Determination device and program

Abstract

To prevent blowing up of an engine speed during execution of cruise control without providing a clutch switch.SOLUTION: A determination device (40) determines cut-off of a clutch (27) during cruise control. The determination device comprises: a calculation part (41) which converts either of a crank rotation speed and a drive wheel rotation speed with reduction ratio and calculates relative values of the crank rotation speed and the drive wheel rotation speed; a first determination part (43) which determines inversion of crank torque indicating changeover between acceleration of the crank rotation and deceleration thereof; and a second determination part (44) which determines cut-off of the clutch on the basis of the relative values of the crank rotation speed and the drive wheel rotation speed. The second determination part determines cut-off of the clutch when the relative value is the first threshold value or more at the time of the non-inversion of the crank torque, and determines cut-off of the clutch when the relative value is the second threshold value or more that is larger than the first threshold value at the time of the inversion of the crank torque.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a determination device and a program. [Background technology]

[0002] Cruise control is known to maintain a vehicle speed at a preset target speed in order to assist driving while the vehicle is traveling. When cruise control is in operation, the throttle valve is automatically adjusted by electronic control, but if the clutch is disengaged, the throttle valve may remain open, causing the engine speed to increase. For this reason, a proposal has been made to provide a clutch switch on the clutch lever, which detects disengagement of the clutch (see, for example, Patent Document 1). When disengagement of the clutch is detected by the clutch switch, the cruise control is released. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6649501 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a configuration in which a clutch switch is provided on the clutch lever as in Patent Document 1, it is necessary to provide space for the clutch switch and adjust its position with respect to surrounding parts, and there is also the problem that the number of parts increases, which leads to increased costs.

[0005] The present invention has been made in consideration of the above-mentioned points, and has an object to provide a determination device and a program that can prevent the engine speed from increasing while cruise control is being executed, without providing a clutch switch. [Means for solving the problem]

[0006] A determination device of one embodiment of the present invention is a determination device that determines whether a clutch has been disengaged during cruise control in a vehicle in which a crank rotation speed and a driving wheel rotation speed are detected, and includes a calculation unit that calculates a relative value of the crank rotation speed and the driving wheel rotation speed after converting either the crank rotation speed or the driving wheel rotation speed into a reduction ratio, a first determination unit that determines a reversal of crank torque, which indicates a switch between acceleration and deceleration of the crank rotation, and a second determination unit that determines whether the clutch has been disengaged from the relative value of the crank rotation speed and the driving wheel rotation speed.The second determination unit solves the above problem by determining that the clutch has been disengaged if the relative value is equal to or greater than a first threshold value when the crank torque is not reversing, and determining that the clutch has been disengaged if the relative value is equal to or greater than a second threshold value that is greater than the first threshold value when the crank torque is reversing. Effect of the Invention

[0007] According to a determination device of one aspect of the present invention, the clutch is determined to be disengaged based on the difference between the crank rotation speed and the drive wheel rotation speed while taking into consideration the reduction ratio. Since the difference between the crank rotation speed and the drive wheel rotation speed occurs not only when the clutch is disengaged but also when the crank rotation is accelerated or decelerated, the reversal of the crank torque, which indicates the changeover of the crank rotation between acceleration and deceleration, is determined. When the crank torque is not reversed, the threshold value is set to be strict, and it is quickly determined that the clutch is disengaged based on the difference between the crank rotation speed and the drive wheel rotation speed. When the crank torque is reversed, the threshold value is set to be lenient, and it is determined that the clutch is disengaged when the difference between the crank rotation speed and the drive wheel rotation speed becomes larger than the difference due to the acceleration or deceleration of the crank rotation. Therefore, the release of the cruise control suppresses the engine speed from increasing, and prevents the clutch from being erroneously determined to be disengaged when the crank rotation is accelerated or decelerated. [Brief description of the drawings]

[0008] [Figure 1] FIG. 2 is a left side view of the saddle-ride type vehicle of the present embodiment. [Diagram 2] 1 is a block diagram of main elements of a saddle-type vehicle according to an embodiment of the present invention. [Diagram 3] 5 is a flowchart of a process for determining whether the clutch is disengaged in the present embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] In a vehicle according to an embodiment of the present invention, a crank rotation speed and a driving wheel rotation speed are detected. The vehicle is provided with a determination device for determining disengagement of the clutch during cruise control. In the determination device, a calculation unit converts either the crank rotation speed or the driving wheel rotation speed into a reduction ratio, and then calculates a relative value between the crank rotation speed and the driving wheel rotation speed. In this way, a deviation between the crank rotation speed and the driving wheel rotation speed is calculated taking the reduction ratio into consideration. Since a deviation between the crank rotation speed and the driving wheel rotation speed occurs not only when the clutch is disengaged but also when the crank rotation is accelerated or decelerated, a first determination unit determines a reversal of the crank torque, which indicates a change in the crank rotation acceleration or deceleration. When the crank torque is not reversed, a second determination unit determines that the clutch is disengaged if the relative value is equal to or greater than a first threshold value, and when the crank torque is reversed, a second determination unit determines that the clutch is disengaged if the relative value is equal to or greater than a second threshold value that is greater than the first threshold value. That is, when the crank torque is not reversed, the threshold value is set stricter, and it is quickly determined that the clutch is disengaged based on the difference between the crank rotation speed and the drive wheel rotation speed. When the crank torque is reversed, the threshold value is set looser, and it is determined that the clutch is disengaged when the difference between the crank rotation speed and the drive wheel rotation speed becomes larger than the difference due to the acceleration / deceleration of the crank rotation. Therefore, the release of the cruise control suppresses the engine speed from increasing and prevents the clutch from being erroneously determined to be disengaged when the crank rotation is accelerated or decelerated. EXAMPLES

[0010] A saddle-type vehicle provided with a determination device according to the present embodiment will be described below with reference to the accompanying drawings. Fig. 1 is a left side view of the saddle-type vehicle according to the present embodiment. In the following drawings, the arrow FR indicates the front of the vehicle, and the arrow RE indicates the rear of the vehicle.

[0011] As shown in Fig. 1, the saddle-type vehicle 1 is configured by mounting various parts such as an engine 25 and an electrical system on a body frame 10. The body frame 10 has a pair of main frames 11 that branch off to the left and right from a head pipe (not shown) and extend rearward, and a pair of down frames (not shown) that branch off to the left and right from the head pipe and extend downward. The pair of main frames 11 are curved so as to pass above the engine 25 and wrap around to the rear of the engine 25. The upper and rear sides of the engine 25 are suspended by the pair of main frames 11, and the front side of the engine 25 is suspended by the pair of down frames.

[0012] A fuel tank 14 is placed on the tank rail 12 at the front portion of the main frame 11, and a swing arm 15 is supported so as to be able to swing on a body frame 13 at the rear portion of the main frame 11. A seat rail 16 extends rearward from the upper portion of the body frame 13, and a seat 17 behind the fuel tank 14 is supported on the seat rail 16. A front fork 18 is supported on the head pipe via a steering shaft (not shown) so as to be able to be steered. A handlebar 19 is provided on the upper portion of the front fork 18, and a front wheel 21 is rotatably supported on the lower portion of the front fork 18.

[0013] The swing arm 15 extends rearward from the body frame 13, and a rear wheel 22 is rotatably supported at the rear end of the swing arm 15. An engine 25 is connected to the rear wheel 22 via a chain drive type transmission mechanism 26 (see FIG. 2), and power from the engine 25 is transmitted to the rear wheel 22 via the transmission mechanism 26. The swing arm 15, rear suspension 23, and body frame 13 are connected via a link mechanism. The rear suspension 23 expands and contracts in accordance with the swing of the swing arm 15, thereby absorbing unevenness in the road surface, suppressing vibration, and improving the contact between the road surface and the rear wheel 22.

[0014] The saddle riding type vehicle 1 of this embodiment is configured to be capable of executing cruise control that keeps the traveling speed constant by controlling the throttle valve. If the clutch is disengaged while cruise control is being executed, the throttle valve is controlled to be open, which may cause the engine speed to increase. If the clutch is disengaged, the traveling speed cannot be kept constant, so the cruise control is released, but providing a switch to detect clutch disengagement increases costs. For this reason, it is desirable to detect clutch disengagement from the difference between the crank rotation speed and the drive wheel rotation speed, taking into account the reduction ratio.

[0015] However, in the power transmission path from the crank of the engine 25 to the rear wheel 22, there are gaps such as gear backlash and chain slack. For this reason, even if the clutch is not operated, a momentary deviation may occur between the crank rotation speed and the drive wheel rotation speed due to switching between acceleration and deceleration. It is possible to detect clutch disengagement when a deviation greater than this momentary deviation in rotation speed occurs, but the engine speed will increase by the amount that the detection threshold value becomes loose (large). Therefore, in this embodiment, different threshold values ​​are used to detect clutch disengagement depending on whether or not switching between acceleration and deceleration occurs.

[0016] The control device of this embodiment will be described with reference to Fig. 2. Fig. 2 is a block diagram of the main elements of the saddle riding type vehicle of this embodiment. Note that, for the sake of convenience, the block diagram of Fig. 2 shows blocks for realizing specific processing, but it is assumed that the vehicle is equipped with the components that are normally equipped therein.

[0017] As shown in Fig. 2, the crank rotation of the engine 25 is transmitted to the rear wheel 22 via the transmission mechanism 26. The transmission mechanism 26 is provided with a plurality of transmission gears, and the gear ratio is changed stepwise by changing the combination of the transmission gears in response to the driver's shift operation. A clutch 27 is interposed between the engine 25 and the transmission mechanism 26, and the clutch 27 transmits and blocks the crank rotation from the engine 25 to the transmission mechanism 26. A control device 30 is connected to the engine 25, and the control device 30 controls the engine 25 as a whole and also performs cruise control by controlling the engine output.

[0018] While the saddle riding type vehicle 1 is traveling, the crank rotation speed (number of crank rotations per unit time) of the engine 25 is detected by the crank rotation speed sensor 31, the drive wheel rotation speed sensor 32 detects the drive wheel rotation speed (number of drive wheel rotations per unit time) of the rear wheels 22, and the throttle opening sensor 33 detects the throttle opening. The detection results of the crank rotation speed sensor 31, the drive wheel rotation speed sensor 32, and the throttle opening sensor 33 are output to the control device 30. The control device 30 also includes a determination device 40 that determines whether to disengage the clutch 27 during cruise control, and a cruise control unit 34 that executes cruise control.

[0019] The determination device 40 includes a calculation unit 41, a storage unit 42, a first determination unit 43, and a second determination unit 44. The calculation unit 41 receives the crank rotation speed and the driving wheel rotation speed. The calculation unit 41 converts the driving wheel rotation speed into a reduction gear ratio (total reduction gear ratio), and then calculates the relative value of the crank rotation speed and the driving wheel rotation speed. Specifically, the driving wheel rotation speed is multiplied by the reduction gear ratio, and a rotation speed difference obtained by subtracting the driving wheel rotation speed from the crank rotation speed is calculated as a relative value. In this way, the difference between the crank rotation speed on the engine 25 side and the driving wheel rotation speed on the rear wheel 22 side is calculated, taking into account the reduction gear ratio during the transmission of the crank rotation to the rear wheel 22.

[0020] The storage unit 42 stores a three-dimensional torque map 45 in which the crank rotation speed, the throttle opening, and the crank torque are used as coordinate axes to determine the crank torque from the crank rotation speed and the throttle opening. The crank rotation speed and the throttle opening are input to the first determination unit 43. The first determination unit 43 determines the crank torque from the torque map 45 and determines a reversal of the crank torque that occurs when the crank rotation switches between acceleration and deceleration. It is determined that the crank torque has reversed when the crank torque changes from an increase to a decrease, or from a decrease to an increase.

[0021] Furthermore, a situation in which the crank rotation speed is smaller than the driving wheel rotation speed cannot occur unless the clutch 27 is disengaged, and therefore there is no need to determine whether the crank torque has reversed. For this reason, only when the crank rotation speed has a positive relative value greater than the driving wheel rotation speed, the first determination unit 43 determines whether the crank torque has reversed, simplifying the process. Note that the torque map 45 used is one that has been experimentally, empirically, or theoretically determined in advance. Also, instead of the torque map 45, a torque sensor may be provided in the saddle riding type vehicle 1, and the crank torque may be detected by the torque sensor.

[0022] The second determination unit 44 receives an input of a relative value between the crank rotation speed and the drive wheel rotation speed. The second determination unit 44 determines whether the clutch 27 is disengaged from the relative value between the crank rotation speed and the drive wheel rotation speed. In this case, when the crank torque is not reversed, if the relative value is equal to or greater than a first threshold value, the clutch 27 is determined to be disengaged, and when the crank torque is reversed, if the relative value is equal to or greater than a second threshold value, the clutch 27 is determined to be disengaged. The second threshold value is set to be larger than the first threshold value, and the determination conditions when the crank torque is reversed are looser than when the crank torque is not reversed.

[0023] When there is no change in the acceleration / deceleration of the crank rotation, it is determined that the clutch 27 is disengaged even when the relative value is small, due to the relatively strict first threshold. In a situation where there is no change in the acceleration / deceleration of the crank rotation, it is quickly determined whether the clutch 27 is disengaged, and the increase in engine speed is suppressed. On the other hand, when there is a change in the acceleration / deceleration of the crank rotation, it is not determined that the clutch 27 is disengaged until the relative value becomes large, due to the relatively lenient second threshold. This prevents the clutch 27 from being erroneously determined to be disengaged when there is a change in the acceleration / deceleration of the crank rotation.

[0024] As described above, the situation in which the crank rotation speed is smaller than the drive wheel rotation speed cannot occur unless the clutch 27 is disengaged. Disengaging the clutch 27 does not cause the engine speed to rev up, so there is no need to use different thresholds depending on the reversal of the crank torque. For this reason, when the crank rotation speed has a negative relative value smaller than the drive wheel rotation speed, the second determination unit 44 determines that the clutch 27 is disengaged, simplifying the process. It is also possible to determine that the clutch 27 is disengaged when the negative relative value is equal to or smaller than the negative threshold. The first and second thresholds are determined in advance experimentally, empirically, and theoretically.

[0025] A target speed is set in the cruise control unit 34 by the driver, and cruise control of the saddle riding type vehicle 1 is performed by operating a cruise control switch (not shown). The throttle valve 29 (engine output) is adjusted by the cruise control unit 34 so that the traveling speed is maintained at the target speed. In addition, the determination result of the clutch 27 being disengaged is input to the cruise control unit 34. If the second determination unit 44 determines that the clutch 27 is disengaged, the traveling speed cannot be maintained at the target speed, and therefore the cruise control unit 34 cancels the cruise control.

[0026] The processing of each part of the control device 30 may be realized by software using a processor, or may be realized by a logic circuit (hardware) formed in an integrated circuit or the like. When a processor is used, the processor reads out and executes programs stored in the memory to perform various processes. For example, a CPU (Central Processing Unit) is used as the processor. Furthermore, the memory is composed of one or more storage media such as a ROM (Read Only Memory) and a RAM (Random Access Memory) depending on the application.

[0027] The clutch disengagement determination process will be described with reference to Fig. 3. Fig. 3 is a flowchart of the clutch disengagement determination process of this embodiment. Note that the flowchart shown in Fig. 3 shows an example, and the processing operation of the determination device is not limited to this flowchart. Here, the explanation will be given using the symbols in Figs. 1 and 2 as appropriate.

[0028] As shown in Fig. 3, when the cruise control switch is pressed to start cruise control (step S01), the crank rotation speed, driving wheel rotation speed, and throttle opening are input to the control device 30 (step S02). Next, the calculation unit 41 multiplies the driving wheel rotation speed by the reduction ratio, and calculates the rotation speed difference between the crank rotation speed and the driving wheel rotation speed as a relative value (step S03). In parallel with the calculation process of the relative value, the first determination unit 43 refers to the torque map 45 and calculates the crank torque from the crank rotation speed and the throttle opening (step S04).

[0029] Next, the positive or negative relative value between the crank rotation speed and the drive wheel rotation speed is confirmed (step S05). If the relative value between the crank rotation speed and the drive wheel rotation speed is negative (crank rotation speed<drive rotation point speed) (Yes in step S05), the second judgment unit 44 judges that the clutch 27 has been disengaged (step S06) because the relative value becomes negative only when the clutch 27 is disengaged. If the relative value between the crank rotation speed and the drive wheel rotation speed is not negative (crank rotation speed≧drive wheel rotation speed) (No in step S05), the first judgment unit 43 judges whether the crank torque has been reversed (step S07).

[0030] When the first determination unit 43 determines that the crank torque has reversed (Yes in step S07), switching between acceleration and deceleration of the crank rotation has occurred, so the second determination unit 44 compares the relative value of the crank rotation speed and the drive wheel rotation speed with a relatively large second threshold value (step S08). When the relative value is equal to or greater than the second threshold value (Yes in step S08), the second determination unit 44 determines that the clutch 27 has been disengaged (step S09). When the relative value is less than the second threshold value (No in step S08), the second determination unit 44 determines that the clutch 27 has not been disengaged (step S10).

[0031] If the first determination unit 43 determines that the crank torque has not reversed (No in step S07), there is no switching between acceleration and deceleration of the crank rotation, and therefore the second determination unit 44 compares the relative value of the crank rotation speed and the drive wheel rotation speed with a relatively small first threshold value (step S11). If the relative value is equal to or greater than the first threshold value (Yes in step S11), the second determination unit 44 determines that the clutch 27 has been disengaged (step S12). If the relative value is less than the first threshold value (No in step S11), the second determination unit 44 determines that the clutch 27 has not been disengaged (step S13).

[0032] When the second determination unit 44 determines that the clutch 27 is disengaged (steps S06, S09, S12), the cruise control unit 34 cancels the cruise control (step S14). The driver is notified of the cancellation of the cruise control, for example, visually or audibly by the instrument panel of the saddle riding type vehicle 1. When the second determination unit 44 determines that the clutch 27 is not disengaged (steps S10, S13), the processes from step S02 to step S13 are repeated until the cruise control ends (No in step S15).

[0033] As described above, according to the determination device 40 of this embodiment, the disengagement of the clutch 27 is determined based on the difference between the crank rotation speed and the driving wheel rotation speed while taking the reduction ratio into consideration. Since the difference between the crank rotation speed and the driving wheel rotation speed occurs not only when the clutch 27 is disengaged but also when the crank rotation is accelerated or decelerated, the reversal of the crank torque, which indicates the changeover of the crank rotation between acceleration and deceleration, is determined. When the crank torque is not reversed, the threshold value is set to be strict, and it is quickly determined that the clutch 27 is disengaged based on the difference between the crank rotation speed and the driving wheel rotation speed. When the crank torque is reversed, the threshold value is set to be lenient, and it is determined that the clutch 27 is disengaged when the difference between the crank rotation speed and the driving wheel rotation speed becomes larger than the difference due to the acceleration or deceleration of the crank rotation. Therefore, the release of the cruise control suppresses the engine speed from increasing, and prevents the clutch 27 from being erroneously determined to be disengaged when the crank rotation is accelerated or decelerated.

[0034] In this embodiment, the calculation unit converts the driving wheel rotation speed by multiplying the driving wheel rotation speed by the reduction ratio, but the calculation unit may convert the crank rotation speed by dividing the crank rotation speed by the reduction ratio.

[0035] In this embodiment, the calculation unit calculates the rotation speed difference by subtracting the drive wheel rotation speed from the crank rotation speed as a relative value, but the calculation unit may calculate the crank rotation speed divided by the drive wheel rotation speed as a relative value. In this case, if the relative value is less than 1, it may be determined that the clutch is disengaged without determining the reversal of the crank torque, and if the relative value is 1 or more, it may be determined that the clutch is disengaged using the first and second threshold values.

[0036] In this embodiment, the reduction ratio means a total reduction ratio obtained by multiplying the ratio of the rotation speed after shifting to the rotation speed of the rear wheels by the gear ratio.

[0037] In this embodiment, a function of determining whether the clutch is disengaged may be added by installing a program in the control device. The program is stored in a storage medium. The storage medium is not particularly limited, and may be a non-transitory storage medium such as an optical disk, a magneto-optical disk, or a flash memory.

[0038] The determination device of this embodiment is not limited to the above-mentioned straddle-type vehicle, but can also be applied to other vehicles such as four-wheeled motor vehicles, ATVs (A11 Terrain Vehicles), jet skis, etc. Note that a straddle-type vehicle is not limited to all vehicles in which the driver rides while straddling the seat, but also includes scooter-type vehicles in which the driver does not straddle the seat.

[0039] As described above, the first aspect is a determination device (40) for determining disengagement of the clutch (27) during cruise control in a vehicle in which a crank rotation speed and a driving wheel rotation speed are detected, the determination device (40) includes a calculation unit (41) for calculating a relative value between the crank rotation speed and the driving wheel rotation speed after converting either one of the crank rotation speed and the driving wheel rotation speed with a reduction ratio, a first determination unit (43) for determining a reversal of the crank torque indicating a switch between acceleration and deceleration of the crank rotation, and a second determination unit (44) for determining disengagement of the clutch from the relative value between the crank rotation speed and the driving wheel rotation speed, the second determination unit determining that the clutch is disengaged if the relative value is equal to or greater than a first threshold value when the crank torque is not reversed, and determining that the clutch is disengaged if the relative value is equal to or greater than a second threshold value that is greater than the first threshold value when the crank torque is reversed. With this configuration, disengagement of the clutch is determined from the difference between the crank rotation speed and the driving wheel rotation speed while taking the reduction ratio into consideration. In addition to disengagement of the clutch, a difference between the crank rotation speed and the drive wheel rotation speed also occurs when the crank rotation is accelerated or decelerated, so a reversal of the crank torque, which indicates a change in the acceleration or deceleration of the crank rotation, is determined. When the crank torque is not reversed, a strict threshold is set, and it is quickly determined that the clutch is disengaged based on the difference between the crank rotation speed and the drive wheel rotation speed. When the crank torque is reversed, a lenient threshold is set, and it is determined that the clutch is disengaged when the difference between the crank rotation speed and the drive wheel rotation speed becomes greater than the difference due to the acceleration or deceleration of the crank rotation. Therefore, by releasing the cruise control, the engine speed is prevented from increasing, and the clutch is prevented from being erroneously determined to be disengaged when the crank rotation is accelerated or decelerated.

[0040] In the second aspect, in the first aspect, the relative value between the crank rotation speed and the drive wheel rotation speed is the rotation speed difference. With this configuration, it is possible to determine the disengagement of the clutch from the rotation speed difference between the crank rotation speed and the drive wheel rotation speed.

[0041] In the third aspect, in the first and second aspects, when the crank rotation speed is higher than the drive wheel rotation speed, the first determination unit determines the reversal of the crank torque. With this configuration, the situation in which the crank rotation speed is lower than the drive wheel rotation speed cannot occur unless the clutch is disengaged, so there is no need to determine the reversal of the crank torque. Therefore, the process of determining whether the clutch is disengaged can be simplified.

[0042] In a fourth aspect, in any one of the first to third aspects, when the crank rotation speed is lower than the drive wheel rotation speed, the second determination unit determines that the clutch is disengaged. With this configuration, a situation in which the crank rotation speed is lower than the drive wheel rotation speed cannot occur unless the clutch is disengaged. Since disengaging the clutch does not cause an increase in engine speed, there is no need to use different thresholds depending on the reversal of the crank torque. Therefore, the process of determining whether the clutch is disengaged can be simplified.

[0043] A fifth aspect is a program for a control device that determines whether a clutch is disengaged during cruise control in a vehicle in which a crank rotation speed and a drive wheel rotation speed are detected, and causes the control device to execute the following steps: converting either the crank rotation speed or the drive wheel rotation speed using a reduction ratio, and calculating a relative value between the crank rotation speed and the drive wheel rotation speed; determining whether a crank torque reversal occurs, which indicates a switch between acceleration and deceleration of the crank rotation; determining that the clutch is disengaged when the relative value is equal to or greater than a first threshold value when the crank torque does not reverse; and determining that the clutch is disengaged when the relative value is equal to or greater than a second threshold value that is greater than the first threshold value when the crank torque reversal occurs. According to this configuration, by installing the program in the control device, disengagement of the clutch is effectively determined, and an increase in the engine speed is suppressed, and erroneous recognition of clutch disengagement during acceleration or deceleration of the crank rotation is prevented.

[0044] Although the present embodiment has been described, other embodiments may be made by combining the above-described embodiments and modifications in whole or in part.

[0045] In addition, the technology of the present invention is not limited to the above examples, and may be modified, substituted, or altered in various ways without departing from the spirit of the technical idea. Furthermore, if the technical idea can be realized in a different way due to the progress of technology or a different technology derived therefrom, the invention may be implemented using that method. Therefore, the claims cover all embodiments that may be included within the scope of the technical idea. [Explanation of symbols]

[0046] 1: Saddle-type vehicle 25: Engine 26: Transmission mechanism 27: Clutch 31: Crank rotation speed sensor 32: Drive wheel rotation speed sensor 34: Cruise control section 40: Judgment device 41: Calculation section 43: First judgment section 44: Second judgment section

Claims

1. A determination device for determining clutch disengagement during cruise control in a vehicle in which a crank rotation speed and a drive wheel rotation speed are detected, comprising: a calculation unit that converts either one of the crank rotation speed and the drive wheel rotation speed into a value based on a reduction ratio and then calculates a relative value between the crank rotation speed and the drive wheel rotation speed; a first determination unit that determines a reversal of crank torque indicating a switch between acceleration and deceleration of crank rotation; a second determination unit that determines disengagement of the clutch based on a relative value between a crank rotation speed and a drive wheel rotation speed, The second judgment unit judges that the clutch is disengaged when the relative value is equal to or greater than a first threshold value when the crank torque is not reversing, and judges that the clutch is disengaged when the relative value is equal to or greater than a second threshold value that is greater than the first threshold value when the crank torque is reversing.

2. 2. The determination device according to claim 1, wherein the relative value between the crank rotation speed and the drive wheel rotation speed is a rotation speed difference.

3. 3. The determination device according to claim 1, wherein the first determination unit determines that the crank torque has reversed when a crank rotation speed is higher than a drive wheel rotation speed.

4. 3. The determination device according to claim 1, wherein the second determination unit determines that the clutch is disengaged when a crank rotation speed is lower than a drive wheel rotation speed.

5. A program for a control device for determining clutch disengagement during cruise control in a vehicle in which a crank rotation speed and a drive wheel rotation speed are detected, comprising: a step of converting either one of the crank rotation speed and the drive wheel rotation speed into a value based on a reduction ratio, and then calculating a relative value between the crank rotation speed and the drive wheel rotation speed; determining a reversal of crank torque indicative of a switch between acceleration and deceleration of crank rotation; determining that the clutch is disengaged when a relative value of the crank torque is equal to or greater than a first threshold value when the crank torque is not reversed; and determining that the clutch is disengaged when the relative value of the crank torque is equal to or greater than a second threshold value that is greater than the first threshold value when the crank torque reverses.

Images