Saddle-riding type vehicle and control method
Patent Information
- Application Number
- PCT/JP2025/012977
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2025-03-28
- Publication Date
- 2026-10-01
Smart Images
Figure JP2025012977_01102026_PF_FP_ABST
Abstract
Description
Straddle-type vehicle and control method
[0001] The present invention relates to a straddle-type vehicle and a control method.
[0002] Automated mechanical transmissions (AMT) and dual clutch transmissions (DCT) are known as automatic transmissions including a clutch that connects and disconnects transmission of driving force from a vehicle engine (for example, Patent Documents 1 and 2). Since clutch operation and shift operation are automated in these transmissions, the operation burden on a driver can be reduced. Further, a technique for automatically performing acceleration and deceleration of a vehicle in accordance with the presence of a preceding vehicle and a change in speed, such as adaptive cruise control (ACC), is also known (for example, Patent Document 1).
[0003] Japanese Patent No. 5390714 Japanese Patent No. 5935886
[0004] In a straddle-type vehicle including an automatically controlled clutch, the driving burden on a rider can be reduced. Further, the driving burden on the rider can be reduced by automating the process after restarting with stopping of the straddle-type vehicle and an accelerator operation by the rider as triggers through control that automatically performs acceleration and deceleration of the vehicle like ACC. Furthermore, in control that does not require a trigger operation by the rider via an accelerator, detects start of a preceding vehicle, automatically adjusts throttle opening and clutch engagement, and starts the straddle-type vehicle, as compared with a case where the rider performs a trigger operation via an accelerator to start the vehicle by himself / herself, there is a possibility that a sense of discomfort or anxiety is given to the rider due to a reaction delay after detection of the start of the preceding vehicle. In particular, in a straddle-type vehicle, as compared with a four-wheeled vehicle, the rider is more likely to feel wobbling of the vehicle when starting, and the rider is likely to feel a sense of discomfort or anxiety due to a time lag of clutch engagement.
[0005] An object of the present invention is to provide a technique that reduces a sense of discomfort and anxiety given to a rider when acceleration during starting is automatically performed.
[0006] According to the present invention, a saddle-type vehicle (1) comprises: an engine (21); a transmission (220) that shifts the output of the engine (21) at a predetermined gear ratio and outputs it; a clutch (230) that disconnects and engages the transmission of the engine's driving force to the transmission; and an actuator (241) that drives the clutch (230), wherein the saddle-type vehicle (1) comprises: a clutch control means (130) that controls the actuator (241) to automatically control the clutch capacity of the clutch (230); and a driving control means (110) that performs driving control to automatically accelerate and decelerate the saddle-type vehicle (1), wherein when the saddle-type vehicle (1) starts moving from a stopped state, the clutch control means (130) performs capacity control that controls the actuator (241) so that the clutch capacity reaches a predetermined clutch capacity corresponding to the clutch engagement point from the standby capacity. The present invention provides a saddle-type vehicle characterized in that, in the capacity control described above, when the execution of the driving control is set, the actuator is controlled such that the time it takes for the clutch capacity to reach the predetermined clutch capacity from the standby capacity is shorter than when the execution of the driving control is not set.
[0007] According to the present invention, it is possible to provide a technology that reduces the discomfort and anxiety felt by the rider when the vehicle automatically accelerates at the start.
[0008] A right-side view of a saddle-type vehicle according to one embodiment of the present invention. A front view of the saddle-type vehicle in Figure 1. A block diagram of the control device. An explanatory diagram of the automatic transmission. A flowchart showing an example of processing related to ACC setting. A diagram showing an example of stopping and starting when ACC is set. A flowchart showing an example of clutch control. A timing chart showing an example of the vehicle state during stopping and starting. A timing chart relating to an example of hydraulic control of the clutch. A timing chart relating to another example of hydraulic control of the clutch. A cross-sectional view showing another example of the clutch configuration. A diagram showing the relationship between torque, operating angle, and clutch capacity generated in the release shaft of the clutch in Figure 11. A timing chart relating to an example of clutch control in Figure 11.
[0009] The embodiments will be described in detail below with reference to the attached drawings. Note that the following embodiments do not limit the invention as defined in the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more features from the multiple features described in the embodiments may be combined arbitrarily. Furthermore, identical or similar configurations will be given the same reference numeral, and redundant descriptions will be omitted.
[0010] <First Embodiment> <Overview of Saddle-Type Vehicle> Figure 1 is a right-side view of a saddle-type vehicle 1 according to one embodiment of the present invention, and Figure 2 is a front view of the saddle-type vehicle 1. In the figures, arrow D1 indicates the front-rear direction of the vehicle 1, arrow D2 indicates the width direction (left-right direction) of the vehicle 1, and arrow D3 indicates the up-down direction. F indicates the front side, and B indicates the rear side. R indicates the right side when moving forward, and L indicates the left side when moving forward. U indicates the upper side, and D indicates the lower side.
[0011] The saddle-type vehicle 1 is a touring-type motorcycle suitable for long-distance travel, but the present invention is applicable to various types of saddle-type vehicles, including other types of motorcycles. Hereinafter, the saddle-type vehicle 1 may be referred to as vehicle 1.
[0012] Vehicle 1 is equipped with a power unit 2 between the front wheels FW and the rear wheels RW. In this embodiment, the power unit 2 includes a horizontally opposed six-cylinder engine 21 and an automatic transmission 22 that shifts the output of the engine 21 at a predetermined gear ratio. The driving force of the automatic transmission 22 is transmitted to the rear wheels RW via a drive shaft (not shown), causing the rear wheels RW to rotate.
[0013] The power unit 2 is supported by the vehicle frame 3. The vehicle frame 3 includes a pair of left and right main frames 31 extending in the direction D1. Above the main frames 31 are a shelter case 5 and an air cleaner box (not shown). In front of the shelter case 5 is a meter panel MP that displays various information to the rider.
[0014] The front end of the main frame 31 is provided with a head pipe 32 that rotatably supports a steering shaft (not shown) that is rotated by the handle 8. The rear end of the main frame 31 is provided with a pair of left and right pivot plates 33. The power unit 2 is supported by the main frame 31. The rear end of the main frame 31 is provided with a pair of left and right seat rails (not shown) that extend to the rear, and the seat rails support the seat 4a on which the rider sits, the seat 4b on which a passenger sits, and the rear trunk 7b, etc.
[0015] The pivot plate 33 supports the front end of a rear swing arm (not shown) that extends in the front-rear direction, allowing it to swing freely. The rear swing arm is capable of swinging up and down, and the rear wheel RW is supported at its rear end. An exhaust muffler 6, which silences the exhaust from the engine 21, extends in the direction D1 from the lower side of the rear wheel RW. Left and right saddlebags 7a are provided on the upper side of the rear wheel RW.
[0016] The front end of the main frame 31 is configured with a front suspension mechanism 9 that supports the front wheel FW. The front suspension mechanism 9 includes an upper link 91, a lower link 92, a fork support 93, a cushion unit 94, and a pair of left and right front forks 95.
[0017] The upper link 91 and the lower link 92 are each positioned at the front end of the main frame 31 with a vertical gap between them. The rear ends of the upper link 91 and the lower link 92 are pivotably connected to the front end of the main frame 31. The upper link 91 and the lower link 92 each extend in the front-rear direction and are positioned substantially parallel to each other.
[0018] The cushion unit 94 has a structure in which a shock absorber is inserted through a coil spring, and its upper end is pivotably supported by the main frame 31. The lower end of the cushion unit 94 is pivotably supported by the lower link 92.
[0019] The fork support 93 is cylindrical and tilted backward. The front end of the upper link 21 is rotatably connected to the upper front part of the fork support 93. The front end of the lower link 92 is rotatably connected to the lower rear part of the fork support 93.
[0020] A steering shaft 96 is rotatably supported on a fork support 93. The steering shaft 96 has a shaft portion (not shown) that passes through the fork support 93. A bridge (not shown) is provided at the lower end of the steering shaft 96, and a pair of left and right front forks 95 are supported on this bridge. The front wheel FW is rotatably supported on the front forks 95. The upper end of the steering shaft 96 is connected via a link 97 to a steering shaft (not shown) that is rotated by a handle 8. The steering shaft 96 rotates when the handle 8 is turned, and the front wheel FW is steered. The upper part of the front wheel FW is covered by a fender 10, which is supported by the front forks 95.
[0021] Vehicle 1 is equipped with a brake device 19F for braking the front wheel FW and a brake device 19R for braking the rear wheel RW. The brake devices 19F and 19R are configured to be operable by the rider's operation of the brake lever 8a or brake pedal 18 and the operation of the brake control device. The brake devices 19F and 19R are, for example, disc brakes.
[0022] A headlight unit 11 that illuminates the front of the vehicle 1 is positioned at the front of the vehicle 1. The headlight unit 11 in this embodiment is a two-lens type headlight unit that has a right-side light-emitting section 11R and a left-side light-emitting section 11L arranged symmetrically. However, a single-lens type, a triple-lens type headlight unit, or an asymmetrical two-lens type headlight unit can also be used.
[0023] The front of the vehicle 1 is covered by a front cover 12, and the front sides of the vehicle 1 are covered by a pair of left and right side covers 14. A screen 13 is positioned above the front cover 12. The screen 13 is a windbreak that reduces the wind pressure experienced by the rider while riding, and is made of, for example, a transparent resin material. A pair of left and right side mirror units 15 are positioned on the sides of the front cover 12. The side mirror units 15 support side mirrors (not shown) for the rider to see behind them.
[0024] The front cover 12 includes cowl members 121 to 123, which together constitute the front cowl. Cowl member 121 extends in the D2 direction and forms the main body of the front cover 12, while cowl member 122 forms the upper part of cowl member 121. Cowl member 123 is positioned spaced downward from cowl member 121.
[0025] An opening is formed between cowl member 121 and cowl member 123, and between the pair of left and right side covers 14, exposing the headlight unit 11. The upper edge of this opening is defined by cowl member 121, the lower edge by cowl member 123, and the left and right side edges are defined by the side covers 14.
[0026] A detection unit 301 is positioned behind the front cover 12. The detection unit 301 is an external sensor that detects the situation in front of the vehicle 1. Hereinafter, the detection unit 301 will also be referred to as the external sensor 301. In this embodiment, the external sensor 301 is a radar (for example, a millimeter-wave radar) and is capable of detecting the presence or absence of a preceding vehicle traveling in front of the vehicle 1 and the distance to the preceding vehicle. Note that the external sensor 301 may be other types of sensors, such as a camera.
[0027] <Control Device> Figure 3 is a block diagram of the control device 100 of the vehicle 1, and only the necessary components are shown in relation to the explanation described later. The control device 100 is an electronic circuit that controls the saddle-type vehicle 1 in response to the detection results of each sensor in the sensor group 300 and the rider's instructions via the input unit 200. The control device 100 includes a driving control unit 110, an engine control unit 120, and a gear shift control unit 130.
[0028] The driving control unit 110 controls the driving of the brake devices 19F and 19R, as well as driving assistance. Driving assistance includes, as an example, driving control that automatically accelerates and decelerates the saddle-type vehicle 1. More specifically, it includes automatic cruise control and adaptive cruise control (ACC). With automatic cruise control, the driving control unit 110 automatically accelerates and decelerates the saddle-type vehicle 1 so that its speed is maintained at a target speed set by the rider. With ACC, the driving control unit 110 automatically accelerates and decelerates the saddle-type vehicle 1 so that the distance between the saddle-type vehicle 1 and the preceding vehicle detected by the external sensor 301 remains constant. The distance can be set by the rider. If there is no preceding vehicle, the same control as with automatic cruise control is performed, and the saddle-type vehicle 1 is automatically accelerated and decelerated so that its speed is maintained at a target speed set by the rider.
[0029] The engine control unit 120 controls the drive of the engine 21. The transmission control unit 130 controls the automatic transmission 22.
[0030] Each control unit 110 to 130 includes processing units 111, 121, and 131, storage units 112, 122, and 132, and interfaces (I / F) 113, 123, and 133. The processing units 111, 121, and 131 are processors, such as CPUs. The storage units 112, 122, and 132 are storage devices such as semiconductor memory. The I / F 113, 123, and 133 include input / output interfaces with external devices or communication interfaces for communication between control units 110 to 130. The storage units 112, 122, and 132 store programs executed by the processing units 111, 121, and 131, as well as data used by the processing units 111, 121, and 131 for processing.
[0031] The sensor group 300 includes an external sensor 301, a vehicle speed sensor 302, and a throttle opening sensor 303. The vehicle speed sensor 302 detects the vehicle speed of vehicle 1. The vehicle speed sensor 302 is a sensor that detects, for example, the amount of rotation of the front wheel FW and the rear wheel RW. The throttle opening sensor 303 detects the throttle opening of the engine 21. The input unit 200 is a switch or touch panel that can be operated by the rider, and the rider can set the ACC execution settings, set the target vehicle speed, etc. via the input unit 200.
[0032] The automatic transmission 22 in this embodiment is a dual-clutch transmission (DCT) and has gear ratios from 1st to 6th gear. Figure 4 is an explanatory diagram of the automatic transmission 22.
[0033] The automatic transmission 22 includes a hydraulic clutch 230, a transmission (transmission mechanism) 220, and a change mechanism 224. The transmission 220 includes a main shaft 221 and a countershaft (output shaft) 222, which are arranged parallel to each other. A gear group 223 is provided between the main shaft 221 and the countershaft. The gear group 223 has multiple sets of gears corresponding to 1st to 6th gears and transmits the rotation of the main shaft 221 to the countershaft 222. The driving force of the countershaft 222 is transmitted to the rear wheel RW via a drive shaft (not shown).
[0034] The set of transmission gears used for power transmission between the main shaft 221 and the countershaft 222 is selectively switched by a change mechanism 224. The change mechanism 224 switches the set of transmission gears by moving a shift fork through the rotation of a shift drum. The change mechanism 224 includes a transmission actuator 242 that rotates the shift drum. The transmission actuator 24 includes, for example, a motor as a drive source, and the drive source is controlled by a transmission control unit 130.
[0035] The main shaft 221 has a double structure comprising an inner shaft 221A and an outer shaft 221B. The inner shaft 221A passes through the outer shaft 221B and protrudes from the outer shaft 221B. The inner shaft 221A supports the gears that establish 1st, 3rd, 5th, and reverse gears, while the outer shaft 221B supports the gears that establish 2nd, 4th, and 6th gears.
[0036] A clutch 230 is connected to the main shaft 221. The clutch 230 includes clutch 231A and clutch 231B. A gear 233, to which the driving force of the engine 21 is input, is fixed to the clutch outer 232. Clutch 231A disconnects and connects the drive transmission between the inner shaft 221A and gear 233, and clutch 231B disconnects and connects the drive transmission between the outer shaft 221B and gear 233.
[0037] Clutches 231A and 231B are friction-type multi-plate clutches. These clutches 231A and 231B are equipped with a common clutch outer 232 and individual clutch centers 234. The clutch plates on the clutch outer 232 side and the clutch plates on the clutch center 234 side are arranged alternately in the axial direction of the main shaft 221. Driving force is transmitted by frictional engagement between the clutch plates on the clutch outer 232 side and the clutch plates on the clutch center 234 side.
[0038] Clutches 231A and 231B are each provided with an elastic member (not shown) that biases the clutch center 234 in a direction that releases the frictional engagement of the clutch plates. The biasing force of the elastic member acts in a direction that reduces the clutch capacity (in a direction that interrupts drive transmission). The clutch centers 234 of clutches 231A and 231B are moved in a direction that increases the clutch capacity (in a direction that connects drive transmission) by supplying hydraulic fluid. The clutch capacities of clutches 231A and 231B can be changed by the hydraulic pressure of the hydraulic fluid.
[0039] The hydraulic fluid to the clutch 231 is supplied by a pump 240 and an actuator 241. The pump 240 is driven by, for example, an engine 21 or a motor (not shown). Actuator 241A drives the clutch 231A. In this embodiment, actuator 241A is a solenoid valve, such as a linear solenoid, that adjusts the hydraulic pressure of the hydraulic fluid supplied from the pump 240 and supplies it to the clutch 241A. A sensor may be provided to detect the hydraulic pressure of the hydraulic fluid supplied to the clutch 241A, and actuator 241A may be controlled based on the detection result of the sensor. Actuator 241B drives the clutch 231B. In this embodiment, actuator 241B is a solenoid valve that adjusts the hydraulic pressure of the hydraulic fluid supplied from the pump 240 and supplies it to the clutch 241B. A sensor may be provided to detect the hydraulic pressure of the hydraulic fluid supplied to the clutch 241A, and actuator 241A may be controlled based on the detection result of the sensor.
[0040] Actuators 241A and 241B are individually controlled by the transmission control unit 130. When increasing the clutch capacity of clutch 231A, the transmission control unit 130 increases the hydraulic pressure of the hydraulic fluid supplied to clutch 231A by actuator 241A, and when decreasing the clutch capacity of clutch 231A, it decreases the hydraulic pressure of the hydraulic fluid supplied to clutch 231A by actuator 241A. Similarly, when increasing the clutch capacity of clutch 231B, the transmission control unit 130 increases the hydraulic pressure of the hydraulic fluid supplied to clutch 231B by actuator 241B, and when decreasing the clutch capacity of clutch 231B, it decreases the hydraulic pressure of the hydraulic fluid supplied to clutch 231B by actuator 241B.
[0041] The gear shift control unit 130, for example, while the vehicle 1 is in motion, engages one of the clutches 231A and 231B and disengages the other, preparing the next gear set. For example, when accelerating in 2nd gear, clutch 231B is engaged and the gear set corresponding to 2nd gear is in gear, while clutch 231A is disengaged and the gear set corresponding to 3rd gear is prepared. When shifting up, disengaging clutch 231B and engaging clutch 231A establishes a shift to 3rd gear.
[0042] In the present embodiment, a DCT is exemplified as the automatic transmission 22, but other types of automatic transmissions such as an automated manual transmission (AMT) may also be used.
[0043] <Example of ACC Setting and Operation> ACC is executed when the rider sets execution thereof, and ends when the setting is cancelled. Fig. 5 is a flowchart illustrating an example of processing related to ACC setting and cancellation processing, which is executed by a travel control unit 110.
[0044] In step S1, processing related to acceptance of ACC selection is executed. The rider can set execution of ACC via an input unit 200. If the rider selects execution of ACC, execution of ACC is set in step S2, and ACC is started.
[0045] Fig. 6 is a diagram illustrating an operation example of ACC. State ST1 shows an aspect of the vehicle 1 during traveling. The vehicle 1 travels while automatically accelerating and decelerating so as to follow the preceding vehicle V while maintaining an inter-vehicle distance L with respect to the preceding vehicle V. State ST2 shows an aspect of the vehicle 1 when the preceding vehicle V stops at an intersection or the like. The vehicle 1 also automatically decelerates in accordance with deceleration when the preceding vehicle V stops, and when the preceding vehicle V stops, the vehicle 1 also automatically stops at a predetermined distance away from the preceding vehicle V. State ST3 shows an aspect of the vehicle 1 when the preceding vehicle V starts moving. The vehicle 1 starts moving in any of the following cases: the vehicle 1 is automatically started after an external sensor 301 detects that the preceding vehicle V has started; the rider performs a predetermined operation on the input unit 200; or an accelerator operation is used as a trigger. Note that the vehicle 1 may also be automatically started after the external sensor 301 detects that the preceding vehicle V has started.
[0046] Returning to Fig. 5. In step S3, it is determined whether a cancellation condition is satisfied. If it is determined that the cancellation condition is satisfied, the processing proceeds to step S4. Examples of the cancellation condition include a case where the rider cancels the ACC execution setting via the input unit 200, and a case where the rider performs a brake operation during traveling. In step S4, the ACC setting is cancelled. This ends ACC.
[0047] <Clutch Capacity Control> An example of capacity control for the clutch 241 will be described. Fig. 7 is a flowchart showing an example of capacity control for the clutch 241 executed by the shift control unit 130. Here, a description is mainly given of the capacity control of the clutch 241 when the vehicle 1 stops and then starts, particularly the capacity control of the clutch 241B corresponding to the first speed selected immediately before stopping and when starting. For example, when ACC is set, this corresponds to the state ST2, the state ST3 in Fig. 6, and the control before and after these states. In the present embodiment, different control is performed depending on whether ACC is set or not.
[0048] In step S11, state information of the vehicle 1 is acquired. The state information includes detection results from the sensor group 300, and information on control variables of the travel control unit 110, the engine control unit 120, and the like.
[0049] In step S12, it is determined whether the throttle opening (TH opening) of the engine 21 is less than a threshold value. If TH opening < threshold value, the process proceeds to S13; if TH opening ≥ threshold value, the process proceeds to S21. Here, it is determined whether the throttle is fully closed, and the threshold value is, for example, a value at which the throttle opening is close to full closure. The throttle opening may be identified from the control variable of the engine control unit 120 when ACC is set, or may be identified from the detection result of the throttle opening sensor 303 when ACC is not set.
[0050] In step S13, based on the detection result of the vehicle speed sensor 302, it is determined whether the vehicle speed of the vehicle 1 is less than a threshold value V1. The threshold value V1 is a vehicle speed (several km / h) corresponding to a stop. If the vehicle speed is less than the threshold value V1, it is considered that the vehicle 1 is in a stopped state, and the process proceeds to S17. If the vehicle speed is equal to or greater than the threshold value V1, it is considered that the vehicle 1 is immediately before stopping, and the process proceeds to S14.
[0051] In step S14, it is determined whether ACC is being set. If ACC is being set, the process proceeds to step S16; if ACC is not being set, the process proceeds to step S15.
[0052] In steps S15 and S16, capacity reduction control is performed to reduce the clutch capacity in order to disengage the clutch 231B in preparation for stopping the vehicle 1. In step S15, normal control is performed when ACC is not set, and in step S16, ACC control is performed when ACC is set. In ACC control, the clutch capacity is reduced more gradually than in normal control, corresponding to the clutch capacity of the vehicle 1 when it is stopped, as described later.
[0053] In step S17, it is determined whether or not ACC is being set. If ACC is being set, the process proceeds to step S18; otherwise, the process proceeds to step S19. In step S18, it is determined whether or not the brake devices 19F and 19R are activated. If the brake devices 19F and 19R are activated, the process proceeds to S20; otherwise, the process proceeds to S19. In this embodiment, when ACC is being set, the brake devices 19F and 19R are basically activated when the vehicle 1 is stopped. When the vehicle 1 is following the preceding vehicle V at a speed near the threshold V1 (a speed where the gear ratio is in 1st gear and the engine 21 is rotating at approximately idling speed), the speed can be adjusted by repeatedly engaging and disengaging the clutch or by using the throttle and half-clutch in steps S16 and S19 to maintain an appropriate distance from the preceding vehicle V.
[0054] In steps S19 and S20, the clutch 241B capacity (standby capacity) is controlled when the vehicle 1 is stopped. In step S19, the normal standby capacity is used when ACC is not set, and in step S20, the ACC standby capacity is used when ACC is set. The ACC standby capacity is set higher than the normal standby capacity. This shortens the time it takes for the clutch capacity to reach a predetermined capacity when the vehicle 1 starts moving. This reduces the feeling of discomfort or anxiety the rider may experience due to a response delay when the vehicle 1 starts moving. The predetermined capacity is, for example, the clutch capacity corresponding to the engagement point (so-called half-clutch) of the clutch 241B.
[0055] The standby capacity may also indicate the degree of actuator operation in the region from when the actuator 241B of the clutch 231B is started to be driven until the clutch 241B reaches its engagement point, during which the clutch has not actually engaged and no power is being transmitted (the region where the clutch capacity is 0).
[0056] The ACC capacity in step S20 should preferably be a clutch capacity that does not cause creep. However, in this embodiment, the clutch capacity is controlled to the ACC capacity on the condition that the brake devices 19F and 19R are in operation (S18, S20), so creep can be prevented even if the ACC capacity is set relatively high.
[0057] In step S21, it is determined whether vehicle 1 is in a state to start moving from a stopped state. For example, if the TH opening degree becomes greater than or equal to the threshold in S12 from a stopped state, it is determined that vehicle 1 is starting. If vehicle 1 is in a state to start moving, the process proceeds to step S23; otherwise (if it is moving), it proceeds to step S22. In step S22, capacity control is performed while the vehicle is moving.
[0058] In step S23, it is determined whether the standby capacity of the clutch 241B when the vehicle 1 is stationary is the ACC capacity or not. If the standby capacity is the ACC capacity, the process proceeds to step S25; otherwise, the process proceeds to step S24.
[0059] In steps S24 and S25, capacity increase control is performed to increase the clutch capacity in order to engage the clutch 241B in order to start the vehicle 1. In step S24, normal control is performed when ACC is not set, and in step S25, ACC control is performed when ACC is set. In ACC control, the clutch capacity is increased more gradually compared to normal control. When ACC is set, the starting behavior of the vehicle 1 becomes gentler, preventing the rider from feeling uneasy.
[0060] Referring to Figures 8 and 9, an example of the change in the state of vehicle 1 when the control shown in Figure 7 is executed will be explained. Figure 8 is a timing chart showing the change in the state of vehicle 1 over time when vehicle 1 stops and starts moving while ACC is set, which is a driving scene of vehicle 1 that is the premise for the clutch capacity control shown in Figure 9. Figure 8 shows an example of the operating amount of brake devices 19F and 19R (change in fluid pressure), the change in the required torque of engine 21 while ACC is set, and the change in vehicle speed. In the vehicle speed chart, the solid line L1 illustrates the change while ACC is set, and the dashed line L2 is an example of the change while ACC is not set under the same conditions, as a comparative example.
[0061] In the example in Figure 8, vehicle 1 is gradually decelerating until time T1. At time T1, the TH opening is determined to be below the threshold (step S12 in Figure 7). At time T2, the vehicle speed of vehicle 1 is determined to be below the threshold V1 (step S14 in Figure 7). The section from time T1 to time T2 is when vehicle 1 is just before stopping, and step S15 or step S16 in Figure 7 is applied to control the clutch capacity. The section from time T2 to time T3 is when vehicle 1 is stopped, and step S19 or step S20 in Figure 7 is applied to control the clutch capacity. In the example in Figure 8, the brake devices 19F and 19R are operating during this stopped section.
[0062] At time T3, it is determined that vehicle 1 will start moving from a stopped state (step S21 in Figure 7). After time T3, vehicle 1 starts moving.
[0063] Figure 9 shows the changes in hydraulic pressure command value and clutch hydraulic pressure in the driving scene of Figure 8. The hydraulic pressure command value represents the control amount of the transmission control unit 130 for actuator 241B, and the clutch hydraulic pressure represents the hydraulic pressure of the hydraulic fluid supplied to clutch 231B. The clutch capacity of clutch 231B increases or decreases in accordance with the increase or decrease in the hydraulic pressure of the supplied hydraulic fluid. The increase or decrease in clutch hydraulic pressure in Figure 8 can be said to represent an increase or decrease in the clutch capacity of clutch 231B.
[0064] In the hydraulic pressure command value chart, the solid line L21 illustrates the change while ACC is set, and the dashed line L22, as a comparative example, illustrates the change while ACC is not set under the same conditions. In the clutch hydraulic pressure chart, the solid line L31 illustrates the change while ACC is set, and the dashed line L32, as a comparative example, illustrates the change while ACC is not set under the same conditions. Hydraulic pressure P is the hydraulic pressure corresponding to the clutch capacity at the engagement point (so-called half-clutch), and hydraulic pressure command value C is the control amount corresponding to hydraulic pressure P.
[0065] Let's focus on regions R1 and R11. These regions correspond to the period when vehicle 1 is stopped (times T2 to T3). When vehicle 1 is stopped, the hydraulic pressure command value (L21) while ACC is set is set higher than the hydraulic pressure command value (L22) when it is not set (steps S19 and S20 in Figure 7). As a result, the standby hydraulic pressure when vehicle 1 is stopped is also higher when ACC is set (clutch hydraulic pressure L31) than when it is not set (clutch hydraulic pressure L32). In other words, the standby capacity of clutch 231B is higher when ACC is set compared to when it is not set.
[0066] When it is determined at time T3 that vehicle 1 is about to start from a standstill (step S21 in Figure 7), the hydraulic pressure command value increases to raise the clutch hydraulic pressure to pressure P. When ACC is not set, the clutch hydraulic pressure reaches pressure P at time T5. When ACC is set, the clutch hydraulic pressure reaches pressure P at time T4. When ACC is set, by keeping the standby hydraulic pressure high when the vehicle is stopped, the time it takes for the clutch hydraulic pressure to reach pressure P when vehicle 1 starts to move can be shortened, reducing the discomfort and anxiety the rider may feel due to the delayed response of the clutch engagement. When it is determined at time T3 that the vehicle will start, the clutch hydraulic pressure increases before starting, allowing for a smooth start.
[0067] Next, let's consider the control of the clutch hydraulic pressure from time T1 to time T2 (steps S15 and S16 in Figure 7). As mentioned above, while ACC is set, the standby hydraulic pressure in the stopped state is high. Therefore, the hydraulic pressure command value (line L21) from time T1 to time T2 while ACC is set is lowered more gradually than the hydraulic pressure command value (line L22) when ACC is not set, and as a result, the clutch hydraulic pressure (line L31) from time T1 to time T2 while ACC is set also decreases more gradually than the clutch hydraulic pressure (line L32) when ACC is not set. Therefore, even when vehicle 1 follows the preceding vehicle V at a speed near threshold V1, the time required to return to hydraulic pressure P or higher is short, and it becomes easy to maintain an appropriate distance from the preceding vehicle V by appropriately engaging and disengaging the clutch or adjusting the speed using the throttle and half-clutch.
[0068] Next, let's focus on the control of the clutch hydraulic pressure after time T3 (steps S24 and S25 in Figure 7). After the clutch hydraulic pressure reaches hydraulic pressure P and is increased for a while, the clutch hydraulic pressure is slightly reduced to prevent stalling, decreasing the clutch capacity, and the vehicle 1 begins to move forward. Subsequently, as shown in regions R2 and R12, the clutch hydraulic pressure is increased again, and control is performed to smoothly accelerate the vehicle 1 along with the increase in torque of the engine 21. In this region R2, the hydraulic pressure command value (line L21) while ACC is set is raised more gradually than the hydraulic pressure command value (line L22) when it is not set, and as a result, the clutch hydraulic pressure (line L31) while ACC is set also rises more gradually than the clutch hydraulic pressure (line L32) when it is not set. While ACC is set, the starting behavior of the vehicle 1 becomes gentler, preventing the rider from feeling uneasy.
[0069] <Second Embodiment> In the first embodiment, the standby capacity was set to the ACC capacity on the condition that the brake devices 19F and 19R were activated while the ACC was being set (steps S18 and S20 in Figure 7). However, if creep does not occur strongly, the standby capacity may be set to the ACC capacity without requiring the brakes to be activated.
[0070] <Third Embodiment> In the first embodiment, the standby capacity of the clutch 231B when the vehicle 1 is stationary is changed depending on whether or not the ACC is set, thereby shortening the time it takes for the clutch capacity to reach a predetermined capacity. However, the method for shortening the time it takes for the clutch capacity to reach a predetermined capacity is not limited to this. For example, the hydraulic pressure command value at the time of starting may be set to a larger value to speed up the rise of the clutch hydraulic pressure.
[0071] Figure 10 shows the difference between the hydraulic command value and the change in clutch hydraulic pressure in the driving scene of Figure 8 in this embodiment. The standby hydraulic pressure when vehicle 1 is stationary is the same regardless of whether ACC is set or not. Therefore, the control of the clutch capacity from time T1 to time T2 is the same regardless of whether ACC is set or not.
[0072] On the other hand, as shown in region R3, when the clutch hydraulic pressure is raised to hydraulic pressure P in order for vehicle 1 to start from a standstill at time T3, the hydraulic pressure command value (solid line L21) is increased compared to the hydraulic pressure command value (dashed line L22) when ACC is set. As a result, when ACC is not set, the clutch hydraulic pressure reaches hydraulic pressure P at time T5, but when ACC is set, the clutch hydraulic pressure reaches hydraulic pressure P at time T4. When ACC is set, the time it takes for the clutch hydraulic pressure to reach hydraulic pressure P can be shortened by increasing the hydraulic pressure command value at the time of starting. Furthermore, after time T4, once the necessary starting hydraulic pressure has been reached, the hydraulic pressure command value can be temporarily lowered to approximately the same level as the dashed line L22 to smooth the clutch engagement. In this way, even if the hydraulic pressure command value is increased when raising the clutch hydraulic pressure to hydraulic pressure P, it is possible to reduce the feeling of discomfort or anxiety that the rider may experience due to a response delay when vehicle 1 starts.
[0073] <Fourth Embodiment> As described above, a DCT was given as an example of the automatic transmission 22, but other types of automatic transmissions such as automated manual transmissions (AMTs) may also be used. In that case, an electric clutch driven by a clutch actuator powered by a motor may be used instead of the hydraulic clutch 230.
[0074] In the fourth embodiment, the clutch actuator 450 may control the operating torque applied to the release shaft 453 in order to engage and disengage the clutch 426. The clutch actuator 450 includes an electric motor 452 (hereinafter simply referred to as motor 452) as a drive source and a reduction mechanism 451 that transmits the driving force of motor 452 to the release shaft 453. The reduction mechanism 451 includes a first reduction shaft 457 and a second reduction shaft 458. Each of these shafts 457 and 458 is provided with a first rotation angle sensor 457d and a second rotation angle sensor 458d for detecting the rotation angle.
[0075] Furthermore, the clutch 26 in the fourth embodiment is a multi-plate clutch in which a plurality of clutch plates 435 are stacked in the axial direction, and is a wet clutch located in the oil chamber within the cover 417a that spans the right side of the covers 417a, 417c, and 417d of the transmission case. The clutch 426 comprises a clutch outer 33, a clutch center 34, and a plurality of clutch plates 435.
[0076] The clutch outer 433 is driven by rotational power constantly transmitted from the engine's crankshaft (not shown). The clutch center 434 is located inside the clutch outer 433 and is supported by the main shaft 422 so as to be integrally rotatable. Multiple clutch plates 435 are stacked between the clutch outer 433 and the clutch center 434 and engage them by friction.
[0077] To the right of the stacked clutch plates 435, a pressure plate 436, approximately the same diameter as the clutch plates 435, is positioned. The pressure plate 436 is biased to the left by the elastic load of the clutch spring 437, causing the stacked clutch plates 435 to press against each other (frictionally engage). As a result, the clutch 426 becomes connected, enabling power transmission. The clutch 426 is a normally closed clutch, which remains connected under normal circumstances when there is no external input.
[0078] The aforementioned pressure contact (friction engagement) is released by the operation of a release mechanism 438 located inside the cover 417a. The release mechanism 438 is operated by at least one of the following: operation of a clutch lever (not shown) by the occupant, and application of torque by a clutch actuator 450.
[0079] The release mechanism 438 comprises a lifter shaft 439 and a release shaft 453. The lifter shaft 439 is held within the right side of the main shaft 422 so as to be reciprocating in the axial direction. The release shaft 453 is positioned perpendicular to the lifter shaft 439 in the axial direction and is held within the outer part of the cover 417a so as to be rotatable around its axis.
[0080] The upper part of the release shaft 453 protrudes to the outside of the cover 417a, and a driven clutch lever 454 is integrally rotatably mounted to the upper part of the release shaft 453. The driven clutch lever 454 is connected to the clutch lever via an operating cable (not shown) and can also be operated manually. A return spring (not shown) is also attached to the driven clutch lever 454. The return spring applies a biasing force to the driven clutch lever 454 in the opposite direction to the rotation caused by the operation of the clutch operator (rotation in the clutch disengagement direction).
[0081] A lower return spring (not shown) is attached to the lower part of the release shaft 453. The lower return spring applies a biasing force to the release shaft 453 in the opposite direction to the rotation in the clutch disengagement direction.
[0082] An eccentric cam portion 438a is provided at the lower part of the release shaft 453, located inside the cover 417a. The eccentric cam portion 438a engages with the right end of the lifter shaft 439. As the release shaft 453 rotates around its axis, the eccentric cam portion 438a moves the lifter shaft 439 to the right. The lifter shaft 439 is configured to reciprocate integrally with the pressure plate 436 of the clutch 426. Therefore, when the lifter shaft 439 moves to the right, the pressure plate 436 moves (lifts) to the right against the biasing force of the clutch spring 437. This releases the frictional engagement between the stacked clutch plates 435. As a result, the normally closed clutch 426 becomes disengaged, rendering it unable to transmit power.
[0083] Furthermore, the release mechanism 438 is not limited to an eccentric cam mechanism, but may also include a rack and pinion, a lead screw, etc. The mechanism connecting the clutch lever and the driven clutch lever 454 is not limited to an operating cable, but may also include a rod, a link, etc.
[0084] In this embodiment, the gear shift control unit 130 controls the current supplied to the motor 452 in order to automatically control the clutch capacity of the clutch 426, based on a pre-set calculation program. The current supplied to the motor 452 is determined from its correlation with the torque output by the motor 452.
[0085] The clutch actuator 450 comprises a motor 452 and a reduction mechanism 451. The motor 452 is, for example, a DC motor and is positioned, for example, parallel to the release shaft 453 in the axial direction. The motor 452 is positioned so that the drive shaft 455 protrudes upward. The reduction mechanism 451 transmits the driving force of the motor 452 to the release shaft 453.
[0086] The reduction mechanism 451 reduces the rotational power output from the motor 452 and transmits it to the release shaft 453. The reduction mechanism 451 includes, for example, a gear train that is parallel to the release shaft 453 in the axial direction. The reduction mechanism 451 includes a drive gear 455a, a first reduction gear 457a, a first small diameter gear 457b, a second reduction gear 458a, a second small diameter gear 458b, a driven gear 463a, and a gear case 459.
[0087] The drive gear 455a is integrally mounted on the drive shaft 455 of the motor 452. The first reduction gear 457a meshes with the drive gear 455a. The first small diameter gear 457b is mounted coaxially with the first reduction gear 457a. The second reduction gear 458a meshes with the first small diameter gear 457b. The second small diameter gear 458b is mounted coaxially with the second reduction gear 458a. The driven gear 463a meshes with the second small diameter gear 458b. The gear case 459 houses each gear.
[0088] The first reduction gear 457a and the first small-diameter gear 457b are supported on the first support shaft 457c so as to be integrally rotatable. The first reduction gear 457a, the first small-diameter gear 457b, and the first support shaft 457c constitute the first reduction shaft 457. The second reduction gear 458a and the second small-diameter gear 458b are supported on the second support shaft 458c so as to be integrally rotatable. The second reduction gear 458a, the second small-diameter gear 458b, and the second support shaft 458c constitute the second reduction shaft 458. The first support shaft 457c and the second support shaft 458c are each rotatably supported on the gear case 459. The second reduction gear 458a is a sector-shaped gear centered on the second support shaft 458c. The second reduction gear 458a is positioned to extend forward of the second support shaft 458c and outward in the vehicle width direction.
[0089] The driven gear 463a is rotatably mounted integrally with the release shaft 453. The driven gear 463a is a sector-shaped gear at the center of the release shaft 453. The driven gear 463a is positioned to spread out in front of the release shaft 453.
[0090] With this configuration, the motor 452 and the release shaft 453 can be constantly linked via the reduction mechanism 451. This creates a system in which the clutch actuator 450 directly engages and disengages the clutch 426.
[0091] A first rotation angle sensor 457d and a second rotation angle sensor 458d are provided on the upper surface of the gear case 459. The first rotation angle sensor 457d and the second rotation angle sensor 458d are connected to one end of the first reduction shaft 457 and the second reduction shaft 458, respectively, to detect their rotation angles.
[0092] In the fourth embodiment, clutch control is performed as follows. In the graph of Figure 12, the vertical axis shows the torque (Nm) and clutch capacity (%) generated in the release shaft 453, and the horizontal axis shows the operating angle (deg) of the release shaft 453. The correlation between the release shaft operating angle and the torque generated by the release shaft is shown by line L11 in the graph. The correlation between the release shaft operating angle and the clutch capacity is shown by line L12 in the graph.
[0093] When the torque generated by the release shaft is 0, there is no operational input (input to the disengage side) to the clutch 426, and the clutch capacity is 100%. That is, the clutch 426 maintains the engaged state. This state corresponds to region A on the horizontal axis of Figure 12. Region A is the play region of the release mechanism. In region A, there is no output from the motor 452, and the torque generated by the release shaft remains at "0". In region A, there is no operation of the clutch 426, and the clutch capacity remains at 100%.
[0094] Subsequently, as the release shaft operating angle increases and passes through the free-play region A, it transitions to the half-clutch region B. In the half-clutch region B, the release shaft torque generated by the operation of the motor 452 begins to increase, causing the release shaft 453 to rotate and move the lifter shaft 453 to the right, thereby lifting the clutch 426 and reducing the clutch capacity. In other words, when the transmission control unit 130 reduces the clutch capacity of the clutch 426, it increases the output of the motor 452 to increase the release shaft torque applied to the release shaft 453 and increases the release shaft operating angle.
[0095] When the release shaft operating angle passes the touch point TP, which is the end point on the disengagement side of the half-clutch region B, it enters the clutch disengagement region C, where the clutch capacity remains equivalent to "0". The clutch disengagement region C is the operating margin region for the release mechanism 438 to operate up to its mechanical operating limit position. Note that CP indicates the full lift position, which is the end point of the clutch disengagement region C. In the clutch disengagement region, a standby position SP is set. The standby position SP is set higher than the torque at the touch point TP, where the clutch 246 begins to engage, and is the upper limit of the torque applied by the clutch actuator 450. At the touch point TP, some torque transmission may occur due to operating errors, but by applying torque generated by the release shaft up to the torque of the standby position SP, torque transmission from the clutch 426 is completely shut off. In other words, in the fourth embodiment, the clutch capacity is controlled by changing the torque generated by the release shaft.
[0096] Other clutch operating mechanisms may include those that control clutch capacity by, for example, transmitting power from a reduction mechanism via a hydraulic cylinder to separate friction plates from clutch plates, or by using springs to bring them into close contact. In this configuration, reducing clutch capacity is achieved by decreasing the current supplied to the motor and lowering the motor output.
[0097] Referring to Figures 8 and 13, an example of the control of the clutch actuator 450 when the control shown in Figure 7 is performed in this embodiment will be described. Note that Figure 8 is the same as in the first embodiment, so a detailed explanation will be omitted.
[0098] Figure 13 shows an example of clutch actuator 450 control, illustrating the change in the release shaft operating angle as viewed from the operating limit position of the release mechanism 438. Specifically, in Figure 12, after the release shaft 453 operates and the release shaft operating angle exceeds TP in the clutch disengagement region C, it shows the change in the operating angle when the release shaft operating angle is returned to the half-clutch region B and the free-play region A. An increase in the release shaft operating angle here indicates a direction approaching the half-clutch region B and the free-play region A. In this case, the clutch capacity increases or decreases in accordance with the increase or decrease in the release shaft operating angle.
[0099] In Figure 13, the solid line L41 illustrates the changes while ACC is set, and the dashed line L42, as a comparative example, illustrates the changes while ACC is not set under the same conditions.
[0100] Let's focus on region R4. This region corresponds to the period when vehicle 1 is stopped (times T2 to T3). When vehicle 1 is stopped, the release shaft operating angle (L41) while ACC is set is controlled to be higher than the release shaft operating angle (L42) when ACC is not set (corresponding to steps S19 and S20 in Figure 7). In other words, the standby release shaft operating angle of the clutch 246B is higher when ACC is set compared to when it is not set.
[0101] At time T3, when it is determined that vehicle 1 is starting from a standstill (corresponding to step S21 in Figure 7), the release shaft operating angle increases to the touch point TP. When ACC is not set, the release shaft operating angle reaches the touch point TP at time T5. When ACC is set, the release shaft operating angle reaches the touch point TP at time T4. When ACC is set, by increasing the standby angle in the stationary state, the time it takes for the release shaft operating angle to reach the touch point TP when vehicle 1 starts moving can be shortened, and the discomfort and anxiety caused to the rider by the delay in clutch engagement response can be reduced.
[0102] Next, we focus on the control of the release shaft operating angle from time T1 to time T2 (corresponding to steps S15 and S16 in Figure 7). As mentioned above, the release shaft operating angle in the stopped state is large when ACC is set. Therefore, the release shaft operating angle (line L41) from time T1 to time T2 when ACC is set is lowered more gradually than when it is not set (line L42). As a result, even when vehicle 1 follows the preceding vehicle V at a speed near threshold V1, the return time to touch point TP is short, and it becomes easy to maintain an appropriate distance from the preceding vehicle V by appropriately engaging and disengaging the clutch 426 or adjusting the speed using the throttle and half-clutch.
[0103] Next, we focus on the control of the release shaft operating angle from time T3 onward (corresponding to steps S24 and S25 in Figure 7). From time T3, the release shaft operating angle gradually increases, and at time T4, the vehicle 1 starts moving as the release shaft operating angle exceeds the touch point TP. Subsequently, as shown in region R5, the release shaft operating angle is increased again, and control is performed to smoothly accelerate the vehicle 1 along with the increase in torque of the engine 21. In this region R5, the release shaft operating angle (line L41) while ACC is set is increased more gradually than the release shaft operating angle (line L42) when it is not set. While ACC is set, the starting behavior of the vehicle 1 becomes gentler, preventing the rider from feeling uneasy.
[0104] In the fourth embodiment, more preferably, an electric or hydraulic shift actuator is provided that rotates the shift drum to a predetermined angle to shift the gear of the transmission, and the control device automatically operates the shift actuator according to driving conditions such as vehicle speed, thereby enabling gear changes without the rider having to use the shift pedal or shift switch. As a result, the rider does not need to operate the clutch or shift gears, and the riding comfort can be improved by simplifying operation while driving with ACC (Adaptive Cruise Control).
[0105] <Summary of Embodiments> The above embodiments disclose at least the following saddle-type vehicles and control methods.
[0106] Item 1. A saddle-type vehicle (1) comprising: an engine (21); a transmission (220) that shifts the output of the engine (21) at a predetermined gear ratio and outputs it; a clutch (230) that disconnects and engages the transmission of the engine's driving force to the transmission; and an actuator (241) that drives the clutch (230), wherein the saddle-type vehicle (1) comprises: a clutch control means (130) that controls the actuator (241) to automatically control the clutch capacity of the clutch (230); and a driving control means (110) that performs driving control to automatically accelerate and decelerate the saddle-type vehicle (1), wherein when the saddle-type vehicle (1) starts from a stopped state, the clutch control means (130) performs capacity control to control the actuator (241) so that the clutch capacity reaches a predetermined clutch capacity corresponding to the clutch engagement point from a standby capacity, and in the capacity control, when the execution of the driving control is set, the actuator is controlled so that the time it takes for the clutch capacity to reach the predetermined capacity from a standby capacity is shorter than when it is not set. A saddle-type vehicle characterized by the above. According to this embodiment, when the execution of the driving control is set, the control is performed so that the time until the clutch capacity reaches the predetermined capacity is shortened, so that when the saddle-type vehicle is automatically accelerated when starting, the discomfort or anxiety caused to the rider by the response delay can be reduced.
[0107] Item 2. A saddle-type vehicle (1) as described in Item 1, characterized in that, in the capacity control, when the execution of the driving control is set, the actuator (241) is controlled such that the standby capacity of the saddle-type vehicle (1) before starting is higher than when it is not set. According to this embodiment, when the execution of the driving control is set, by increasing the standby capacity before starting, the time until the clutch capacity reaches the predetermined capacity at the time of starting can be shortened.
[0108] Item 3. A saddle-type vehicle (1) as described in Item 1, wherein, in the capacity control, the execution of the driving control is set and the brakes (19F, 19R) of the saddle-type vehicle (1) are activated, the actuator (241) is controlled to increase the clutch capacity before the saddle-type vehicle (1) starts compared to when the execution of the driving control is not set. According to this embodiment, creep can be prevented when the vehicle is stationary, and the clutch capacity before starting can be increased, shortening the time it takes for the clutch capacity to reach the predetermined capacity when starting.
[0109] Item 4. A saddle-type vehicle (1) as described in Item 3, characterized in that, when the brakes (19F, 19R) of the saddle-type vehicle (1) are applied, the clutch capacity of the saddle-type vehicle (1) before starting is set to increase to approximately the predetermined clutch capacity. According to this embodiment, the vehicle can be started smoothly.
[0110] Item 5. A saddle-type vehicle (1) as described in Item 1, wherein the clutch control means (130) controls the actuator (241) such that when the saddle-type vehicle (1) starts moving from a stopped state, the clutch capacity increases more gradually when the execution of the driving control is set compared to when it is not set. According to this embodiment, when the execution of the driving control is set, the starting behavior of the saddle-type vehicle becomes gentler, preventing the rider from feeling uneasy.
[0111] Item 6. A saddle-type vehicle (1) as described in Item 1, wherein the clutch (231) is a hydraulically operated clutch, and the clutch control means (130) controls the actuator (241) to control the hydraulic pressure supplied to the clutch (231). According to this embodiment, the clutch capacity can be controlled by hydraulic control.
[0112] Item 7. A saddle-type vehicle (1) as described in Item 1, wherein the actuator (450) includes a motor (52), the clutch (426) is an electric clutch, and the clutch control means (130) controls the motor (52) to control the clutch capacity of the clutch (426). According to this embodiment, in the control of an actuator driven by a motor, the clutch capacity can be appropriately controlled during automatic starting when the execution of driving control is set, thereby reducing the discomfort and anxiety given to the rider.
[0113] Item 8. A control method for a saddle-type vehicle (1) comprising: an engine (21); a transmission (220) that shifts the output of the engine (21) at a predetermined gear ratio and outputs it; a clutch (230) that disconnects and engages the transmission of the driving force of the engine (21) to the transmission (220); and an actuator (241) that drives the clutch (230), comprising: a clutch control step of controlling the actuator (241) to automatically control the clutch capacity of the clutch (230); and a driving control step of executing driving control to automatically accelerate and decelerate the saddle-type vehicle (1), wherein in the clutch control step, when the saddle-type vehicle (1) starts moving from a stopped state, capacity control is performed to control the actuator (241) so that the clutch capacity reaches a predetermined clutch capacity corresponding to the clutch engagement point from a standby capacity, and in the capacity control, if the execution of the driving control is set, the actuator (241) is controlled so that the time it takes for the clutch capacity to reach the predetermined clutch capacity from a standby capacity is shorter than when it is not set. A control method characterized by the above. According to this embodiment, when the execution of the driving control is set, the control is performed so that the time until the clutch capacity reaches the predetermined capacity is shortened, so that when the saddle-type vehicle is automatically accelerated when starting, the discomfort or anxiety caused to the rider by the response delay can be reduced.
[0114] Although embodiments of the invention have been described above, the invention is not limited to the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention. Accordingly, in order to make the scope of the present invention public, the following claims are attached.
[0115] 1. Saddle-type vehicle, 19F brake, 19R brake, 21. Engine, 22. Automatic transmission, 100. Control device, 110. Driving control unit, 120. Engine control unit, 130. Transmission control unit, 111. Processing unit, 121. Processing unit, 131. Processing unit, 112. Memory unit, 122. Memory unit, 132. Memory unit, 113. Interface (I / F), 123. Interface (I / F), Interface (I / F), 133, 200. Input unit, 230. Clutch, 241. Actuator, 300. Sensor group, 301. External sensor, 302. Vehicle speed sensor, 303. Throttle opening sensor
Claims
1. A saddle-type vehicle (1) comprising: an engine (21); a transmission (220) that shifts the output of the engine (21) at a predetermined gear ratio and outputs it; a clutch (230) that disconnects and engages the transmission of the engine's driving force to the transmission; and an actuator (241) that drives the clutch (230), wherein the saddle-type vehicle (1) comprises: a clutch control means (130) that controls the actuator (241) to automatically control the clutch capacity of the clutch (230); and a driving control means (110) that performs driving control to automatically accelerate and decelerate the saddle-type vehicle (1), wherein the clutch control means (130) performs capacity control that controls the actuator (241) so that the clutch capacity reaches a predetermined clutch capacity corresponding to the clutch engagement point from the standby capacity when the saddle-type vehicle (1) starts moving from a stopped state, A saddle-type vehicle characterized in that, in the capacity control described above, when the execution of the driving control is set, the actuator is controlled such that the time it takes for the clutch capacity to reach the predetermined clutch capacity from the standby capacity is shorter than when the execution of the driving control is not set.
2. A saddle-type vehicle (1) according to claim 1, characterized in that, in the capacity control, the actuator (241) is controlled such that the standby capacity before starting the saddle-type vehicle (1) is higher when the execution of the driving control is set compared to when it is not set.
3. A saddle-type vehicle (1) according to claim 1, wherein, in the capacity control, the execution of the driving control is set and the brakes (19F, 19R) of the saddle-type vehicle (1) are activated, the actuator (241) is controlled to be higher than when the execution of the driving control is not set, so that the clutch capacity before the saddle-type vehicle (1) starts moving.
4. A saddle-type vehicle (1) according to claim 3, characterized in that, when the brakes (19F, 19R) of the saddle-type vehicle (1) are applied, the clutch capacity of the saddle-type vehicle (1) before starting is set to increase to approximately the predetermined clutch capacity.
5. A saddle-type vehicle (1) according to claim 1, wherein the clutch control means (130) controls the actuator (241) such that when the saddle-type vehicle (1) starts moving from a stopped state, the clutch capacity increases more gradually when the execution of the driving control is set compared to when it is not set.
6. A saddle-type vehicle (1) according to claim 1, wherein the clutch (231) is a hydraulically operated clutch, and the clutch control means (130) controls the actuator (241) to control the hydraulic pressure supplied to the clutch (231).
7. A saddle-type vehicle (1) according to claim 1, wherein the actuator (450) includes a motor (52), the clutch (426) is an electric clutch, and the clutch control means (130) controls the motor (52) to control the clutch capacity of the clutch (426).
8. A control method for a saddle-type vehicle (1) comprising: an engine (21); a transmission (220) that shifts the output of the engine (21) at a predetermined gear ratio and outputs it; a clutch (230) that disconnects and engages the transmission of the driving force of the engine (21) to the transmission (220); and an actuator (241) that drives the clutch (230), the method comprising: a clutch control step of controlling the actuator (241) to automatically control the clutch capacity of the clutch (230); and a driving control step of performing driving control to automatically accelerate and decelerate the saddle-type vehicle (1), wherein in the clutch control step, when the saddle-type vehicle (1) starts moving from a stopped state, capacity control is performed to control the actuator (241) so that the clutch capacity reaches a predetermined clutch capacity corresponding to the clutch engagement point from the standby capacity, The control method is characterized in that, in the capacity control described above, when the execution of the driving control is set, the actuator (241) is controlled such that the time it takes for the clutch capacity to reach the predetermined clutch capacity from the standby capacity is shorter than when the execution of the driving control is not set.