Motorcycle Engine Speed Control via Segmentation and Dynamics
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Solution Overview
Problem
Conventional vehicle control devices for motorcycles struggle to set an engine rotation speed that balances comfort and desired driving force, as they primarily optimize for fuel efficiency rather than rider comfort.
Innovation Solution
A vehicle control device that calculates a target engine rotation speed based on vehicle speed and accelerator operation, allowing for independent control of driving force through throttle opening degree and engine rotation speed, enabling a comfortable riding experience while achieving desired driving dynamics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If the target engine rotation speed is set to optimize fuel efficiency, then fuel consumption is improved, but the sense of riding comfort deteriorates
Solution Approach 1:
The patent segments the control of engine rotation speed into two independent components: a basic engine rotation speed (optimized for fuel efficiency) and a correction amount (adjusted for riding comfort). This allows the control device to separately optimize fuel efficiency while independently adjusting riding comfort, resolving the contradiction between these two requirements.
Solution Approach 2:
The patent changes the parameter of engine rotation speed by introducing a correction amount that adjusts the basic engine rotation speed. This parameter change enables the system to shift between fuel efficiency optimization and riding comfort optimization dynamically, resolving the contradiction by allowing both states to be achieved under different conditions.
2Speed
If the engine rotation speed is increased to improve acceleration response, then driving force is improved, but fuel consumption increases
Solution Approach 1:
The patent makes the engine rotation speed dynamic by introducing a correction amount that can be adjusted in real-time based on driving conditions. This dynamic adjustment allows the system to increase engine rotation speed for acceleration response when needed, while returning to fuel-efficient operation during steady-state driving, thus resolving the contradiction between acceleration response and fuel consumption.
Solution Approach 2:
The patent changes the engine rotation speed parameter dynamically through the correction amount mechanism. This allows temporary increases in rotation speed for acceleration while maintaining overall fuel efficiency, resolving the contradiction by enabling conditional parameter changes rather than fixed operation mode.
3Power
If the target engine rotation speed is calculated based on accelerator operation amount, then driving force control is improved, but the ability to maintain comfortable rotation speed deteriorates
Solution Approach 1:
The patent segments the target engine rotation speed calculation into two parts: basic engine rotation speed (maintains comfortable rotation speed) and correction amount (provides driving force control). This segmentation allows both functions to operate independently and be combined, resolving the contradiction between driving force control and comfortable rotation speed maintenance.
Solution Approach 2:
The correction amount acts as an intermediary between the basic engine rotation speed and the final target engine rotation speed. It mediates the conflict between maintaining comfortable rotation speed and providing driving force control, allowing the system to achieve both objectives through the intermediate adjustment step.
Data Source
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AI summary
An object of the present invention is to provide a vehicle control device and a motorcycle capable of setting an engine rotation speed to a rotation speed that can attain comfortable riding and readily obtaining a desired driving force. In a vehicle control device according to the present invention, a basic rotation speed calculation unit (11A) calculates a basic engine rotation speed, based on information concerning a vehicle speed; a rotation speed correction unit (11H) calculates a target engine rotation speed, based on the basic engine rotation speed; and a target transmission ratio calculation unit (13) calculates a target transmission ratio, based on the target engine rotation speed. A driving force target calculation unit (15) calculates a target engine torque, based on an accelerator operation amount and the basic engine rotation speed; and a target throttle opening degree calculation unit (18) calculates a target throttle opening degree, based on the target engine torque and the target engine rotation speed. The rotation speed correction unit (11H) calculates the target engine rotation speed, based on the basic engine rotation speed and a value concerning the driving force of the vehicle.