an accelerator operation unit 13, a front wheel speed sensor 14, and a rear wheel speed sensor 15.

[0030] The first control device 11 controls the torque of the engine 4 by controlling the operation of the engine 4. The second control device 12 controls the braking force generated at the wheel by controlling the operation of the hydraulic control unit 5. For example, a part or all of each control device of the first control device 11 and the second control device 12 is composed of a microcomputer, a microprocessor unit, etc. In addition, for example, a part or all of each control device of the first control device 11 and the second control device 12 may also be composed of an updateable element such as firmware, or a program module executed by instructions from a CPU, etc.

[0031] In addition, the second control device 12 is equivalent to an example of a control device different from the first control device 11 that controls the torque of the engine 4. That is, the second control device 12 may also be a control device other than the control device of the hydraulic control unit 5. However, in this specification, an example in which the second control device 12 is a control device of the hydraulic control unit 5 is mainly described.

[0032] The accelerator operation unit 13 receives an accelerator operation performed by a rider of the motorcycle 1. Specifically, the accelerator operation unit 13 is provided on the handlebar of the motorcycle 1 and is an accelerator grip that is rotated by the rider.

[0033] The front wheel speed sensor 14 is a wheel speed sensor that detects the wheel speed of the front wheel 2 (for example, the number of revolutions per unit time [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The front wheel speed sensor 14 may also detect other physical quantities that can be substantially converted to the wheel speed of the front wheel 2. The front wheel speed sensor 14 is provided on the front wheel 2.

[0034] The rear wheel speed sensor 15 is a wheel speed sensor that detects the wheel speed of the rear wheel 3 (for example, the number of revolutions per unit time [rpm] or the moving distance per unit time [km / h], etc.) and outputs the detection result. The rear wheel speed sensor 15 may also detect other physical quantities that can be substantially converted to the wheel speed of the rear wheel 3. The rear wheel speed sensor 15 is provided on the rear wheel 3.

[0035] Figure 2 1 is a block diagram showing an example of the functional configuration of the first control device 11 and the second control device 12 in the control system 10 .

[0036] like Figure 2 As shown, the first control device 11 includes, for example, a communication unit 11a and a control unit 11b. The communication unit 11a communicates with each device of the motorcycle 1. For example, the communication unit 11a obtains information about the accelerator operation performed by the rider from the accelerator operation unit 13. In addition, for example, the communication unit 11a communicates with the second control device 12. The control unit 11b controls the operation of the engine 4 by outputting a control instruction to the engine 4. The control unit 11b controls the torque of the engine 4 so that it is basically consistent with the torque required by the rider. The torque required by the rider can be generated based on various physical quantities observed or estimated inside the first control device 11, such as information on the accelerator operation and the engine speed.

[0037] like Figure 2 As shown, the second control device 12 includes, for example, a communication unit 12a and a control unit 12b. The communication unit 12a communicates with each device of the motorcycle 1. For example, the communication unit 12a obtains information on the wheel speed of each wheel from the front wheel speed sensor 14 and the rear wheel speed sensor 15. In addition, for example, the communication unit 12a communicates with the first control device 11. The control unit 12b controls the operation of the hydraulic control unit 5 by outputting a control command to the hydraulic control unit 5.

[0038] In the control system 10, traction control is performed by performing processing in which the first control device 11 and the second control device 12 are linked to each other. Traction control is a control for reducing idling or wheelie of the driving wheel (specifically, the rear wheel 3) of the motorcycle 1. In the main control of the traction control, when idling or wheelie of the driving wheel, i.e., the rear wheel 3, actually occurs, the torque of the engine 4 is controlled to reduce the idling or wheelie of the rear wheel 3. Specifically, in the main control, when idling or wheelie of the rear wheel 3 is detected, the second control device 12 determines the reference torque of the engine 4 and sends it to the first control device 11, and the first control device 11 performs torque suppression control to suppress the torque of the engine 4 based on the reference torque received from the second control device 12.

[0039] Furthermore, in the control system 10, by performing the processing of the first control device 11 and the second control device 12 in linkage with each other, the preliminary control is performed as the traction control before the main control. The preliminary control is performed in a state where the rear wheel 3 does not spin or the front wheel does not leave the ground. The preliminary control is a control for avoiding the rear wheel 3 spinning or the front wheel leaving the ground in advance by suppressing a sharp increase in the torque of the engine 4. In the preliminary control, the torque suppression control for suppressing the torque of the engine 4 is performed.

[0040] In this embodiment, the pre-control is carefully designed to suppress the situation where the torque of the engine 4 is excessively suppressed and sharply reduced during the pre-control. As a result, a scheme is achieved that improves safety without damaging the natural feeling of the rider of the motorcycle 1 regarding the throttle operation. The details of the pre-control described in this embodiment are described below.

[0041] <Control system operation>

[0042] Reference Figure 3 to Figure 6 , the operation of the control system 10 according to the embodiment of the present invention is described.

[0043] Figure 3 This is a flowchart showing an example of the flow of processing related to the start and end of pre-control performed by the control system 10 . Figure 3 Step S101 in corresponds to Figure 3 For details on pre-control, refer to Figure 4 This will be described later.

[0044] in addition, Figure 3 The processing of each step of the control flow shown is performed by, for example, the second control device 12 .

[0045] If you start Figure 3 In the control flow shown in FIG. 1 , in step S102, the control system 10 determines whether the start condition of the pre-control is satisfied. If it is determined that the start condition of the pre-control is satisfied (step S102 / Yes), the process proceeds to step S103, and the pre-control is started in step S103. On the other hand, if it is determined that the start condition of the pre-control is not satisfied (step S102 / No), step S102 is repeated.

[0046] The start condition of the pre-control is, for example, a condition that the torque required by the rider of the motorcycle 1 is higher than a threshold value. In this case, specifically, when the torque required by the rider of the motorcycle 1 is higher than the threshold value, the pre-control is started not based on the degree of change of the torque of the engine 4. Thus, the start condition of the pre-control is a condition not based on the degree of change of the torque of the engine 4.

[0047] Following step S103, in step S104, the control system 10 determines whether the end condition of the preliminary control is satisfied. If it is determined that the end condition of the preliminary control is satisfied (step S104 / Yes), the process proceeds to step S105, in which the preliminary control is terminated, and the process returns to step S102. On the other hand, if it is determined that the end condition of the preliminary control is not satisfied (step S104 / No), step S104 is repeated.

[0048] Various conditions can be cited as the termination condition of the pre-control. For example, as the termination condition of the pre-control, a condition that the accelerator operation performed by the rider of the motorcycle 1 is released can be used. In addition, for example, as the termination condition of the pre-control, a condition that the torque required by the rider of the motorcycle 1 is lower than the reference torque can be used. In the torque suppression control in the pre-control, the torque of the engine 4 is limited to less than the reference torque. In the case where the required torque is smaller than the reference torque, a torque equivalent to the required torque needs to be output from the engine 4, so such an termination condition can be used. In addition, for example, as the termination condition of the pre-control, a condition that the main control has been started can be used.

[0049] Figure 4 This is a flowchart showing an example of a process flow during execution of pre-control by the control system 10 . Figure 4 Step S201 in corresponds to Figure 4 The control flow shown begins. Figure 4 Step S206 in corresponds to Figure 4 The control flow shown ends. Figure 4 The control flow shown is repeatedly performed during execution of the pre-control.

[0050] if Figure 4 The control flow shown in FIG. 1 starts, and in step S202, the second control device 12 determines the reference torque of the engine 4. As described above, in the torque suppression control in the pre-control, the torque of the engine 4 is limited to be less than the reference torque. Therefore, the reference torque corresponds to the upper limit value of the torque of the engine 4.

[0051] For details on the process related to the determination of the reference torque, refer to Figure 6 Basically, the reference torque is determined based on the torque of the engine 4 (specifically, the torque of the engine 4 one calculation cycle ago), and follows the change of the torque of the engine 4. In addition, the reference torque is a value greater than the torque of the engine 4 one calculation cycle ago.

[0052] Following step S202 , in step S203 , the second control device 12 transmits the determined reference torque to the first control device 11 . Then, the first control device 11 receives the reference torque transmitted from the second control device 12 .

[0053] Here, a time difference occurs between the time point when the second control device 12 starts to send information and the time point when the first control device 11 completes receiving the information from the second control device 12. Therefore, a delay occurs until the reference torque, which is the internal information of the second control device 12, is reflected as the internal information of the first control device 11. This delay is referred to as a communication delay between the first control device 11 and the second control device 12.

[0054] Following step S203 , in step S204 , the first control device 11 determines whether the torque requested by the rider of the motorcycle 1 is higher than the reference torque.

[0055] When it is determined that the rider's requested torque is higher than the reference torque (step S204 / Yes), the process proceeds to step S205, in which the first control device 11 performs torque suppression control. Figure 4 The control flow shown ends. In the torque suppression control, the torque of the engine 4 is limited to be less than the reference torque. If it is determined that the rider's required torque is not higher than the reference torque (step S204 / No), Figure 4 The control flow shown ends.

[0056] Figure 5 Graph showing an example of changes in various state quantities when the pre-control described in the comparative example is executed. Figure 5 In the figure, the horizontal axis is time t, which represents the transition of various state quantities. Figure 5 The state quantities represented in are the rider's required torque TR, the torque TA of the engine 4, and the reference torque TS (specifically, the reference torque TS2 as internal information of the second control device 12, and the reference torque TS1 as internal information of the first control device 11). The torque TA is the torque actually output from the engine 4 (i.e., the actual torque).

[0057] In the comparative example, the start condition of the pre-control is different from that of the present embodiment. In the comparative example, the start condition of the pre-control is basically the condition that the change degree of the torque TA of the engine 4 is higher than the reference change degree. In addition, in fact, other conditions such as the condition that the torque TA is greater than the reference value can be added as the start condition of the pre-control.

[0058] exist Figure 5 In the example, until time point t11, the torque TA of the engine 4 increases as the required torque TR increases. Then, at time point t11, the degree of change of the torque TA is higher than the reference degree of change, satisfying the start condition of the pre-control. Thus, the pre-control starts. Therefore, at time point t11, the determination process of the reference torque TS2 by the second control device 12 starts. In the comparative example, the second control device 12 determines the reference torque TS2 in such a way that the reference torque TS2 is shifted from the torque TA at the start time point t11 ​​of the pre-control with a gradient that is not too large.

[0059] Next, at time point t12 after the communication delay between the first control device 11 and the second control device 12 has passed since time point t11, the first control device 11 starts receiving the reference torque TS from the second control device 12. Thus, at time point t12, the reference torque TS1 and the reference torque TS2, which are internal information of the first control device 11, start to shift in the same manner. In the comparative example, with the start of pre-control, a torque suppression control is performed to limit the torque TA of the engine 4 to less than the reference torque TS. Therefore, the first control device 11 starts the torque suppression control at time point t12.

[0060] Here, a time difference occurs between the time point when the first control device 11 outputs a control command to the engine 4 and the time point when the control command is reflected in the torque TA. Thus, a delay occurs until the control command to the engine 4 given by the first control device 11 is reflected in the torque TA. Therefore, at the time point t13 after the delay from the time point t12, the suppression of the torque TA actually starts.

[0061] exist Figure 5 In the example of FIG. 1 , a delay is generated between the start time t11 of the preliminary control and the time t13 when the torque TA is actually suppressed, which is the sum of the delay in the communication between the first control device 11 and the second control device 12 and the delay until the control command for the engine 4 given by the first control device 11 is reflected in the torque TA. Figure 5 As shown in FIG. 1 , the torque TA that increases from the time point t11 ​​to the time point t13 drops sharply at the time point t13. Such a phenomenon may impair the natural feeling of the rider regarding the throttle operation.

[0062] Figure 6 Graph showing an example of the transition of various state quantities when pre-control is performed according to the present embodiment. Figure 6 In, with Figure 5 Similarly, the horizontal axis represents time t, and shows the transition of various state quantities (specifically, the required torque TR, the torque TA of the engine 4, and the reference torque TS). Figure 6 The change of the required torque TR in the example Figure 5 The change in the required torque TR in the example is the same.

[0063] exist Figure 6In the example, at time point t21, the required torque TR is higher than the threshold value TH, satisfying the start condition of pre-control. Thus, pre-control starts. The threshold value TH is set to a value small enough to determine whether the rider is performing an accelerator operation, for example. Moreover, at time point t21, the determination process of the reference torque TS2 by the second control device 12 starts. In this way, in the present embodiment, pre-control is not started based on the degree of change of the torque TA of the engine 4. Therefore, pre-control starts from a time point earlier than the time point when the torque TA rises sharply.

[0064] In the present embodiment, the second control device 12 determines the reference torque TS2 based on the torque TA (specifically, the torque TA one calculation cycle ago) so that the reference torque TS2 follows the change in the torque TA. As described later, in the process of determining the reference torque TS2 in the present embodiment, the above two delays are taken into consideration.

[0065] Next, at time point t22 after the delay of the communication between the first control device 11 and the second control device 12 from time point t21, the first control device 11 starts receiving the reference torque TS from the second control device 12. Thus, at time point t22, the reference torque TS1 and the reference torque TS2, which are internal information of the first control device 11, start to change in the same way. Then, the required torque TR rises sharply and is higher than the reference torque TS1 at time point t23. Thus, at time point t23, the first control device 11 determines that the required torque TR is higher than the reference torque TS1 and starts torque suppression control.

[0066] Then, at time point t24, which is the delay from time point t23 until the control command for the engine 4 given by the first control device 11 is reflected in the torque TA, the suppression of the torque TA actually starts. In the present embodiment, the second control device 12 takes into account the delay of adding the delay of the communication between the first control device 11 and the second control device 12 and the delay until the control command for the engine 4 given by the first control device 11 is reflected in the torque TA, and determines a somewhat larger value as the reference torque TS2. As a result, the occurrence of the phenomenon that the torque TA is higher than the reference torque TS1 between the start time point t23 of the torque suppression control and the time point t24 when the suppression of the torque TA actually starts is suppressed.

[0067] Thus, at time t24 when the suppression of the torque TA actually starts, the torque TA does not decrease but continues to rise. Thus, in the present embodiment, during the torque suppression control, the torque TA does not change to a decreasing trend. Thus, at the start of the torque suppression control, the occurrence of a phenomenon in which the torque TA drops sharply is suppressed. Therefore, the natural feeling of the rider of the motorcycle 1 regarding the throttle operation can be ensured. In addition, the decreasing trend of the torque TA may include the torque TA decreasing while accompanying an up-and-down movement in a short period.

[0068] In the above, refer to Figure 3 to Figure 6 The processing example of the control system 10 is described. However, the processing performed by the control system 10 is not limited to the above example. For example, in the above, an example is described in which the reference torque TS is determined based on the delay of the communication between the first control device 11 and the second control device 12 and the delay until the control command for the engine 4 given by the first control device 11 is reflected in the torque TA, that is, the delay of adding two delays. The reference torque TS may be determined based on a delay other than one of the two delays.

[0069] <Effect of control system>

[0070] The effects of the control system 10 according to the embodiment of the present invention will be described.

[0071] In the control system 10, a pre-control is performed before the main control, in which the second control device 12 determines the reference torque TS of the driving source (in the above example, the engine 4) and sends it to the first control device 11. The first control device 11 performs a torque suppression control for suppressing the torque TA based on the reference torque TS received from the second control device 12. In the torque suppression control of the pre-control, the torque TA does not become a decreasing trend. As a result, the occurrence of a phenomenon in which the torque TA drops sharply at the beginning of the torque suppression control is suppressed. Therefore, the safety can be improved without damaging the natural feeling of the rider of the motorcycle 1 for the throttle operation.

[0072] Preferably, in the control system 10, in pre-control, torque suppression control is performed when the rider's torque TR is higher than the reference torque TS. Thus, when the rider's torque TR is greater than the reference torque TS, torque TA is appropriately limited to be less than the reference torque TS.

[0073] Preferably, in the control system 10, pre-control is not started based on the degree of change of the torque TA. Thus, pre-control can be started from a time point earlier than the time point when the torque TA rises sharply. Therefore, at the start of the torque suppression control, the occurrence of a phenomenon in which the torque TA drops sharply due to a delay in communication between control devices, etc. can be appropriately suppressed.

[0074] Preferably, in the control system 10, when the torque TR requested by the rider of the motorcycle 1 is higher than the threshold value TH, the pre-control is started. Thus, the scheme of starting the pre-control from a time point earlier than the time point when the torque TA rises sharply is appropriately realized. Therefore, at the start of the torque suppression control, the occurrence of a phenomenon in which the torque TA drops sharply due to a delay in communication between control devices, etc. can be appropriately suppressed.

[0075] Preferably, in the control system 10, when the accelerator operation by the rider of the motorcycle 1 is released during the execution of the pre-control, the pre-control is terminated. This can prevent the pre-control from being performed in a situation where the accelerator operation by the rider is released and the torque TA does not need to be suppressed.

[0076] Preferably, in the control system 10, during execution of pre-control, if the torque TR requested by the rider of the motorcycle 1 is lower than the reference torque TS, the pre-control is terminated. Thus, pre-control can be suppressed when the torque TR requested by the rider is lower than the reference torque TS and the torque TA does not need to be suppressed.

[0077] Preferably, in the control system 10, the reference torque TS of the pre-control is determined based on the delay until the control command for the drive source 4 given by the first control device 11 is reflected in the torque TA. Thus, it is possible to appropriately suppress the situation where the torque TA that rises between the start time point of the torque suppression control and the time point when the suppression of the torque TA actually starts is higher than the reference torque TS. Therefore, the occurrence of the phenomenon that the torque TA drops sharply at the start of the torque suppression control is appropriately suppressed. Thus, a scheme that improves safety without damaging the natural feeling of the rider of the motorcycle 1 for the throttle operation is appropriately realized.

[0078] Preferably, in the control system 10, the reference torque TS of the pre-control is determined based on the delay of the communication between the first control device 11 and the second control device 12. Thus, it is possible to appropriately suppress the torque TA that rises between the start time of the torque suppression control and the time when the suppression of the torque TA actually starts from exceeding the reference torque TS. Therefore, at the start of the torque suppression control, the occurrence of the phenomenon that the torque TA drops sharply is appropriately suppressed. Thus, a solution is achieved that suppresses the natural feeling of the rider of the motorcycle 1 for the throttle operation without damaging it and improves safety.

[0079] Preferably, in the control system 10, the second control device 12 is a control device of the hydraulic control unit 5. Thus, in the motorcycle 1 in which the pre-control and traction control are performed by the first control device 11 which is a control device of the driving source (in the above example, the engine 4) and the second control device 12 which is a control device of the hydraulic control unit 5, the safety can be improved without impairing the natural feeling of the rider for the throttle operation.

[0080] The present invention is not limited to the description of the embodiment. For example, only a part of the embodiment may be implemented.

[0081] For example, the execution condition of the torque suppression control in the pre-control may be a condition other than the condition that the required torque TR is higher than the reference torque TS. In addition, the start condition of the pre-control may be a condition that the torque TR required by the rider of the motorcycle 1 is higher than the threshold TH, a condition that is not based on the degree of change of the torque TA of the engine 4, and one of these conditions, or a condition including any multiple conditions. In addition, the end condition of the pre-control may be a condition that the accelerator operation performed by the rider of the motorcycle 1 is released, a condition that the torque TR required by the rider of the motorcycle 1 is lower than the reference torque TS, a condition that the main control has been started, and one of these conditions, or a condition including any multiple conditions. In addition, the combination of the execution condition of the torque suppression control in the pre-control, the start condition of the pre-control, and the end condition of the pre-control may be any combination of the examples cited above as examples of each condition.

[0082] Description of Reference Numerals

[0083] 1 motorcycle; 2 front wheel; 3 rear wheel (drive wheel); 4 engine (drive source); 5 hydraulic control unit; 10 control system; 11 first control device; 11a communication unit; 11b control unit; 12 second control device; 12a communication unit; 12b control unit; 13 accelerator operating unit; 14 front wheel speed sensor; 15 rear wheel speed sensor; TA torque; TH threshold value; TR required torque; TS reference torque; TS1 reference torque; TS2 reference torque.

Claims

1. A control system (10) for performing traction control to reduce idling or wheelie of a driving wheel (3) of a motorcycle (1), characterized in that: have: A first control device (11) controls a torque (TA) of a driving source (4) of the motorcycle (1); and A second control device (12) communicates with the first control device (11), A main control is performed, in which, when idling of the drive wheel (3) or front wheel lift-off is detected, the second control device (12) determines a reference torque (TS) of the drive source (4) and sends it to the first control device (11), and the first control device (11) performs a torque suppression control for suppressing the torque (TA) based on the reference torque (TS) received from the second control device (12). A pre-control is performed prior to the main control, in which the second control device (12) determines the reference torque (TS) of the drive source (4) and sends it to the first control device (11), and the first control device (11) performs the torque suppression control for suppressing the torque (TA) based on the reference torque (TS) received from the second control device (12). In the torque suppression control of the pre-control, the torque (TA) does not tend to decrease.

2. The control system according to claim 1, characterized in that: In the pre-control, the torque limiting control is executed when the torque (TR) requested by the rider of the motorcycle (1) is higher than the reference torque (TS).

3. The control system according to claim 1 or 2, characterized in that: The aforementioned pre-control is started regardless of the degree of change in the aforementioned torque (TA).

4. The control system according to claim 1 or 2, characterized in that: The pre-control is started when the torque (TR) requested by the rider of the motorcycle (1) exceeds a threshold value (TH).

5. The control system according to claim 1 or 2, characterized in that: During the execution of the preliminary control, when the accelerator operation performed by the rider of the motorcycle (1) is released, the preliminary control is terminated.

6. The control system according to claim 1 or 2, characterized in that: During the execution of the preliminary control, when the torque (TR) requested by the rider of the motorcycle (1) becomes lower than the reference torque (TS), the preliminary control is terminated.

7. The control system according to claim 1 or 2, characterized in that: The reference torque (TS) of the pre-control is determined based on a delay until a control command for the drive source (4) given by the first control device (11) is reflected in the torque (TA).

8. The control system according to claim 1 or 2, characterized in that: The reference torque (TS) of the pre-control is determined based on a delay in communication between the first control device (11) and the second control device (12).

9. The control system according to claim 1 or 2, characterized in that: The aforementioned second control device (12) is a control device of the hydraulic control unit (5).

10. A control method for executing a control system (10) for reducing traction control of a driving wheel (3) or front wheel lift-off generated on a motorcycle (1), characterized in that: The aforementioned control system (10) comprises: A first control device (11) controls the torque of a driving source (4) of the motorcycle (1); and A second control device (12) communicates with the first control device (11), A main control is performed, in which, when idling of the drive wheel (3) or front wheel lift-off is detected, the second control device (12) determines a reference torque (TS) of the drive source (4) and sends it to the first control device (11), and the first control device (11) performs a torque suppression control for suppressing the torque (TA) based on the reference torque (TS) received from the second control device (12). A pre-control is performed prior to the main control, in which the second control device (12) determines the reference torque (TS) of the drive source (4) and sends it to the first control device (11), and the first control device (11) performs the torque suppression control for suppressing the torque (TA) based on the reference torque (TS) received from the second control device (12). In the torque suppression control of the pre-control, the torque (TA) does not tend to decrease.

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