Vehicle controller

Abstract

To provide a vehicle controller capable of appropriately and rapidly determining the presence / absence of abnormality in a vehicle speed detection system, in a vehicle equipped with a continuously variable transmission (CVT).SOLUTION: In a vehicle controller 100, when an output corresponding value such as a throttle opening TH corresponding to the output of a drive source 10 of a vehicle 1 is equal to or larger than a first predetermined value THVSPH, a control unit 112 prohibits the execution of an abnormality determination process for determining the presence / absence of abnormality in a vehicle speed detection system including vehicle speed sensors 108, 109.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] 2. Description of the Related Art In recent years, vehicles such as automobiles have come to adopt a configuration in which a continuously variable transmission (CVT) is combined with an internal combustion engine or the like that serves as the drive source of the vehicle, in order to transmit the output of the drive source to the wheels while continuously changing the speed.

[0003] Under such circumstances, Patent Document 1 discloses a configuration for a motorcycle with a continuously variable transmission, that is, a motorcycle with a continuously variable transmission (CVT), in which a PPS value is taken from the pulley width of the drive pulley 101 detected by a pulley position sensor 130, a gear ratio in an appropriate gear change state corresponding to the PPS value is calculated to obtain a PPS ratio value, the rotation speed of the drive pulley 101 and the rotation speed of the driven pulley 103 are taken from rotation sensors 141, 142, and a rotation ratio value (actual gear ratio) of the CVT device 64 is calculated based on these rotation speeds, and it is then determined whether or not the difference between the PPS ratio value and the rotation ratio value is equal to or greater than a predetermined value, and if this difference is equal to or greater than the predetermined value, it is determined that the V-belt is slipping, and the drive pulley 101 is driven to the closing side by the CVT motor 129. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2005-28915 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, according to the inventor's investigations, the configuration of Patent Document 1 is intended to suppress slippage of the V-belt, improve the drivability of the motorcycle, suppress deterioration of the V-belt, and reduce the shock that occurs when returning from the suppression of slippage, but there is no disclosure or suggestion as to whether or not there is an abnormality in the vehicle speed detection system.

[0006] Here, according to further investigations by the inventors, even in a vehicle equipped with a continuously variable transmission, the wheel rotation speed and vehicle speed detected by the vehicle speed detection system are required for detecting and controlling the operating state of the vehicle's onboard components such as the vehicle's drive source and for detecting and controlling the vehicle's running state, and are also required as output items to the vehicle's diagnostic terminal. Therefore, it is extremely important to ensure the reliability of the wheel rotation speed and vehicle speed data detected by the vehicle speed detection system, and for this reason, it is considered extremely important to appropriately determine the presence or absence of an abnormality in the vehicle speed detection system.

[0007] Furthermore, according to further research by the present inventors, in order to properly determine whether or not there is an abnormality in the vehicle speed detection system in a vehicle equipped with a continuously variable transmission, it is possible to set a judgment period in advance that is longer than the period during which such slippage occurs so as to reduce the effects of slippage in a drive belt such as a V-belt, and to determine whether or not there is an abnormality in the vehicle speed detection system within the predetermined judgment period thus set.However, since the predetermined judgment period thus set is inevitably relatively long, it is considered that there is room for improvement in terms of quickly determining whether or not there is an abnormality in the vehicle speed detection system.

[0008] The present invention was developed based on the above considerations, and aims to provide a vehicle control device that can appropriately and quickly determine whether or not there is an abnormality in the vehicle speed detection system in a vehicle equipped with a continuously variable transmission (CVT). [Means for solving the problem]

[0009] In order to achieve the above-mentioned object, one aspect of the present invention is a vehicle control device including a control unit that controls mounted components mounted on a vehicle having a drive source, a continuously variable transmission including a first pulley on a driving side, a second pulley on a driven side, and a drive belt connecting the first pulley and the second pulley, and transmitting the output of the drive source to wheels via the first pulley, the drive belt, and the second pulley in that order, wherein the control unit executes an abnormality determination process that determines whether or not there is an abnormality in the vehicle speed detection system based on the vehicle speed of the vehicle calculated based on an electrical signal input via a vehicle speed detection system mounted on the vehicle, and the rotation speed of the drive source calculated based on an electrical signal input via a drive source rotation speed detection system mounted on the vehicle, and the control unit prohibits executing the abnormality determination process when an output corresponding value corresponding to the output of the drive source is equal to or greater than a first predetermined value. Effect of the Invention

[0010] According to one aspect of the present invention, a vehicle control device is configured so that when an output correspondence value corresponding to the output of the vehicle's drive source is equal to or greater than a first predetermined value, the control unit prohibits execution of an abnormality determination process for determining whether or not there is an abnormality in the vehicle speed detection system. Therefore, in a vehicle equipped with a continuously variable transmission, it is possible to appropriately and quickly determine whether or not there is an abnormality in the vehicle speed detection system. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic side view showing a vehicle on which a vehicle control device according to an embodiment of the present invention is mounted. [Diagram 2] FIG. 2 is a schematic diagram showing the configuration of the vehicle control device according to this embodiment together with an engine to which the vehicle control device is applied. [Diagram 3] FIG. 3(a) is a schematic diagram showing table data of normal / abnormal ranges used in the abnormality determination process executed by the vehicle control device in this embodiment, and FIG. 3(b) is a schematic diagram showing table data of execution permitted / prohibited regions used in the abnormality determination process executed by the vehicle control device in this embodiment. [Figure 4] FIG. 4 is a flowchart showing an example of an abnormality determination process executed by the vehicle control device in this embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[0013] <Vehicle and engine configuration> First, referring to FIG. 1 and FIG. 2, a vehicle in which a vehicle control device according to the present embodiment is mounted, an engine to which the vehicle control device is applied, etc. The configuration of will be described in detail.

[0014] FIG. 1 is a schematic side view showing a vehicle on which a vehicle control device of this embodiment is installed, and FIG. 2 is a schematic configuration diagram showing the configuration of the vehicle control device of this embodiment together with an engine to which it is applied.

[0015] As shown in Fig. 1, a vehicle 1 equipped with an engine 10 as a drive source and a vehicle control device 100 applied thereto is typically a motorcycle, and includes front wheels 50 which are driven and steered wheels, and rear wheels 52 which are drive wheels. The vehicle 1 is further equipped with a continuously variable transmission (CVT) 60 which changes the speed of the output of the engine 10 and transmits it to the rear wheels 52, and a clutch mechanism 70 which interrupts the power transmission between the engine 10 and the rear wheels 52. Note that an electric motor may be used as the drive source of the vehicle 1 instead of or in addition to the engine 10. The vehicle 1 may be a three-wheeled vehicle, a four-wheeled vehicle, or the like, other than a motorcycle.

[0016] The engine 10 is typically a reciprocating internal combustion engine with four strokes per cycle, the operating state of which is controlled by the vehicle control device 100, and includes a cylinder block 12. For convenience of explanation, the engine 10 is shown in the drawing as having only a single cylinder 12a, but the engine 10 may have a plurality of cylinders 12a, and the arrangement of the cylinders 12a may be in-line, horizontally opposed, V-shaped, or the like. The engine 10 is typically water-cooled, and a water temperature sensor 101 is provided in the cooling water passage 13 in the side wall of the cylinder block 12 to detect the temperature of the cooling water flowing through the cooling water passage 13. The water temperature sensor 101 outputs an electric signal, which exhibits a voltage corresponding to the temperature of the cooling water flowing through the cooling water passage 13 in the side wall of the cylinder block 12, to the vehicle control device 100. If the engine 10 is air-cooled, a temperature sensor (not shown) capable of detecting the temperature of the engine 10 is provided in the cylinder block 12 or the like instead of the water temperature sensor 101.

[0017] A piston 14 is disposed inside the cylinder block 12. The piston 14 is connected to a crankshaft 16 via a connecting rod 15. The crankshaft 16 is provided with a reluctor 17 that rotates coaxially with the crankshaft 16. A plurality of teeth 17a are provided on the outer periphery of the reluctor 17, which are arranged in a predetermined pattern in the circumferential direction. A crank angle sensor 102 that detects the rotation angle (rotation position) of the crankshaft 16 is provided in the vicinity of the plurality of teeth 17a on a lower case (not shown) attached to the lower part of the cylinder block 12 so that the vehicle control device 100 calculates the rotation speed (revolutions) of the engine 10. The crank angle sensor 102 outputs an electric signal that exhibits a high or low voltage according to the plurality of teeth 17a of the reluctor 17 that rotates with the rotation of the crankshaft 16 and the recesses between them to the vehicle control device 100.

[0018] A cylinder head 18 is attached to the upper part of the cylinder block 12. The internal space defined by the inner wall surface of the cylinder block 12, the upper surface of the piston 14, and the inner wall surface of the cylinder head 18 in cooperation with each other serves as a combustion chamber 19.

[0019] The cylinder head 18 is provided with an ignition plug 20 for each cylinder 12a, which ignites an air-fuel mixture produced from fuel and air in the combustion chamber 19. The ignition operation of the ignition plug 20 is controlled by the vehicle control device 100 by controlling the supply of electricity to an ignition coil (not shown).

[0020] The cylinder head 18 is also provided with an intake valve 22 that communicates between the combustion chamber 19 and an intake passage 21a in an openable and closable manner. The intake passage 21a is formed in the cylinder head 18 and an intake pipe 21 attached to the cylinder head 18. The intake pipe 21 is provided with a fuel injection valve 23 that is disposed upstream of the intake valve 22 and injects fuel into the intake passage 21a, and a throttle valve 24 that is disposed upstream of the fuel injection valve 23 and is a component of a throttle device.

[0021] The fuel injection operation (valve opening operation) of the fuel injection valve 23 is controlled by the vehicle control device 100 by controlling the energization of the solenoid valve (not shown). The fuel injection valve 23 may be one that directly injects fuel into the combustion chamber 19. The throttle valve 24 may be a mechanical type that is opened and closed mechanically in response to the operation amount (accelerator opening) of an accelerator grip 84 (shown as a symbol in parentheses in FIG. 1) that is an accelerator operating member provided on the right side of the handlebar grip 82 on the left side, symmetrically to the left side of the handlebar grip 82 on the handlebar 80 of the vehicle 1, or may be an electrically controlled type that is opened and closed by controlling the energization of a throttle motor (not shown) based on the accelerator opening and other parameters by the vehicle control device 100. That is, the opening amount (throttle opening amount) of the throttle valve 24 is determined only in response to the operation amount of the accelerator grip 84 in the case of a mechanical throttle device, and is controlled based on the accelerator opening and other parameters in the case of an electronically controlled throttle device. When the drive source is an electric motor, the output of the electric motor is set based on the accelerator opening and other parameters.

[0022] The intake pipe 21 is provided with a full-close stopper 25 that regulates the full-close position of the throttle valve 24 and adjusts the amount of intake air in the intake passage 21a when the throttle valve 24 is in the full-close position. The intake pipe 21 is also provided with an intake pressure sensor 103 between the intake valve 22 and the throttle valve 24, which detects the pressure of air flowing into the intake pipe 21 (intake pressure). The intake pressure sensor 103 outputs an electric signal having a voltage corresponding to the intake pressure to the vehicle control device 100. Additionally, the intake pipe 21 is provided with an intake air temperature sensor 104 upstream of the throttle valve 24, which detects the temperature of air flowing into the intake passage 21a (intake air temperature). The intake air temperature sensor 104 outputs an electric signal having a voltage corresponding to the intake air temperature to the vehicle control device 100.

[0023] A throttle opening sensor 105 for detecting the throttle opening is attached to the main body of the throttle device for the throttle valve 24. The throttle opening sensor 105 outputs an electric signal exhibiting a voltage corresponding to the throttle opening to the vehicle control device 100.

[0024] Here, the intake pipe 21 branches into two so as to bypass the throttle valve 24. One of the two branch passages is an auxiliary intake passage 21b which branches from the intake passage 21a between the intake temperature sensor 104 and the throttle valve 24, merges into the intake passage 21a between the throttle valve 24 and the intake pressure sensor 103, and is provided with an idle adjust screw 26. The other of the two branch passages is an auxiliary intake passage 21c which branches from the intake passage 21a between the intake temperature sensor 104 and the throttle valve 24, separate from the auxiliary passage 21b, merges into the intake passage 21a between the throttle valve 24 and the intake pressure sensor 103, and is provided with an idle speed control valve (ISC valve) 27.

[0025] The idle adjust screw 26 adjusts the idle speed of the engine 10 during idle operation by manually adjusting the amount of intake air in the auxiliary passage 21b, and the idle speed can be increased by increasing the amount of intake air passing through the auxiliary passage 21b. The ISC valve 27 is an auxiliary intake valve that is opened and closed during first idle, which is an idle operation state at the start of the engine 10, under the control of the vehicle control device 100, to adjust the amount of intake air in the auxiliary intake passage 21c. The ISC valve 27 opens during first idle to increase the amount of intake air supplied to the engine 10, thereby promoting the warming up of the engine 10. Note that a so-called starting solenoid may be used instead of the ISC valve 27.

[0026] An exhaust pipe 28 is attached to the cylinder head 18 on the opposite side of the intake pipe 21, and an exhaust passage 28a communicating with the combustion chamber 19 is formed in the cylinder head 18 and the exhaust pipe 28. An exhaust valve 29 is provided in the cylinder head 18 to open and close the combustion chamber 19 and the exhaust passage 28a. A catalyst 30, which is typically a three-way catalyst, is provided in the exhaust pipe 28 downstream of the exhaust valve 29 to purify the exhaust gas discharged from the combustion chamber 19. An upstream O2 sensor 106 and a downstream O2 sensor 107 are provided in the exhaust pipe 28 on the upstream side and downstream side close to the catalyst 30, respectively, to detect the oxygen concentration in the exhaust gas. The upstream O2 sensor 106 and the downstream O2 sensor 107 output electric signals, which exhibit voltages according to the oxygen concentrations in the exhaust gas on the upstream side and downstream side of the catalyst 30, to the vehicle control device 100.

[0027] The CVT 60 typically includes a primary pulley 62 on the driving side that receives the output of the engine 10, a secondary pulley 64 on the driven side that faces the primary pulley 62 in the longitudinal direction of the vehicle 1, and a drive belt 66 that is attached to the primary pulley 62 and the secondary pulley 64 and transmits the output of the engine 10 received by the primary pulley 62 to the secondary pulley 64. The drive belt 66 is stretched around the primary pulley 62 and the secondary pulley 64 so that the radial positions of the primary pulley 62 and the secondary pulley 64 are continuously variable in response to changes in the pulley widths of the primary pulley 62 and the secondary pulley 64. Note that the CVT 60 may be one in which a pseudo-speed stage is set by changing the pulley widths of the primary pulley 62 and the secondary pulley 64 in a stepwise manner.

[0028] Clutch mechanism 70 typically includes a centrifugal clutch mounted between secondary pulley 64 and rear wheel 52, and interrupts power transmission between secondary pulley 64 and rear wheel 52 depending on the magnitude of the difference between the rotational speed (rotational number) of the rotary shaft of secondary pulley 64 and the rotational speed (rotational number) of the axle of rear wheel 52. Note that clutch mechanism 70 may be a simple single-plate friction type or multiple-plate friction type instead of a centrifugal clutch, or may be mounted between engine 10 and primary pulley 62.

[0029] A vehicle speed sensor (front wheel rotation speed sensor) 108 is attached to the front wheel 50, and the vehicle speed sensor 108 detects the rotation speed of the front wheel (front wheel rotation speed) so that the vehicle control device 100 calculates the speed of the vehicle (vehicle speed: absolute value of vehicle speed). The vehicle speed sensor 108 outputs an electric signal exhibiting a voltage corresponding to the front wheel rotation speed to the vehicle control device 100. Also, instead of or in combination with the vehicle speed sensor 108 of the front wheel 50, a vehicle speed sensor (rear wheel rotation speed sensor) 109 may be attached to the rear wheel 52 as necessary, and the vehicle speed sensor 109 detects the rotation speed of the rear wheel (rear wheel rotation speed) so that the vehicle control device 100 calculates the vehicle speed. Of course, the vehicle control device 100 may calculate the speed of the vehicle (vehicle speed). Also, an accelerator opening sensor (not shown) is attached to the handle 80, and the accelerator opening sensor detects the operation amount (accelerator opening) of the accelerator grip 84. The accelerator opening sensor outputs an electric signal, which exhibits a voltage corresponding to the accelerator opening, to the vehicle control device 100 .

[0030] <Configuration of the vehicle control device> Next, with further reference to FIG. 3, the configuration of the vehicle control device 100 in this embodiment will be described in detail.

[0031] FIG. 3(a) is a schematic diagram showing an example of table data of normal / abnormal ranges used in the abnormality determination process executed by the vehicle control device in this embodiment, and FIG. 3(b) is a schematic diagram showing an example of table data of execution permission / prohibition regions used in the abnormality determination process executed by the vehicle control device in this embodiment. Note that FIG. 3(a) illustrates a two-axis orthogonal coordinate system with the horizontal axis representing the vehicle speed v and the vertical axis representing the engine speed NE, and the origin O is a point where the value of the vehicle speed v and the value of the engine speed NE are both zero. Also, FIG. 3(b) illustrates a two-axis orthogonal coordinate system with the horizontal axis representing the engine speed NE and the vertical axis representing the throttle opening TH, and the origin O is a point where the value of the engine speed NE and the value of the throttle opening TH are both zero. Also, as the output corresponding value of the driving source such as the engine 10, the value of the accelerator opening, the value of the intake pressure, etc. may be used instead of the throttle opening TH.

[0032] 2, the vehicle control device 100 is configured with an ECU (Electronic Control Unit), which is an electronic control device mounted on a vehicle and controls the operation of the engine 10. The vehicle control device 100 may also control vehicle mounted components such as a braking device and a suspension device (not shown).

[0033] Such an ECU is an arithmetic processing device that includes a CPU (Central Processing Unit) 110 and a memory (not shown), and the memory stores necessary control and processing programs and control and processing data. The CPU 110 and the memory typically constitute a microcomputer.

[0034] Specifically, the CPU 110 includes a control unit 112, which controls the operation of the spark plug 10 and the fuel injection valve 23, which are various control objects, based on the respective calculated values ​​calculated based on the output signals from various sensors, such as a water temperature sensor 101, a crank angle sensor 102, an intake pressure sensor 103, an intake air temperature sensor 104, a throttle opening sensor 105, an upstream O2 sensor 106, a downstream O2 sensor 107, a vehicle speed sensor (front wheel rotation speed sensor) 108, and a vehicle speed sensor (rear wheel rotation speed sensor) 109, and reads out necessary control and processing programs and control and processing data from a memory and executes the read control and processing programs, thereby controlling the operation of the spark plug 10 and the fuel injection valve 23, which are various control objects, to control the operating state of the engine 10. In addition, the control unit 112 may also control the operation of a braking device, a suspension device, and the like. In the figure, the control unit 112 is shown as a functional block when the CPU 110 executes the control and processing programs.

[0035] The control unit 112 executes an abnormality determination process for determining whether or not there is an abnormality in the vehicle speed detection system, based on the vehicle speed calculated based on the electrical signal input via the vehicle speed detection system and the engine speed calculated based on the electrical signal input via the engine speed detection system. Here, the vehicle speed detection system is a concept that includes not only the vehicle speed sensors 108 and 109, but also an input circuit provided in the vehicle control device 100 to receive output signals from the vehicle speed sensors 108 and 109, and electrical paths such as electrical wiring between the vehicle speed sensors 108 and 109 and the input circuit of the vehicle control device 100. Similarly, the engine speed detection system is a concept that includes not only the crank angle sensor 102, but also an input circuit provided in the vehicle control device 100 to receive output signals from the crank angle sensor 102, and electrical paths such as electrical wiring between the crank angle sensor 102 and the input circuit of the vehicle control device 100.

[0036] An example of data that is read from memory and referred to when the control unit 112 executes an abnormality determination process to determine whether or not there is an abnormality in the vehicle speed detection system is table data shown in the schematic diagram of Fig. 3(a). In this table data, a normal range A is defined as a range for the control unit 112 to determine that the vehicle speed detection system is normal, and abnormal ranges B and C are defined as ranges for the control unit 112 to determine that the vehicle speed detection system is abnormal.

[0037] Typically, the normal range A is defined as a range used by the control unit 112 when the vehicle speed detection system is determined to be normal when the relationship between the vehicle speed v calculated based on the electrical signal input via the vehicle speed detection system and the engine speed NE calculated based on the electrical signal input via the engine speed detection system is in a state where the vehicle speed v is properly correlated, assuming that the engine speed detection system is normal. The abnormal ranges B and C are defined as ranges used by the control unit 112 when the vehicle speed detection system is in a state where such a proper correlation is not exhibited. More specifically, the normal range A is defined as a range sandwiched between the straight lines L1 and L2. Here, the straight line L1 is defined as a straight line assuming a driving situation where the engine speed NE is most suppressed with respect to the vehicle speed v, assuming an initial coordinate point where the initial value of the vehicle speed v is v1 (>0) and the initial value of the engine speed NE is zero, and when the vehicle speed v increases from this point and the value of the vehicle speed v becomes v3 (>v2), the value of the engine speed NE becomes NE2 (>NE1). The straight line L2 assumes a driving situation where the engine speed NE is the highest relative to the vehicle speed v, and assumes an initial coordinate point where the initial value of the vehicle speed v is zero and the initial value of the engine speed NE is NE1 (>0), and is a straight line such that when the vehicle speed v increases from this point and the value of the vehicle speed v becomes v2 (>v1), the value of the engine speed NE becomes NE3 (>NE2). The normal range A also includes the values ​​of the vehicle speed v and the engine speed NE when the gear ratio of the CVT 60 changes, and includes a straight line L0 such that when the vehicle speed v increases from the initial coordinate point (origin O) where the initial values ​​of the vehicle speed v and the engine speed NE are both zero and the value of the vehicle speed v becomes v3, the value of the engine speed NE becomes NE3. The range that exceeds the normal range A to the low side of the engine speed NE is the abnormal range B, and the range that exceeds the normal range A to the high side of the engine speed NE is the abnormal range C. The straight lines L0 to L2 may be curved lines, or may be a set of multiple coordinate points instead of a continuous line.

[0038] Therefore, when the value of the vehicle speed v and the value of the engine speed NE are within the normal range A, the control unit 112 determines that the vehicle speed detection system is normal, and when the value of the vehicle speed v and the value of the engine speed NE are within either of the abnormal ranges B and C, the control unit 112 determines that the vehicle speed detection system is abnormal.

[0039] Here, the control unit 112 prohibits the execution of the abnormality determination process when the value of the throttle opening as an example of an output corresponding value corresponding to the output of the engine 10, that is, the value of the throttle opening calculated based on the output signal from the throttle opening sensor 105, is equal to or greater than a predetermined value (first predetermined value).

[0040] An example of data that the control unit 112 reads out from memory and refers to when permitting or prohibiting the execution of the abnormality determination process is table data shown in the schematic diagram of Fig. 3(b). In this table data, an execution permitted area D is defined as an area for which the control unit 112 permits the execution of the abnormality determination process, and an execution prohibited area E is defined as an area for which the control unit 112 prohibits the execution of the abnormality determination process.

[0041] Typically, the execution permitted region D is defined as a region where the value of the engine speed NE is equal to or greater than the lower limit NEL and equal to or less than the upper limit NEH, and where the value of the throttle opening TH is greater than the lower limit THVSPL and less than the upper limit THVSPH. The execution prohibited region E is defined as a region outside the execution permitted region D. In detail, the lower limit NEL of the engine speed NE corresponds to the value of the engine speed NE at which the vehicle 1 is driven by the output of the engine 10 and the vehicle speed can become a positive value exceeding zero, and may be set to the value of the full explosion speed of the engine 10 from the viewpoint of reliably reflecting the value of the engine speed NE at which the vehicle 1 starts moving. The upper limit NEH of the engine speed NE corresponds to the practical upper limit and may be set to the allowable speed of the engine 10, which is the maximum value of the engine speed NE that can be practically taken, for example. The lower limit NEL of the engine speed NE may be set to the value of the idle speed of the engine 10.

[0042] Furthermore, the lower limit value THVSPL of the throttle opening TH corresponds to the value of the throttle opening TH at which the vehicle 1 is not driven by the output of the engine 10 and the vehicle speed is maintained at zero even as the engine speed NE increases, and from the viewpoint of reliably reflecting the value of the throttle opening TH at which the vehicle 1 starts to move, for example, the lower limit value THVSPL can be set to a value of the throttle opening that gives a value of the engine speed NE at which the vehicle 1 is not driven by the output of the engine 10 and the vehicle speed is maintained at zero when the centrifugal clutch, which is the clutch mechanism 70, is in a so-called half-clutch state (a state in which the force input to the clutch mechanism is transmitted by kinetic friction force) and the gear ratio of the CVT 60 is the largest. Typically, this lower limit value THVSPL will assume a value that gradually increases as the engine speed NE increases. The upper limit value THVSPH of the throttle opening TH corresponds to the value of the throttle opening TH when the drive belt 66 starts to slip on at least one of the primary pulley 62 and the secondary pulley 64 in the CVT 60, and can be set to the value of the throttle opening TH that gives the value of the engine speed NE when the drive belt 66 starts to slip while the CVT 60 is shifting. Since the upper limit value THVSPH is the value when the drive belt 66 starts to slip, it is sufficient to set it to a fixed value, but it is also possible to set it to a variable value that changes more finely as the engine speed NE changes. Note that, in addition to the value of the throttle opening TH, examples of the output corresponding value that corresponds to the output of the engine 10 include the value of the accelerator opening and the value of the intake pressure. In particular, when an engine equipped with a mechanical throttle device or an electric motor is used as the drive source, if the value of the accelerator opening is used as the output corresponding value, it is possible to easily obtain a value that corresponds well to the output value of the drive source.

[0043] That is, in the table data shown in FIG. 3(b), the region other than the execution permitted region D is the execution prohibited region E. Therefore, the control unit 112 prohibits the execution of the abnormality determination process when the value of the throttle opening as an example of the output corresponding value corresponding to the output of the engine 10, that is, the value of the throttle opening TH calculated based on the output signal from the throttle opening sensor 105, is equal to or greater than the upper limit value THVSPH, which is a predetermined value (first predetermined value). In order to increase the accuracy of the abnormality determination process while reducing the burden of the calculation process on the control unit 112, it is preferable to apply not only the upper limit value THVSPH but also the execution permitted region D and the execution prohibited region E more strictly. From this point of view, it is preferable for the control unit 112 to determine whether the value of the throttle opening TH is equal to or greater than the lower limit value THVSPL, which is a predetermined value (second predetermined value), and whether the value of the engine speed NE is included in a range that is equal to or greater than the lower limit value NEL and equal to or less than the upper limit value NEH. If the result of this determination is that the value of the throttle opening TH is equal to or greater than the first predetermined value THVSPH, that the value of the throttle opening TH is equal to or less than the second predetermined value THVSPL, that the value of the engine speed NE is less than the predetermined lower limit value NEL, or that the value of the engine speed NE is greater than the predetermined upper limit value NEH, the control unit 112 prohibits the execution of the abnormality determination process. On the other hand, if the result of the determination is that the value of the throttle opening TH exceeds the predetermined lower limit value THVSPL but is less than the predetermined value THVSPH, and that the value of the engine speed NE is within the range of equal to or greater than the predetermined lower limit value NEL and equal to or less than the predetermined upper limit value NEH, the control unit 112 permits the execution of the abnormality determination process.

[0044] <An example of abnormality determination processing> An example of the abnormality determination process executed by the vehicle control device 100 having the above configuration will be described in detail below with further reference to FIG.

[0045] FIG. 4 is a flowchart showing an example of an abnormality determination process executed by the vehicle control device in this embodiment.

[0046] 4 typically starts when a power switch (not shown) of the vehicle is switched from an off state to an on state and the CPU 110 of the vehicle control device 100 starts operating, and the abnormality determination process proceeds to step S1. Note that this abnormality determination process is repeatedly executed at predetermined intervals, such as every 10 ms, while the CPU 110 is operating.

[0047] In the process of step S1, the control unit 112 calculates the vehicle speed v. Specifically, the control unit 112 detects the vehicle speed v based on an output signal from a vehicle speed sensor (front wheel rotation speed sensor) 108 of the vehicle speed detection system. This completes the process of step S1, and the abnormality determination process proceeds to the process of step S2. Note that the control unit 112 may calculate the vehicle speed v based on an output signal from a vehicle speed sensor (rear wheel rotation speed sensor) 109 instead of or in combination with the vehicle speed sensor 108.

[0048] In the process of step S2, the control unit 112 calculates the engine speed NE. Specifically, the control unit 112 detects the engine speed NE based on the output signal from the crank angle sensor 102. This completes the process of step S2, and the abnormality determination process proceeds to the process of step S3.

[0049] In the process of step S3, the control unit 112 calculates the throttle opening TH. Specifically, the control unit 112 detects the throttle opening TH based on the output signal from the throttle opening sensor 105. This completes the process of step S3, and the abnormality determination process proceeds to the process of step S4.

[0050] In the process of step S4, the control unit 112 judges whether the throttle opening TH is equal to or greater than a predetermined value. Specifically, the control unit 112 judges whether the value of the throttle opening TH calculated in the process of step S3 is equal to or greater than a predetermined value (first predetermined value) THVSPH in the table data of the execution permission / prohibition region for permitting / prohibiting the execution of the abnormality determination process shown in FIG. 3(b) read from the memory. If the result of the judgment is that the value of the throttle opening TH is equal to or greater than the predetermined value THVSPH (step S4: Yes), the control unit 112 advances the abnormality determination process to the process of step S5. On the other hand, if the value of the throttle opening TH is less than the predetermined value THVSPH (step S4: No), the control unit 112 advances the abnormality determination process to the process of step S6.

[0051] Here, in the process of step S4, the control unit 112 may only determine whether the value of the throttle opening TH is equal to or greater than a predetermined value, but in order to reduce the load of the calculation process on the control unit 112 and to increase the accuracy of the abnormality determination process, it is preferable to add to the conditions for permitting or prohibiting the execution of the abnormality determination process whether the value of the throttle opening TH exceeds a predetermined lower limit value (second predetermined value) and whether the value of the engine speed NE is within a predetermined range. In other words, from this perspective, in the process of step S4 or a process before and after it (not shown), the control unit 112 determines whether the value of the throttle opening TH calculated in the process of step S3 exceeds a predetermined lower limit value THVSPL in the table data of the execution permitted / prohibited region shown in Fig. 3(b) read from the memory, and whether the value of the engine speed NE calculated in the process of step S2 is within a predetermined range (a range from a predetermined lower limit value NEL to a predetermined upper limit value NEH) in the table data of the execution permitted / prohibited region shown in Fig. 3(b) read from the memory. If the determination result shows that the value of the throttle opening TH is equal to or greater than a predetermined value THVSPH, equal to or less than a predetermined lower limit value THVSPL, equal to or less than a predetermined lower limit value NEL, or equal to or more than a predetermined upper limit value NEH, the control unit 112 advances the abnormality determination process to step S5. On the other hand, if the determination result shows that the value of the throttle opening TH exceeds the predetermined lower limit value THVSPL but is less than the predetermined value THVSPH, and the value of the engine speed NE is within the range of equal to or greater than the predetermined lower limit value NEL and equal to or less than the predetermined upper limit value NEH, the control unit 112 advances the abnormality determination process to step S6.

[0052] In the process of step S5, the control unit 112 prohibits the execution of the abnormality determination process, and does not execute any further abnormality determination process after this step, thereby ending the current series of abnormality determination processes.

[0053] In the process of step S6, the control unit 112 permits the execution of the abnormality determination process, whereby the process of step S6 is completed, and the abnormality determination process proceeds to the process of step S7.

[0054] In the process of step S7, the control unit 112 judges whether or not the relationship between the vehicle speed v and the engine speed NE is within a normal range. Specifically, the control unit 112 judges whether or not a combination (a combination of coordinate values ​​on the horizontal and vertical axes in FIG. 3(a)) of the vehicle speed v calculated in the process of step S1 and the engine speed NE calculated in the process of step S2 is included in the normal range A, or the abnormal ranges B and C of the table data used in the abnormality determination process shown in FIG. 3(a) read from the memory. If the result of the judgment shows that the combination of the vehicle speed v and the engine speed NE is included in the normal range A, the control unit 112 judges that the relationship between the vehicle speed v and the engine speed NE is within the normal range (step S7: Yes), and proceeds with the abnormality determination process to the process of step S8. On the other hand, if the combination of the value of the vehicle speed v and the value of the engine speed NE is included in the abnormal range B or C, the control unit 112 determines that the relationship between the vehicle speed v and the engine speed NE is not within a normal range (step S7: No), and the control unit 112 advances the abnormality determination process to the process of step S9. Note that the process of step S7 for determining whether the vehicle speed v is included in the normal range A or the abnormal range B or C may be performed repeatedly multiple times within a predetermined period, as necessary, rather than being performed only once in the current series of processes.

[0055] In the process of step S8, the control unit 112 determines that there is no abnormality in the vehicle speed detection system, and the current series of abnormality determination processes is then terminated.

[0056] In the process of step S9, the control unit 112 determines that there is an abnormality in the vehicle speed detection system, and the current series of abnormality determination processes is then terminated.

[0057] In the first phase of the vehicle control device 100 in this embodiment described above, when the output correspondence value corresponding to the output of the driving source 10 of the vehicle 1 is equal to or greater than the first predetermined value THVSPH, the control unit 112 prohibits execution of an abnormality determination process for determining whether or not there is an abnormality in the vehicle speed detection system including the vehicle speed sensors 108, 109. Therefore, in the vehicle 1 equipped with the continuously variable transmission 60, it is possible to appropriately and quickly determine whether or not there is an abnormality in the vehicle speed detection system.

[0058] In addition, in a second phase of the vehicle control device 100 in this embodiment, in addition to the first phase, the output corresponding value when the drive belt 66 of the continuously variable transmission 60 starts to slip relative to at least one of the primary pulley 62 and the secondary pulley 64 is set as the first predetermined value THVSPH, so that it is possible to reliably prohibit the abnormality determination process from being executed when the drive belt 66 starts to slip or continues to slip relative to at least one of the primary pulley 62 and the secondary pulley 64.

[0059] Furthermore, in a third aspect of the vehicle control device 100 in this embodiment, in addition to the first or second aspect, the output corresponding value is a value obtained based on the amount of operation of the operating member 84 that is operated to increase or decrease the output of the driving source 10. Therefore, in cases where the engine of the driving source is equipped with a mechanical throttle device or where the driving source is an electric motor, it is possible to easily obtain an output corresponding value that corresponds well to the output value of the driving source 10.

[0060] Furthermore, in a fourth aspect of the vehicle control device 100 in this embodiment, in addition to any of the first to third aspects, the control unit 112 permits the execution of abnormality determination processing when the output corresponding value exceeds a second predetermined value THVSPL that is smaller than the first predetermined value THVSPH and is THVSPH less than the first predetermined value. Therefore, the accuracy of determination as to whether to permit or prohibit the abnormality determination processing can be improved while reducing the burden of calculation processing on the control unit 112.

[0061] Furthermore, in a fifth aspect of the vehicle control device 100 in this embodiment, in addition to the fourth aspect, when the output of the driving source 10 is transmitted to the rear wheels 52 via the continuously variable transmission 60 and the clutch mechanism 70, the output corresponding value of the driving source 10 when the clutch mechanism 70 is in a half-clutch state and the vehicle speed v is maintained at zero is set as the second predetermined value THVSPL. Therefore, even if the driving source rotation speed NE increases, the output corresponding value at which the vehicle 1 is not driven by the output of the driving source 10 and the vehicle speed v is maintained at zero can be appropriately set as the second predetermined value THVSPL, and the execution of the abnormality determination process can be more reliably permitted or prohibited.

[0062] The present invention is not limited to the above-described embodiment in terms of the type, shape, arrangement, number, etc. of the components, and it goes without saying that the components can be appropriately modified within the scope of the gist of the invention, such as by appropriately replacing them with components that achieve equivalent functions and effects. [Industrial Applicability]

[0063] As described above, the present invention makes it possible to provide a vehicle control device that can properly and quickly determine whether or not there is an abnormality in the vehicle speed detection system in a vehicle equipped with a continuously variable transmission (CVT), and due to its versatile and universal nature, it is expected to be widely applicable to vehicle control devices for motorcycles. [Explanation of symbols]

[0064] 1. Vehicle 10…Engine (internal combustion engine) 12...Cylinder block 12a...cylinder 13...Coolant passage 14…Piston 15…Connecting rod 16…Crankshaft 17…Relacta 17a...teeth part 18…Cylinder head 19…Combustion chamber 20…Spark plug 21…Intake pipe 21a…Intake passage 21b…Auxiliary passage 21c…Auxiliary intake passage 22…Intake valve 23...Fuel injector 24...Throttle valve 25...Full-close stopper 26...Idle adjustment screw 27...Idle speed control valve (ISC valve) 28…Exhaust pipe 28a…Exhaust passage 29…Exhaust valve 30...Catalyst 50…Front wheel 52…Rear wheel 60…Continuously variable transmission (CVT) 62...Primary pulley 64...Secondary pulley 66…Drive belt 70…Clutch mechanism 80…Handle 82…Handle grip 84...Accelerator grip 100...Vehicle control device 101...Water temperature sensor 102...Crank angle sensor 103...Intake pressure sensor 104...Intake air temperature sensor 105...Throttle opening sensor 106...Upstream O2 sensor 107…Downstream O2 sensor 108...Vehicle speed sensor (front wheel rotation speed sensor) 109...Vehicle speed sensor (rear wheel rotation speed sensor) 110…CPU 112...Control unit

Claims

1. A driving source; a continuously variable transmission including a first pulley on a driving side, a second pulley on a driven side, and a drive belt connecting the first pulley and the second pulley, and transmitting an output of the drive source to a wheel via the first pulley, the drive belt, and the second pulley in this order; A vehicle control device including a control unit for controlling an on-board component mounted on a vehicle having the following: the control unit executes an abnormality determination process to determine the presence or absence of an abnormality in the vehicle speed detection system based on a vehicle speed of the vehicle calculated based on an electrical signal input via a vehicle speed detection system mounted on the vehicle and a rotation speed of the drive source calculated based on an electrical signal input via a drive source rotation speed detection system mounted on the vehicle, The control unit prohibits execution of the abnormality determination process when an output corresponding value corresponding to the output of the drive source is equal to or greater than a first predetermined value.

2. The vehicle control device according to claim 1 , wherein the output corresponding value when the drive belt of the continuously variable transmission starts to slip relative to at least one of the first pulley and the second pulley is set as the first predetermined value.

3. 3. The vehicle control device according to claim 1, wherein the output correspondence value is a value obtained based on an amount of operation of an operating member that is operated to increase or decrease the output of the drive source.

4. 3. The vehicle control device according to claim 1, wherein the control unit permits the abnormality determination process to be executed when the output corresponding value exceeds a second predetermined value smaller than the first predetermined value and is less than the first predetermined value.

5. 5. The vehicle control device according to claim 4, wherein when the output of the driving source is transmitted to the wheels via the continuously variable transmission and a clutch mechanism mounted on the vehicle, the output corresponding value when the clutch mechanism is in a half-clutch state and the vehicle speed is zero is set as the second predetermined value.

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