JP5285512B2 - Vehicle engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve judgment accuracy of a slip of a wheel to a road surface. <P>SOLUTION: When it is judged that a monitor value M which is a value corresponding to difference of rotation speeds of front and rear wheels exceeds a first slip threshold value M<SB>1</SB>, initial traction control reducing driving force of the rear wheel 3 is started. In continuous traction control, driving force of the rear wheel 3 is reduced when it is judged that the monitor value M exceeds a second slip threshold value M<SB>2</SB>which is a value less than the first slip threshold value M<SB>1</SB>and driving force of the rear wheel 2 is increases when it is judged that the monitor value M is less than a grip threshold value which is a value less than the second slip threshold value M<SB>1</SB>. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an engine control device for a vehicle that enables control for retarding ignition timing.

  2. Description of the Related Art Conventionally, there has been proposed a traction control device that reduces the driving force of an engine and restores the gripping force of the driving wheel to the road surface when the driving wheel of the vehicle slips with respect to the road surface (see, for example, Patent Document 1). . According to this device, when the rate of increase in engine speed exceeds a predetermined threshold value, traction control is executed to reduce the driving force by retarding the ignition timing of the engine from the optimum timing, thereby preventing slippage. Is planned.

Japanese Patent Laid-Open No. 7-103090

  By the way, if the ignition timing is retarded, ignition is performed when the piston passes the top dead center, so that the air-fuel mixture in the cylinder is exhausted before being completely combusted. Therefore, if the state of being largely retarded continues for a long time, the unburned gas flowing out to the exhaust system increases, and the burden on the catalyst provided in the exhaust system increases.

  Accordingly, an object of the present invention is to protect a catalyst provided in an exhaust system of a vehicle that enables control for retarding the ignition timing.

The present invention has been made in view of the above-described circumstances, and a vehicle engine control apparatus according to the present invention includes an ignition control unit that controls ignition timings of a plurality of cylinders of an engine, and a plurality of cylinders. Fuel control means for controlling the fuel supply amount; and traction control means for executing traction control for retarding the ignition timing and reducing the driving force of the drive wheels when a predetermined start condition is satisfied , the fuel control The means includes the condition that the ignition timing is retarded during execution of the traction control, and the ignition timing in the normal control state in which the ignition timing in the traction control execution state is the non-execution time of the traction control. If the state where the first condition is satisfied including a condition that is retarded more than a predetermined angle continues longer than a predetermined time for the season, the traction control And executes the temporary cylinder deactivation control to pause the fuel supply to some cylinders of the plurality of cylinders remains running state.

According to the above configuration, when the ignition timing is retarded for a long time, the fuel supply to some cylinders is stopped while the traction control is being executed , so that an appropriate engine output for traveling even keeping, it is possible to reduce the unburned gas in the exhaust gas to protect the catalyst provided in the exhaust system. The start condition of the cylinder resting control includes not only that the ignition timing is retarded for a predetermined time or more, but also that the ignition timing is retarded by a predetermined angle or more. In other words, when the retard amount is small, the amount of unburned gas that reaches the catalyst is also relatively small, so even if the ignition timing is retarded for a long time, the cylinder resting control is not performed and the engine output is maintained. To do. Therefore, both catalyst protection and engine output performance can be achieved.

  The first condition may include a condition that the engine speed is equal to or greater than a first predetermined value.

  According to the above-described configuration, the start condition of the cylinder deactivation control includes not only that the ignition timing is retarded for a predetermined time or longer but also that the engine speed is equal to or higher than the first predetermined value. That is, when the engine speed is small, the cylinder rest control is not performed even if the ignition timing is retarded for a long time, and the engine output is maintained. When the engine speed is small, the number of explosion strokes per unit time is reduced and the amount of exhaust gas is reduced, so that the amount of unburned gas that reaches the catalyst is also relatively small. Therefore, both engine output performance and catalyst protection can be achieved. In addition, when the engine speed is small, the cylinder deactivation control is not performed, so that the deterioration of the running feeling can be reduced, and it is useful for preventing engine stall.

When the second condition including the condition that the engine speed is less than the second predetermined value is satisfied during execution of the cylinder resting control, the fuel control means is configured to perform the idling while the traction control is being performed. The cylinder control may be terminated.

  According to the above configuration, when the engine speed decreases during execution of the cylinder resting control, the cylinder resting control is terminated and the engine output increases. When the engine speed is small, the number of explosion strokes per unit time is reduced and the amount of exhaust gas is reduced, so that the amount of unburned gas that reaches the catalyst is also relatively small. Therefore, both engine output performance and catalyst protection can be achieved. In addition, when the engine speed decreases, the cylinder resting control is terminated to reduce the deterioration of the running feeling, and it is useful for preventing engine stall.

When the second condition including the condition that the engine speed is less than the second predetermined value is satisfied during execution of the cylinder resting control, the fuel control means is configured to perform the idling while the traction control is being performed. The cylinder control is terminated, and the second condition includes a condition that the engine speed is less than the second predetermined value, and the second predetermined value is less than the first predetermined value. Good. By doing so, it is possible to prevent the idle cylinder control from starting unnecessarily, and it is possible to prevent the idle cylinder control from frequently starting and ending .

The first condition may include a condition that a time-series integrated value of the retard amount of the ignition timing by the traction control is a certain value or more .

  As is clear from the above description, according to the present invention, when the ignition timing is retarded for a long time, the fuel supply to the cylinder is stopped, so that the unburned gas in the exhaust gas can be reduced, The catalyst provided in the exhaust system can be protected.

1 is a left side view of a motorcycle with a slip suppression function according to a first embodiment of the present invention. FIG. 2 is an overall block diagram showing a slip suppression control device mounted on the motorcycle shown in FIG. 1. FIG. 3 is a principal block diagram for mainly explaining an engine ECU of the slip suppression control device shown in FIG. 2. It is a flowchart explaining the main process of engine ECU shown in FIG. 5 is a flowchart of an initial traction control process shown in FIG. It is a flowchart of the first half part of the continuous traction control process shown in FIG. 5 is a flowchart of the latter half of the continuous traction control process shown in FIG. It is a graph and timing chart explaining the initial traction control and the continuous traction control when a continuous slip occurs. It is a map for determining the 1st slip threshold value shown in FIG. It is a graph explaining the relationship between a vehicle body inclination angle and a monitoring value. FIG. 9 is a correction map for correcting the first slip threshold value shown in FIG. 8. FIG. It is a graph and timing chart which show the modification of overshoot prevention. It is a graph and timing chart explaining the initial traction control and the continuous traction control when an instantaneous slip occurs. 5 is a flowchart of a start control process shown in FIG. It is the graph and timing chart explaining start control processing. It is a flowchart of the forced termination control process shown in FIG. It is a graph and timing chart explaining forced termination control processing. 5 is a flowchart of a catalyst protection control process shown in FIG. It is a graph for demonstrating a catalyst protection control process. It is a flowchart of a switch-off control process. It is a flowchart of the switch-off control process which concerns on 2nd Embodiment of this invention. It is a flowchart of the switch-off control process which concerns on 3rd Embodiment of this invention. It is a flowchart of the initial traction control process which concerns on 4th Embodiment of this invention. It is a graph and timing chart explaining the initial traction control in the case where a momentary slip occurs. It is a graph and timing chart explaining the initial traction control and the continuous traction control when a continuous slip occurs. 26 is an ignition timing basic amount map for determining a retard amount in the initial traction control shown in FIGS. 24 and 25. FIG. FIG. 26 is a threshold map for determining a first slip threshold shown in FIGS. 24 and 25. FIG. It is a graph and timing chart when the engine speed of the forced termination control process which concerns on 5th Embodiment of this invention is low. It is a graph and timing chart when the engine speed of the forced termination control process which concerns on 5th Embodiment of this invention is high. It is a flowchart of the initial traction control process which concerns on 6th Embodiment of this invention. It is a flowchart of the continuous traction control process which concerns on 6th Embodiment of this invention. FIG. 32 is a graph and timing chart illustrating the control processing of FIGS. 30 and 31. FIG. 3 is a three-dimensional threshold map for determining a second slip threshold. It is an ignition timing lower limit value map for determining the lower limit value of the ignition timing.

  Embodiments according to the present invention will be described below with reference to the drawings. In addition, the concept of the direction used in the following description is based on the direction seen from the driver who rides the motorcycle.

(First embodiment)
FIG. 1 is a left side view of a motorcycle 1 with a slip suppression function according to a first embodiment of the present invention. As shown in FIG. 1, a motorcycle 1 (vehicle) includes a front wheel 2 and a rear wheel 3 that roll on a road surface R. The rear wheel 3 is a driving wheel and the front wheel 2 is a driven wheel. The front wheel 2 is rotatably supported by a lower end portion of a front fork 4 extending substantially in the vertical direction, and the front fork 4 is provided at an upper bracket (not shown) provided at the upper end portion thereof and below the upper bracket. It is supported by a steering shaft (not shown) through an under bracket (not shown). The steering shaft is rotatably supported by the head pipe 5. A bar-type handle 6 extending to the left and right is attached to the upper bracket.

  A throttle grip 7 (see FIG. 2) held by the driver's right hand of the handle 6 is a throttle input means for operating a throttle device 16 to be described later by being rotated by twisting of the wrist. A clutch lever 8 (clutch input means) is provided in front of the grip held by the driver's left hand of the handle 6. The driver can turn the front wheel 2 in a desired direction using the steering shaft as a rotation axis by rotating the handle 6.

  A pair of left and right main frames 9 extend rearward from the head pipe 5 while being slightly inclined downward, and a pair of left and right pivot frames 10 are connected to the rear portion of the main frame 9. The pivot frame 10 is pivotally supported by a front end portion of a swing arm 11 extending substantially in the front-rear direction. A rear wheel 3 is rotatably supported by the rear end portion of the swing arm 11. A fuel tank 12 is provided behind the handle 6, and a seat 13 for riding a driver is provided behind the fuel tank 12.

  Between the front wheel 2 and the rear wheel 3, a parallel four-cylinder engine E is mounted in a state supported by the main frame 9 and the pivot frame 10. A transmission 14 is connected to the engine E, and a driving force output from the transmission 14 is transmitted to the rear wheel 3 via the chain 15. A throttle device 16 disposed inside the main frame 9 is connected to an intake port (not shown) of the engine E. An air cleaner 19 disposed below the fuel tank 12 is connected to the upstream side of the throttle device 16 and is configured to take in outside air using traveling wind pressure from the front. An engine ECU 17 (electronic control unit) that is an engine control device that controls the throttle device 16, the ignition device 26 (see FIG. 2), the fuel injection device (not shown), and the like is disposed in the internal space below the seat 14. Contained.

  FIG. 2 is an overall block diagram showing the slip suppression control device 18 mounted on the motorcycle 1 shown in FIG. As shown in FIG. 2, the slip suppression control device 18 has a throttle device 16 provided between the air cleaner 19 and the engine E. The throttle device 16 has an intake pipe 20, a main throttle valve 21 disposed on the downstream side of the intake pipe 20, and a sub-throttle valve 22 disposed on the upstream side of the intake pipe 20. The main throttle valve 21 is connected to the throttle grip 7 via the throttle wire 23, and is configured to open and close in conjunction with the operation of the throttle grip 7 by the driver. The main throttle valve 21 is provided with a throttle position sensor 25 (throttle opening sensor) that detects the opening of the main throttle valve 21. Since the main throttle valve 21 is mechanically linked to the throttle grip 7, the throttle position sensor 25 also serves as a throttle operation amount detection means that can indirectly detect the opening degree of the throttle grip 7.

  The sub-throttle valve 22 is connected to a valve actuator 24 composed of a motor controlled by the engine ECU 17, and is configured to open and close by being driven by the valve actuator 24. The throttle device 16 is provided with an injector 31 for injecting fuel into the intake passage. The engine E is provided with an ignition device 26 for igniting each of the air-fuel mixtures in the four cylinders. The engine E is connected to a transmission 14 that shifts its power and transmits it to the rear wheels 3. The transmission 14 is provided with a clutch 27 for interrupting / connecting power transmission.

  The clutch 27 is configured such that power transmission is interrupted when the clutch lever 8 is gripped by the driver. The clutch lever 8 is provided with a clutch switch 28 (clutch detection means) that can detect whether or not the clutch lever 8 is gripped by the driver. The transmission 14 is provided with a gear position sensor 29 for detecting the gear position.

  Further, the slip suppression control device 18 has a CBS ECU 33 used in a known combined brake system. The CBS ECU 33 is connected to a front wheel speed sensor 34 for detecting the vehicle speed from the rotational speed of the front wheel 2 and a rear wheel vehicle speed sensor 35 for detecting the vehicle speed from the rotational speed of the rear wheel 3. The CBS ECU 33 is connected to a front wheel brake actuator 37 for operating the front wheel brake 36 and a rear wheel brake actuator 39 for operating the rear wheel brake 38.

  In addition, the slip suppression control device 18 includes a tilt angle sensor 32 that detects left and right tilt angles with respect to the traveling direction of the vehicle body of the motorcycle 1. Further, the slip suppression control device 18 has a traction control on / off switch 40 for the driver to manually turn on / off a traction control function described later. That is, the traction control on / off switch 40 is a switch for switching between a permission state in which the execution of the traction control is permitted and a non-permission state in which the execution is not permitted. The traction control on / off switch 40 is provided on the left side portion of the handle 6, and is located on the opposite side in the vehicle width direction while being separated from the throttle grip 7 on the right side of the handle 6.

  The traction control on / off switch 40 may be configured to generate an on / off input command by, for example, a push-button type long press. Specifically, an on / off command is generated only when the long press time (the time from when the switch 40 starts to be released until it is released) is included in a predetermined time range (for example, 1 to 3 seconds) in which an upper limit value and a lower limit value are set. It is good to make it. This is because, when the long press time is shorter than the predetermined time range, it is considered that something just touches the switch 40 by mistake, while when the long press time is longer than the predetermined time range. This is because it is considered that something is accidentally kept hitting the switch 40 by mistake.

  When the first condition including the condition that the on / off input command is generated and the traction control is in the execution state is not satisfied, the traction state (permission state or Switch the (non-permission state). For example, if it is in the permitted state before the on / off input command is generated, it is switched to the disabled state, and if it is in the disabled state before the on / off input command is generated, it is switched to the permitted state. The display device 49 described later changes the display form according to the traction state. Accordingly, the driver can confirm the current traction state by confirming the display state.

  The throttle position sensor 25, clutch switch 28, gear position sensor 29, engine speed sensor 30, inclination angle sensor 32, CBS ECU 33, traction control on / off switch 40, and display device 49 are connected to the ECU 17, respectively. The ECU 17 includes a traction control function unit 41, an ignition control unit 42, a fuel control unit 48, a throttle control unit 43, and a brake control unit 44. As will be described later, the traction control function unit 41 performs calculations related to traction control based on signals input from the sensors 25, 29, 30, 32, 33, 40 and the switches 28, 40. In addition, the traction control function unit 41 transmits a signal for displaying the control state to the driver on a display device 49 composed of an LED lamp or the like. The ignition control unit 42 controls the ignition device 26 based on the calculation result in the traction control function unit 41. The fuel control unit 48 controls the injector 31 based on the calculation result in the traction control function unit 41. The throttle control unit 43 drives the valve actuator 24 based on the calculation result in the traction control function unit 41 and controls the opening degree of the sub-throttle valve 22. The brake control unit 44 transmits a brake operation signal to the CBS ECU 33 based on the calculation result in the traction control function unit 41.

FIG. 3 is a principal block diagram for mainly explaining the engine ECU 17 of the slip suppression control device 18 shown in FIG. As shown in FIG. 3, the engine ECU 17 includes a traction control function unit 41, an ignition control unit 42, a fuel control unit 48, a throttle control unit 43, and a brake control unit 44 as described above. The traction control function unit 41 includes a monitoring value calculation unit 45, a threshold value determination unit 46 (threshold value determination unit), and a traction control unit 47 (traction control unit). Based on the information received from the CBS ECU 33, the monitoring value calculation unit 45 sequentially calculates a slip ratio, which is a value corresponding to the difference between the rotational speeds of the front and rear wheels 2, 3, as the monitoring value M. Specifically, the front wheel speed (circumferential speed) obtained from the front wheel speed sensor 34 from the front wheel speed is V _F , and the rear wheel speed (peripheral speed) obtained from the rear wheel speed sensor 35 from the rear wheel speed is V V. Assuming _R , the monitoring value M is calculated by the following formula 1.

[Equation 1]
M = (V _R −V _F ) / V _F
That is, the front wheel speed sensor 34, the rear wheel speed sensor 35, the CBS ECU 33, and the monitoring value calculation unit 45 constitute detection means for detecting the monitoring value M. In the present embodiment, the slip ratio is used as the monitoring value M. However, the monitoring value M is not limited to Equation 1, and may be any value that changes according to the difference in the rotational speeds of the front and rear wheels. Good. For example, the monitoring value M may be a vehicle speed difference (V _R −V _F ) between the front and rear wheels, a rotation speed difference between the front and rear wheels, or a difference in rotation speed between the front and rear wheels. It may be an absolute value divided by a number.

The threshold determination unit 46 determines that the rear wheel 3 has slipped with respect to the road surface R when the monitored value M exceeds the first slip threshold M ₁ . Further, when the monitored value M becomes less than the second slip threshold value M ₂ (= switching threshold value), the threshold value determination unit 46 determines that it is time to shift from initial traction control to continuous traction control. . Further, the threshold determination unit 46 determines that the rear wheel 3 has gripped the road surface R when the monitored value M is less than the second slip threshold M ₂ (= grip threshold). Here, the second slip threshold M ₂ is a value less than the first slip threshold M ₁ . The threshold determination unit 46 determines the monitoring value M, the second exceeds the slip threshold M _2, the rear wheel 3 slips relative to the road surface R. The threshold determination unit 46 determines the monitoring value M exceeds the starting slip threshold M _ST, the rear wheel 3 slips relative to the road surface R when moving off. Here, the starting slip threshold M _ST is a value that is less than the first slip threshold M ₁ and exceeds the second slip threshold M ₂ . Further, it is determined that the threshold value determination unit 46, the monitoring value M, when it comes to the brake release threshold M less than _B, and is time to release the brake operation to be described later. Here, the brake release threshold M _B is the first below the slip threshold M _1, beyond the second slip threshold M _2, and is a value greater than the starting slip threshold M _ST.

In the present embodiment, the second slip threshold M ₂ also serves as the grip threshold. However, a value that is less than the second slip threshold M ₂ is separately set as the grip threshold. Also good. In the present embodiment, the second slip threshold M ₂ also serves as a switching threshold. However, the second slip threshold M ₂ is less than the first slip threshold M ₁ and exceeds the second slip threshold M ₂ . Separately, it may be set as a switching threshold value.

  In the present specification, “slip” refers to a state in which the rear wheel 3 is idled by moving relative to the road surface R by a predetermined amount or more at a contact portion between the rear wheel 3 and the road surface R. Further, in this specification, “grip” means a state where the relative movement of the rear wheel 3 with respect to the road surface R is less than a predetermined amount at the contact point between the rear wheel 3 and the road surface R, and the rear wheel 3 captures the road surface R. Say. Even if there is a difference between the number of rotations of the front wheel 2 and the number of rotations of the rear wheel 3, if the difference is small, the grip state is maintained.

  As will be described later, the traction control unit 47 executes traction control including initial traction control for reducing the driving force of the rear wheel 3 and continuous traction control executed continuously thereafter, based on the determination result in the determination unit 46. To do. Specifically, the traction control unit 47 controls the ignition device 26, the injector 31, the valve actuator 24, and the rear wheel brake actuator 39 based on the determination result in the determination unit 46, and retards the ignition timing and the fuel injection amount. Then, the reduction amount of intake air and the operation of the rear wheel brake 38 are determined. The ignition control unit 42 controls the ignition device 26 according to a command from the traction control unit 47, the fuel control unit 48 controls the injector 31 according to a command from the traction control unit 47, and the throttle control unit 43 The valve actuator 24 is controlled according to a command from the traction control unit 47, and the brake control unit 44 controls the rear wheel brake 38 according to a command from the traction control unit 47.

Next, the traction control will be described in detail. FIG. 4 is a flowchart illustrating a main process of engine ECU 17 shown in FIG. As shown in FIGS. 3 and 4, when the main power supply (not shown) of the motorcycle 1 is turned on, the engine ECU 17 performs normal control in which traction control to be described later is not executed (step S1). Next, the engine ECU 17 determines whether or not the traction control on / off switch 40 is turned on (step S2). When the switch 40 is off, normal control is continued. When the switch 40 is on, it is determined whether or not the front wheel vehicle speed V _F received from the CBS ECU 33 exceeds the front wheel vehicle speed threshold V _T (see FIG. 6) (step S3). The front wheel vehicle speed threshold V _T is, for example, a value of 0 <V _T (km / h) <10. If the front wheel vehicle speed V _F does not exceed the front wheel vehicle speed threshold V _T , the state before starting Is determined, and a start control process described later is performed (step S4).

When the front wheel vehicle speed V _F exceeds the front wheel vehicle speed threshold value V _T, the threshold determination unit 46 (FIG. 3) of the engine ECU17 determines whether the monitored value M exceeds the first slip threshold M ₁ Is determined (step S5). That is, in step S5, it is determined whether or not a traction control start condition is satisfied. The first slip threshold M ₁ is used to prevent the engine ECU 17 from erroneously detecting that the rear wheel 3 is slipping in spite of normal gripping without slipping on the road surface R. It is set to a value exceeding a second slip threshold M ₂ described later. For example, the first slip threshold M ₁ is set to be not less than 2 times and not more than 10 times the second slip threshold M ₂ . Details of the first slip threshold M ₁ will be described later.

In step S5, when the monitored value M is determined not to exceed the first slip threshold M ₁ returns to step S3. On the other hand, the monitoring value M if it is determined that the first exceeds the slip threshold M ₁ is a traction control, after the initial traction control process is performed (step S6), and continues the traction control process is performed (Step S7). The forced termination control process (step S8) and the catalyst protection control process (step S9) will be described later.

FIG. 5 is a flowchart of the initial traction control process shown in FIG. FIG. 8 is a graph and timing chart illustrating initial traction control and continuous traction control when continuous slip occurs. As shown in FIG. 8, when the monitored value M exceeds the first slip threshold M _1, the traction control unit 47, in order to reduce the driving force of the rear wheel 3, in order to start the initial traction control process, In the present embodiment, the following control is performed.

  As shown in FIGS. 5 and 8, first, in the initial traction control process, driving force reduction control is performed (step S10). Specifically, the traction control unit 47 instructs the ignition device 26 via the ignition control unit 42 to perform the retard angle control. This retard control is a control that retards to a certain ignition timing. At the same time, the traction control unit 47 commands the valve actuator 24 via the throttle control unit 43 to control the sub-throttle valve 22 to a substantially fully closed position that is an idling opening degree so as to reduce the intake air amount (note that 8, the solid line is the command value, and the alternate long and short dash line is the actual opening, and in the other sub-throttle opening graphs, the solid line also indicates the command value. And). At the same time, the traction control unit 47 instructs the CBS ECU 33 via the brake control unit 44 to operate the rear wheel brake 38.

Here, when the monitoring value M exceeds the first slip threshold M ₁ in the initial traction control, the amount of reduction in the driving force is such that the monitoring value M exceeds the second slip threshold M ₂ in the continuous traction control described later. It is set larger than the reduction amount of the driving force in the case. As a result, the grip force can be recovered in a short time when the slip is first detected, and it is possible to prevent the driving force from being excessively reduced over a long period of time when the slip is continuously generated.

Then, the monitored value M is equal to or less than the brake release threshold M _B is the driving force suppressing decrease threshold (step S11). If the monitored value M is not less than the brake release threshold M _B repeats the step S11. If the monitoring value M is less than the brake release threshold M _B, the driving force suppressing decrease control is executed (step S12). Specifically, the operation of the rear wheel brake 38 is released. Next, it is determined whether or not the monitoring value M is less than the second slip threshold M ₂ (step S13). Note that a switching threshold value that exceeds the second slip threshold value M ₂ and less than the first slip threshold value M ₁ may be separately provided as the threshold value used in step S13.

If the monitored value M is not smaller than the second slip threshold M ₂ repeats step S13, continuing the initial traction control. If the monitoring value M becomes smaller than the second slip threshold M _2, exit the initial traction control process returns to the main process shown in FIG. 4, the process proceeds to continue traction control process (step S7).

FIG. 6 is a flowchart of the first half of the continuous traction control process shown in FIG. FIG. 7 is a flowchart of the latter half of the continuous traction control process shown in FIG. As shown in FIG. 8, with continued traction control process, the monitored value M is the ignition timing feedback control is performed so as to approach the second slip threshold M _2. That is, feedback control is performed using the second slip threshold M ₂ as the target value of the monitoring value M.

Specifically, as shown in FIGS. 6 and 8, first, in order to increase the driving force of the rear wheel 3, the ignition timing is advanced by a predetermined amount to approach the normal control state (step S20). The predetermined amount may be a constant width, or may be a value that changes according to a deviation between the monitoring value M and the second slip threshold M ₂ . When the ignition retard amount becomes the same as that in the normal control state, the ignition timing is maintained.

Then, it is determined whether or not the monitored value M exceeds the second slip threshold M ₂ (step S21). Established monitoring value M if does not exceed the second slip threshold M ₂ is return condition that the time matches the ignition timing is equal to the ignition timing in the normal control state is equal to or greater than a predetermined restoration determination time T1 It is determined whether or not (step S27). If the coincidence time is not equal to or longer than the return determination time T1, the process returns to step S20 to advance the ignition timing by a predetermined amount. On the other hand, in step S21, the monitored value M is to exceed the second slip threshold M _2, in order to reduce the driving force of the rear wheel 3, a predetermined amount retards the ignition timing (step S22).

After step S22, whether the monitored value M exceeds the overshoot threshold M _o is determined (step S23). In step S23, when the monitored value M is less than the overshoot threshold M _o, the ignition timing feedback control is continued by returning to step S21. That is, in the ignition timing feedback control, for example, when the rear wheel 3 slides continuously with respect to the road surface R, the ignition timing is gradually increased while repeating the advance angle (step S20) and the retard angle (step S22). The normal control state will be approached.

On the other hand, in step S23, when the monitored value M exceeds the overshoot threshold M _o interrupts the ignition timing feedback control, ignition overshoot retard value is larger retarded than the retard amount in step S22 Time is set (step S24). This is because the driving force is decreased by a larger width than the decreasing range of the driving force that is decreased when the retardation is delayed by a predetermined amount in step S22. As long as the state in which the monitored value M exceeds the overshoot threshold M _o continues, the ignition timing in step S24 is maintained (step S25).

Then, when the monitored value M is less than the overshoot threshold M _o (step S25), and then restart the ignition timing feedback control has been suspended (step S26), the flow returns to step S21 mentioned above. Note that the initial value of the ignition timing at the time of resumption of the ignition timing feedback control is set to the ignition timing immediately before the time when YES is determined in the previous step S23.

Then, in step S21, when the monitored value M is determined to be smaller than the second slip threshold M _2, the ignition timing is time matches becomes equal to the ignition timing more than a predetermined restoration determination time T1 in the normal control state It is determined whether or not the return condition is satisfied (step S27). When the coincidence time is equal to or longer than the return determination time T1, the ignition timing feedback control is finished, and the ignition timing is in the normal control state (step S28).

Next, as shown in FIG. 7, sub-throttle feedback control is performed. Specifically, first, the sub-throttle opening is increased by a predetermined amount to approach the normal control state (step S29). Next, it is determined whether or not the monitored value M exceeds the second slip threshold M ₂ (step S30). If the monitoring value M exceeds the second slip threshold M ₂ reduces the sub-throttle opening degree (step S31), and control returns to step S30. If the monitoring value M does not exceed the second slip threshold M _2, the sub-throttle opening is substantially normal control state of the opening, specifically, a slight additional opening to the opening of the normal control state It is determined whether or not the time that is larger than the added opening is equal to or longer than the return determination time T1 (step S32).

  The reason why the additional opening is added is that the sub-throttle feedback control should be continued in a state where the sub-throttle opening is fully closed in normal control (such as when the engine is running at low speed). This is to prevent the end condition of the control from being satisfied only by the sub-throttle opening being fully closed.

  If the sub-throttle opening is smaller than the opening obtained by adding the additional opening to the normal control state, the process returns to step S29, and the sub-throttle opening is opened by a predetermined amount to approach the normal control state. When the sub-throttle opening is larger than the opening obtained by adding the additional opening to the normal control state and the return determination time T1 or more, it is determined that the return condition is satisfied, and the sub-throttle feedback control is terminated. The sub-throttle opening is in the normal control state (step S33), and the process returns to the main process in FIG. Thereby, the driving force of the rear wheel 3 returns to the normal control state in which the traction control is not performed.

  Here, the reduction of the driving force of the rear wheel 3 in the traction control is realized by performing the brake operation, the ignition retardation, and the throttle opening decrease in this order. This is because the response of decreasing the driving force is good in this order, the grip force can be recovered with good response when the slip is first detected, and the driving force is prevented from excessively decreasing over a long period of time. Can do. Further, the first driving force reducing means corresponding to the brake, the second driving force reducing means corresponding to the ignition delay angle, and the third driving force reducing means corresponding to the sub-throttle opening are sequentially started and ended in order. Thus, since the driving force is controlled step by step, the driving force is smoothly reduced and the feeling given to the driver is kept good.

  In the present embodiment, the retard angle control and the intake air amount control are performed as the engine output adjusting means for increasing / decreasing the output of the engine E. However, when the engine has a plurality of cylinders, the plurality of cylinders of the engine The engine output may be reduced by stopping ignition for some of the cylinders. Alternatively, the engine output may be decreased by intermittently stopping the ignition for the cylinders of the engine. Alternatively, the engine output may be controlled by controlling the fuel injection amount.

FIG. 9 is a map for determining the first slip threshold M ₁ shown in FIG. As shown in FIG. 9, the first slip threshold value M ₁ is set so as to decrease as the gear position detected by the gear position sensor 29 increases, that is, as the speed reduction ratio decreases. The map only needs to include a setting in which at least the first slip threshold M ₁ at a certain shift speed is smaller than the first slip threshold M _{1 at a} lower shift speed. For example, the map, the first slip threshold M ₁ in the second speed is the same as the first slip threshold M ₁ in the first smaller and the third speed than the slip threshold M ₁ in the first speed setting It may be.

Further, the first slip threshold M ₁ is set so as to decrease as the traveling speed of the motorcycle 1 or the engine speed increases. Since the front wheel 2 is non-driven wheel, the traveling speed of the motorcycle 1 can be regarded as the same as the front wheel vehicle speed V _F obtained from the CBS for ECU 33. The map includes a setting in which at least the first slip threshold M ₁ at a certain traveling speed or engine speed is smaller than the first slip threshold M _{1 at a} lower traveling speed or engine speed. Just go out. For example, the map shows that the first slip threshold M ₁ when the engine speed is 4000 rpm is smaller than the first slip threshold M ₁ when the engine speed is 1000 rpm, and the engine speed The setting may be the same as the first slip threshold M ₁ when the number is 6000 rpm. Further, the first slip threshold M ₁ may be set using an arithmetic expression instead of a map. Further, the second slip threshold M ₂ may be changed according to the traveling conditions such as the gear position, the traveling speed, or the engine speed, similarly to the first slip threshold M ₁ .

Further, at least one of the first slip threshold M ₁ and the second slip threshold M ₂ is changed according to the throttle opening detected by the throttle position sensor 25, that is, the throttle operation amount by the driver. Also good. For example, the second slip threshold M ₂ may be set to increase as the operation amount in the direction in which the throttle opening increases. The throttle operation amount at this time may be at the time of starting traction control or during traction control.

FIG. 10 is a graph for explaining the relationship between the vehicle body inclination angle θ and the monitoring value M. FIG. 11 is a correction map for correcting the first slip threshold M ₁ shown in FIG. In the horizontal axis of FIG. 10, the right region means a state in which the vehicle body is inclined to the right side, the left region means a state in which the vehicle body is inclined to the left side, and both the right region and the left region have a positive inclination angle θ. It shall be represented by the value of. As shown in FIG. 10, the monitored value M when the rear wheel 3 starts to slip with respect to the road surface R is such that the left / right inclination angle θ with respect to the traveling direction of the vehicle body is a predetermined angle θ ₁ or more (eg, 10 ° or more). It has been found that in this region, the inclination angle θ tends to increase as the inclination angle θ increases. That is, when the vehicle is running with the vehicle body inclined, the difference between the front wheel vehicle speed V _F and the rear wheel vehicle speed V _R tends to increase even if the rear wheel 3 grips the road surface R. However, in a straight traveling state where the inclination angle θ is less than the predetermined angle θ ₁ (for example, less than 10 °), the monitoring value M regarded as the start of slip is set to be large in order to allow large acceleration. Therefore, a correction coefficient C as shown in FIG. 10 is prepared. The correction coefficient C is set to increase as the tilt angle θ detected by the tilt angle sensor 32 increases in a region where the tilt angle θ is equal to or greater than a predetermined angle θ ₁ (for example, 10 ° or greater). Further, the correction coefficient C is set so as to increase as the inclination angle θ decreases in a region where the inclination angle θ is less than a predetermined angle θ ₁ (for example, less than 10 °).

In the present embodiment, the first slip threshold M ₁ is obtained by multiplying the value set in the map of FIG. 9 by the correction coefficient C of FIG. Therefore, the first slip threshold M ₁ is set so as to increase as the inclination angle θ increases. Note that the second slip threshold value M ₂ (grip threshold value) may be set to increase as the vehicle body inclination angle θ increases, similarly to the first slip threshold value M ₁ . Such a method of determining the first slip threshold M ₁ and the second slip threshold M ₂ is an example, and may be constant regardless of the speed, gear ratio, and inclination angle.

In FIG. 8, only one overshoot threshold _Mo is provided, but a plurality of overshoot threshold _Mo may be provided. FIG. 12 is a graph and timing chart showing a modified example of overshoot prevention. For example, as shown in FIG. 12, a plurality of overshoot threshold values M _OH , M _OM , and M _OL are set in stages, and the monitor value M sets each of the overshoot threshold values M _OH , M _OM , and M _OL . The ignition timings L, M, and H that are controlled in the case of exceeding may also be set stepwise so that the retard amount increases as the overshoot thresholds M _OH , M _OM , and M _OL increase.

FIG. 13 is a graph and timing chart for explaining initial traction control and continuous traction control when an instantaneous slip occurs. When the rear wheel 3 as shown in FIG. 13 slips instantaneously with respect to the road surface R, for example, when passing over a wet manhole, as in the case of the continuous slip shown in FIG. Processing is performed according to the flowcharts of FIGS. As shown in FIG. 13, when the slip of the rear wheel 3 with respect to the road surface R is instantaneous and the slip is resolved quickly after reaching the first slip threshold M ₁ , the monitored value M is the second slip threshold M is there continues a state in less than ₂ promptly arrives, continuing the traction control is performed continuously after the initial traction control becomes possible to promptly terminated.

FIG. 14 is a flowchart of the start control process shown in FIG. FIG. 15 is a graph and timing chart for explaining the start control process. As shown in FIGS. 14 and 15, in the start control process, the engine ECU17 determines the monitoring value M is whether more than the starting slip threshold M _ST (step S40). Note that the starting slip threshold _MST is constant. When the monitoring value M exceeds the starting slip threshold value _MST , control for reducing the driving force of the rear wheel 3 is performed (step S41). Specifically, the retard control is performed to retard the ignition timing by a predetermined amount, the ignition is stopped by a predetermined number of strokes, and the rear wheel brake 38 is forcibly operated. In step S41, the sub-throttle opening is kept in the normal control state, but may be controlled to be substantially fully closed as in FIG.

Then, the engine ECU17 determines the monitoring value M, the driving force suppressing decrease threshold M less than _B, that is, whether it is less than the brake release threshold M _B (step S42). If the monitored value M is not less than the brake release threshold M _B is a state where the rear wheel brake 38 is actuated is maintained. If the monitored value M is less than the brake release threshold M _B, the driving force suppressing decrease control is executed (step S43). Specifically, the operation of the rear wheel brake 38 is released.

Then, the engine ECU17 determines whether the monitored value M becomes smaller than the starting slip threshold M _ST (step S44). If the monitoring value M does not become less than the starting slip threshold M _ST repeats step S44. If the monitoring value M is less than the starting slip threshold M _ST gradually reduces the retard amount of the ignition timing, i.e., to implement the gradual ignition timing tailing control for advancing the ignition timing (step S45). Then, it is determined whether or not the return condition that the coincidence time at which the ignition timing becomes equal to the ignition timing in the normal control state is equal to or longer than a predetermined return determination time T1 is satisfied (step S46).

If the coincidence time is not equal to or longer than the predetermined return determination time T1, the ignition timing tailing control is continued. When the coincidence time is equal to or longer than the return determination time T1, the process returns to the normal control process (step S47) and returns to step S40. Then, if the monitored value M is no more than the starting slip threshold M _ST, whether the front wheel vehicle speed V _F exceeds the front wheel vehicle speed threshold value V _T is determined (step S48). When the front wheel vehicle speed V _F does not exceed the front wheel vehicle speed threshold value V _T, the process returns to step S40. When the front wheel vehicle speed V _F exceeds the front wheel vehicle speed threshold value V _T ends the start control process and returns to the main process of FIG.

Next, the forced termination control process and the catalyst protection control process will be described. In step S5 in FIG. 4, the monitoring value M if it is determined that the first exceeds the slip threshold M ₁ is terminated control process in parallel with the initial traction control process and the continued traction control process (step S8) And the catalyst protection control process (step S9) is implemented.

FIG. 16 is a flowchart of the forced termination control process shown in FIG. FIG. 17 is a graph and timing chart for explaining the forced termination control process. As shown in FIGS. 16 and 17, the engine ECU 17 determines whether or not traction control is being executed (step S50). If the traction control is not being executed, the forced termination control process is terminated. When the traction control is being executed, it is determined whether or not the throttle opening detected by the throttle position sensor 25 is equal to or less than the closing threshold TH _C which is an idling opening or a value in the vicinity thereof ( Step S51). That is, when the throttle opening is equal to or less than the closing threshold TH _C , the sub-throttle opening is returned to the normal control state (step S52), and the ignition retard amount is gradually decreased at a predetermined rate. Ignition timing tailing control that is terminated in the normal control state is performed (step S53). That is, when the driver closes the throttle grip 7, the throttle opening becomes the idling opening, and the driving force of the rear wheel 3 is reduced even in the normal control state. It is supposed to be terminated.

In step S51, if the throttle opening is not equal to or smaller than the closing threshold TH _C , whether or not the clutch 27 is disengaged, more specifically, whether or not the clutch lever 8 is gripped by the driver. Is determined (step S54). If the clutch lever 8 is not gripped, the process returns to step S50. When the clutch lever 8 is gripped, the process proceeds to steps S52 and S53, and the traction control is forcibly terminated. That is, since the driver normally does not operate the clutch lever 8 during the slip, the driving feeling is kept good by ending the traction control when the clutch lever 8 is operated. The traction control by the engine output control is effective when the engine output is transmitted to the drive wheel. Therefore, the traction control is performed when the clutch operation is performed so as to cut off the power transmission regardless of the throttle opening. By ending, it is possible to prevent a decrease in output when no load is applied to the engine E from the axle.

  FIG. 18 is a flowchart of the catalyst protection control process shown in FIG. FIG. 19 is a graph for explaining the catalyst protection control process. As shown in FIG. 18, first, it is determined whether or not the traction control has ended (step S60). If the traction control is not completed, a state in which the difference between the moving average value of the ignition timing at the traction control and the moving average value of the ignition timing at the normal control under the same condition is equal to or greater than the predetermined value α continues for the time T2 or more. It is determined whether or not (step S61). This is because, as shown in FIG. 19, when the time-series integrated value of the difference exceeds a certain value, the burden on the exhaust gas purifying catalyst increases. In step S61, it may be determined whether or not the integrated value has reached a certain value or more. The moving average is a known smoothing method that averages time-series data in terms of time.

  When the state where the difference is equal to or greater than the predetermined value α continues for the set time T2 or longer, it is determined whether or not the average value of the engine speed during the set time T2 is equal to or greater than the first predetermined value β1 (step S62). . When the engine speed is equal to or higher than the first predetermined value β1, the engine E having n cylinders operates with n-1 cylinders (step S63). Note that n is a natural number. That is, if the engine E is operating at a high rotational speed and the ignition timing is largely retarded, the exhaust gas at that time places a burden on the catalyst provided in the exhaust system of the engine E. The catalyst is protected by temporarily stopping the fuel supply from the injector 31 to the cylinder. The relationship between α, T2, and β1 is that when the engine speed is β1, the difference between the moving average value of the ignition timing during traction control and the moving average value of the ignition timing during normal control under the same conditions is predetermined. There is a relationship in which a burden is applied to the catalyst when the state of the value α or more continues for the time T2 or more.

Then, it is determined whether or not the engine speed is less than a second predetermined value β2 (step S64). The second predetermined value β2 is a value less than the first predetermined value β1. If the engine speed is not less than the second predetermined value β2, it is determined whether or not the traction control has ended (step S65). If the traction control has not ended, the process returns to step S64. On the other hand, when the engine speed is less than the second predetermined value β2, the process returns to n-cylinder operation (step S66), whether the traction control is finished is determined (step S60). When it is determined in step S60 or step S65 that the traction control has ended, the catalyst protection control ends. In addition, as the threshold value of the engine speed, two values β1 and β2 are used to prevent erroneous detection, but only one value may be used.

  In the above-described form, in step S61, the state in which the difference between the moving average value of the ignition timing at the time of traction control and the moving average value of the ignition timing at the time of normal control under the same condition is equal to or greater than a predetermined value α is time T2. Although it is determined whether or not the above has continued, the cylinder resting control may be performed when the retarded time simply continues for a predetermined time or more.

Such catalyst protection control is not limited to traction control performed using the first slip threshold M ₁ and the second slip threshold M ₂ as in the present embodiment. That is, this catalyst protection control can be applied to any vehicle as long as it has control for retarding the ignition timing. For example, this catalyst protection control is applied to a vehicle or the like having a general traction control function for retarding the ignition timing and reducing the driving force of the driving wheels to recover the gripping force on the road surface when a predetermined start condition is satisfied. Can be widely applied.

FIG. 20 is a flowchart of the switch-off control process. This switch-off control process is performed while the main power supply (not shown) of the motorcycle 1 is turned on. As shown in FIG. 20, it is determined whether or not the traction control on / off switch 40 is turned off by the driver (step S70). Here, the off operation of the traction control on / off switch 40 is a command for disabling (invalidating) the execution of the traction control, and the on operation is a command for permitting (validating) the execution of the traction control. When the traction control on / off switch 40 is turned off (execution permission command), it is determined whether or not the traction control is being executed (step S71). If the traction control is not being executed, the traction control function is set to execution not permitted (step S75). That is, the monitored value M is even beyond the first slip threshold M ₁ and starting slip threshold M _ST, is set not to execute the traction control.

On the other hand, when the traction control is being executed, it is determined whether or not the throttle opening detected by the throttle position sensor 25 is equal to or smaller than the closing threshold TH _C (step S72). If the throttle opening is not less than or equal to the closing threshold TH _C , the process returns to step S71. In other words, at this stage, if the traction control is forcibly terminated, the travel speed fluctuates due to the transition from the traction control to the normal control state, so that the traction control function is suspended without being disabled. At this time, a signal is transmitted from the traction control unit 47 to the display device 49, and the display device 49 that has received the signal may perform display (for example, blinking of an LED lamp) that informs the driver of the hold state.

If the second condition is satisfied after the suspension, that is, if the throttle opening is equal to or less than the closing threshold TH _C, it is determined that the travel speed does not increase even if the normal control state is restored. Then, the sub-throttle opening is returned to the normal control state (step S73), and the ignition timing tailing control is executed to end the normal control state by gradually decreasing the ignition retard amount at a predetermined rate. (Step S74). Then, after the sub-throttle opening and the ignition timing are in the normal control state, the traction control function is set to execution disapproval (step S75). By so doing, the end of the traction control is suspended until the throttle grip 7 is closed or until the traction control ends spontaneously, so that fluctuations in travel speed do not increase.

As a modified example of the switch-off control process, when the traction control on / off switch 40 is turned off and the traction control is being performed, if the second condition is satisfied, for example, detected by the throttle position sensor 25 The traction control may be terminated and the traction control function may be set not to be permitted only when the throttle opening to be performed is equal to or less than the closing threshold TH _C , and the suspension may not be performed. As another modification, when the traction control on / off switch 40 is turned off, the traction control is terminated only when the traction control is not being performed, and the traction control function is set to be prohibited from being executed. May invalidate the traction off command and continue the control. As another modification, if the traction control is being executed when the traction control on / off switch 40 is turned off, the traction off command is held, and the traction control function is not executed while the traction control is not executed. May be set to execution disapproval.

The invalidation operation of the traction control function by the traction control on / off switch 40 is performed in the traction control performed using the first slip threshold M ₁ and the second slip threshold M ₂ as in the present embodiment. The present invention is not limited, and the present invention can be widely applied to general traction control in which when the slip state of the driving wheel is detected, the driving force of the driving wheel is reduced to recover the gripping force on the road surface.

According to the configuration described above, the monitored value M is relatively large when it exceeds the first slip threshold M ₁ is the value, the brake actuation, spark retard and the driving force of the rear wheel 3 by the intake air amount reducing Therefore, even if the monitoring value M increases for some reason other than slip, it is difficult to detect erroneously that the rear wheel 3 has slipped with respect to the road surface R. In addition, once the initial traction control is started, the motorcycle 1 is considered to be in a situation where it is likely to slip, so that the second slip threshold M ₂ , which is less than the first slip threshold M ₁ , is used as a reference. By shifting to continuous traction control that determines whether or not there is slip, slip detection is prevented from being missed, and the grip force of the rear wheel 3 on the road surface R can be maintained. As described above, it is possible to improve the slip determination accuracy with respect to the road surface R of the rear wheel 3.

Further, the first slip threshold value M ₁ is smaller when the reduction gear ratio of the transmission 14 of the transmission 14 that is considered to be a situation where slip is likely to occur is lower than when the reduction gear ratio is high. Therefore, slip detection omission can be prevented more suitably. Further, the first slip threshold M ₁ is set to be smaller when the traveling speed considered to be a situation where slip is likely to occur than when the traveling speed is small. Slip detection omission can be prevented more suitably. Further, the first slip threshold M ₁ is corrected so as to increase as the vehicle body inclination angle θ increases in a region where the vehicle body inclination angle θ is equal to or greater than the predetermined angle θ _1. When there is a difference in the rotational speeds of the front and rear wheels, for example, when the vehicle passes outside of 2, it is possible to prevent erroneous detection of slip.

  Further, when the end condition such as step S25 in FIG. 6 is satisfied, the sub-throttle opening is gradually increased so that the driving force of the rear wheel 3 gradually approaches the normal control state in which the traction control is not performed. The driving force of the rear wheel 3 does not suddenly return to the normal control state, and the feeling given to the driver can be kept good.

  In the above-described embodiment, the CBS (combined brake system) ECU 33 is used to control the rear wheel brake 38. However, when the vehicle is equipped with an ABS (anti-lock brake system), the CBS ECU 33 is used instead. An ABS ECU may be used. Further, a part of the calculation of the traction control performed by the engine ECU 17 may be taken over by the CBS / ABS ECU side. If the motorcycle 1 is not a CBS-equipped vehicle, the front wheel speed sensor 34 and the rear wheel speed sensor 35 may be directly connected to the engine ECU 17 and brake control may not be used for traction control.

  In the above embodiment, the sub-throttle valve 22 is used to control the intake air amount in the traction control. However, in the case of a motorcycle equipped with an electronically controlled throttle device that drives the main throttle valve with an actuator, the main throttle Traction control may be performed by adjusting the opening of the valve.

In the embodiment described above, the end of traction control is determined under the conditions as in step S25 of FIG. 6, but instead, in the continuous traction control, the monitoring value M is set to the second slip threshold M over a predetermined time. If a value lower than ₂ is maintained, the traction control may be terminated.

Further, the second slip threshold M ₂ is set as the cumulative average value in a predetermined period of the amount by which the driving force of the rear wheel 3 during the traction control is decreased from the normal control state in which the traction control is not performed decreases. You may set so that it may become small. Specifically, the second slip threshold M ₂ may be set so as to decrease as the cumulative average value of the ignition retard amount during traction control decreases. That is, as the accumulated average value of the retard amount from the normal control state of the ignition timing is reduced, since the gripping force on road surface R of the rear wheel 3 is considered to be getting better and the second slip threshold M ₂ By variably setting so as to decrease, slip suppression can be more suitably achieved.

  In the above-described embodiment, the ignition retard, the intake air amount reduction, and the brake operation are used as means for reducing the driving force of the rear wheel 3. However, ignition of some cylinders of the plurality of cylinders of the engine E is performed. The driving force of the rear wheel 3 may be decreased by pausing. Further, the driving force of the rear wheel 3 may be decreased by performing ignition thinning that intermittently stops the ignition of the cylinders of the engine E. Further, the driving force of the rear wheels 3 may be reduced by appropriately cutting the fuel supplied to the cylinders of the engine E. For example, the driving force may be reduced by combining three of ignition delay, ignition stop, and ignition thinning, or the driving force may be reduced only by ignition delay, or the ignition delay and throttle opening decrease. These two may be combined to reduce the driving force.

  Further, the throttle device 16 is not limited to the above embodiment, and for example, an electronically controlled throttle device in which the opening of the main throttle valve is electronically controlled may be used. In that case, a value obtained by subtracting the opening reduction amount of the sub-throttle valve of the above embodiment from the opening of the main throttle valve in the normal control state may be commanded as the opening of the main throttle valve.

In the above embodiment, the driving force is controlled so that the monitoring value M approaches the second slip threshold M ₂ in the continuous traction control, but the present invention is not limited to this. For example, a first operation for gradually increasing the driving force as time elapses from the driving force at the start of continuous traction control to the driving force in the normal control state, and the monitoring value M during the increasing operation. When the value reaches the second slip threshold M ₂ , the driving force may be increased or decreased in a sawtooth shape as a whole by alternately repeating the second operation for rapidly decreasing the driving force by a predetermined amount. Also, as the monitored value does not exceed the second slip threshold M _2, it may be a feed-forward control to increase the driving force gradually.

In this embodiment, the monitored value M is suppressed from exceeding the second slip threshold value M ₂ to enable stable running, but the monitored value M is allowed to be less than the second slip threshold value M _2. However, the vehicle may travel while maintaining the grip force. For example, when traveling on a road surface provided as a motor sports facility, the driver may prefer traveling that allows a certain amount of slip. In such a case, the second slip threshold M ₂ set in the traction control described above may be a value that exceeds a monitoring value that the driver clearly recognizes as slip while maintaining the grip force. Good. Further, by the operation of the driver, or when the second slip threshold M ₂ is either selectable input means for constant or variable.

  Further, in the switch-off control process (see FIG. 20) of the present embodiment, the command for disabling the execution of the traction control by only turning off the traction control on / off switch 40 is used. It may be determined that the command is input when the operation unit is operated simultaneously. For example, the operation unit other than the switch 40 is the throttle grip 7, and the traction control unit 47 detects that the opening degree (operation amount) of the throttle grip 7 detected by the throttle position sensor 25 is less than a predetermined value and the switch 40 is turned off. If the command is received, it may be determined that the command has been input.

(Second Embodiment)
FIG. 21 is a flowchart of the switch-off control process according to the second embodiment of the present invention. In the present embodiment, in the switch-off control process, the traction control end as shown in FIG. 20 is not suspended. As shown in FIG. 21, it is determined whether or not the traction control on / off switch 40 is turned off by the driver (step S80). When the traction control on / off switch 40 is turned off, it is determined whether or not the traction control is being executed (step S81). If the traction control is not being executed, the traction control function is set to be unexecutable (step S84).

On the other hand, when the traction control is being executed, it is determined whether or not the throttle opening detected by the throttle position sensor 25 is equal to or smaller than the closing threshold TH _C (step S82). If the throttle opening is not less than the closing threshold TH _C , it will be judged that the driving force will increase and the running speed will fluctuate when returning to the normal control state. Do not disable the function. On the other hand, when the throttle opening is equal to or smaller than the closing threshold TH _C , it is determined whether or not the vehicle body inclination angle detected by the inclination angle sensor 32 is less than a predetermined value (step S83).

  When the tilt angle is not less than a predetermined value (when the tilt angle is greater than or equal to a predetermined angle), the command by the driver's off operation is invalidated and the traction control function is not disabled. On the other hand, if the inclination angle is less than the predetermined value, it is determined that the driving feeling is not affected even if the normal control state is restored, and the traction control function is set to be unexecutable (step S86), and the traction that has been executed. Control is forcibly terminated. In this embodiment, when YES is determined in step S83, the traction control is forcibly terminated immediately in step S84. However, the sub-throttle opening and ignition timing are set as in steps S73 and S74 in FIG. The normal control state may be gradually returned to the normal control state. In addition, when it determines with NO by step S82 and S83, the signal is transmitted to the display apparatus 49 from the traction control part 47, and the display apparatus 49 which received the signal invalidated the instruction | command by a driver | operator's OFF operation. It is preferable to perform display (for example, blinking of an LED lamp) informing the effect.

(Third embodiment)
FIG. 22 is a flowchart of the switch-off control process according to the third embodiment of the present invention. As shown in FIG. 22, it is determined whether or not the traction control on / off switch 40 is turned off by the driver (step S90). When the traction control on / off switch 40 is turned off, it is determined whether or not the traction control is being executed (step S91).

  If the traction control is not being executed, the traction control function is set to be unexecutable (step S94). On the other hand, when the traction control is being executed, the driving force decreased by the traction control is gradually increased (step S92). Specifically, the ignition timing and the sub-throttle opening, which are the first parameters changed by the traction control, are gradually brought closer to the normal control state. Next, with respect to the ignition timing and the sub-throttle opening, it is determined whether or not the difference between the current value and the value when the normal control state (the traction control is not executed) is equal to or less than a predetermined value (step S93). . If NO in step S93, step S92 is continued. In the case of YES in step S93, it is determined that the second condition is satisfied as it does not affect the driving feeling even if the normal control state is restored, and the traction control function is set to be unexecutable (step S94). In the present embodiment, since the fuel injection amount is set in advance so as to increase or decrease in conjunction with the increase or decrease of the intake air amount, the first parameter substantially includes the fuel injection amount.

(Fourth embodiment)
FIG. 23 is a flowchart of the initial traction control process according to the fourth embodiment of the present invention. FIG. 24 is a graph and timing chart for explaining the initial traction control when an instantaneous slip occurs. FIG. 25 is a graph and timing chart for explaining initial traction control and continuous traction control when continuous slip occurs. As shown in FIG. 23-25, it starts the initial traction control when the monitored value M exceeds the first slip threshold M _1, the time from when the monitored value M exceeds the first slip threshold M ₁ t starts counting (step S100). Then, the traction control unit 47 starts retarding control in order to reduce the driving force of the rear wheel 3 (step S101), and the sub-throttle opening degree is controlled to be fully closed (step S102).

The retard control in step S101 is performed according to the magnitude relationship between the monitored value M and a plurality of threshold values M ₁ , M _1a , M _1b , and M _1c (M ₁ <M _1a <M _1b <M _1c ). This is a pay-as-you-go control that changes the ignition timing stepwise. This retard control (subsidiary control) is executed immediately after the start of the traction control in the initial traction control. The ignition timing in this retard control is obtained by the following formula 2.

[Equation 2]
Ignition timing = basic amount of ignition timing + offset amount α
The ignition timing basic quantity is determined based on the ignition timing basic quantity map 50 shown in FIG. The ignition timing basic quantity map 50 is stored in advance in the traction control unit 47. The basic ignition timing amount is set to change according to the engine speed. The ignition timing is expressed by a crank angle, and the crank angle at the top dead center of the piston of the engine E in the fuel stroke is zero. Specifically, the ignition timing basic amount is set so as to gradually increase after gradually decreasing as the engine speed increases. In other words, the ignition retardation amount is set so as to gradually decrease after gradually increasing as the engine speed increases. The reason why the basic ignition timing amount increases toward the advance side in the region where the engine speed is low is to prevent the engine stall due to being too retarded. The reason why the basic ignition timing amount is large in the region where the engine speed is high is to prevent the travel feeling from fluctuating due to being too retarded during high-speed travel, thereby impairing the driving feeling.

The offset amount α is determined based on the magnitude relationship between the monitoring value M and each threshold value M ₁ , M _1a , M _1b , M _1c . Specifically, when the monitored value M is less than the threshold value M ₁ , the offset amount α is the first offset value α ₁ , the monitored value M exceeds the threshold value M ₁ and the threshold value M _2. The offset amount α is a second offset value α ₂ that is smaller than the first offset value α ₁ when the following is true, and the monitored value M exceeds the threshold value M ₂ and is equal to or less than the threshold value M _3. The offset amount α is a third offset value α ₃ smaller than the second offset value α ₂ , and when the monitored value M exceeds the threshold value M ₃ and is equal to or less than the threshold value M ₄ , the offset amount α is The fourth offset value α ₄ is smaller than the third offset value α ₃ , and the offset amount α is zero when the monitored value M exceeds the threshold value M ₄ (α ₁ > α ₂ > α ₃ > α ₄ > 0). The ignition timing is controlled to be a constant value during a period in which the magnitude relationship between the monitoring value M and each of the threshold values M ₁ , M _1a , M _1b , and M _1c continues.

By performing the subordinate control as described above, when the amount of the monitored value M exceeding the first slip threshold M ₁ is small, the retard amount is also small, so that the output suppression amount is small and the traction control is started. It is possible to suppress fluctuations in the traveling speed at. In Equation 2, the ignition timing basic amount is set as the ignition timing minimum value (maximum retardation value) at the time of retard control, and then the ignition timing is obtained by adding the offset amount α. May be set as the ignition timing maximum value (minimum retardation value) during the retard control, and the offset amount α may be subtracted therefrom to obtain the ignition timing. In the present embodiment, the ignition timing is used as a parameter for metering control, but the sub-throttle opening and the fuel injection amount may be used as parameters for metering control in the initial traction control. Further, the basic ignition timing amount may be changed based on information detected by the throttle position sensor 25 and the gear position sensor 29.

The first slip threshold M ₁ is determined based on the threshold map 52 shown in FIG. The threshold map 52 is stored in advance in the threshold determination unit 46. The first slip threshold M ₁ is set so as to change according to the front wheel speed (body speed) detected by the front wheel speed sensor 34 and the gear position detected by the gear position sensor 29.

In addition, when the vehicle body is tilted to the left and right (bank), the vehicle is operated using the medium speed range including the power band. However, due to the grip performance characteristics of the tire, even if slip does not actually occur The difference in the rotational speed is likely to occur between the front wheel 2 and the rear wheel 3, and the monitoring value M tends to increase. Further, in the power band of the engine E, the rear wheel 3 as a driving wheel is strongly pressed against the road surface and is distorted, so that the outer diameter of the rear wheel 3 is reduced and no slip occurs. The value of (V _R −V _F ) may increase, that is, the monitoring value M tends to increase. Therefore, by increasing the first slip threshold M ₁ in conditions corresponding to power band, devised as traction control at the time of non-slip does not start. The power band is a rotation range in which the engine can exert power most efficiently, and generally means between the maximum torque generation rotation speed and the maximum horsepower generation rotation speed of the engine.

Specifically, the threshold map 52, or less than a predetermined value (e.g., 3 or less speed) in the speed position of, as the front wheel vehicle speed is increased, the peak first slip threshold M ₁ gradually increases It is set to decrease gradually after forming. That is, the first slip threshold M ₁ is set so that it becomes difficult to start the traction control in the medium speed range. This tendency is particularly remarkable at the first speed. This is because the torque peak of the engine E is formed in the middle speed range, and even if no slip occurs, the value of (V _R −V _F ) in the expression 1 increases due to deformation of the vehicle body bank and the tire. This is because the value M tends to increase.

Further, the threshold map 52 indicates that the front wheel speed corresponding to the peak of the first slip threshold M ₁ is a gear having a higher speed than that at gears having a predetermined value or less (for example, first gear). It is set to be slower than the front wheel speed corresponding to the first peak of the slip threshold M ₁ in speed. This is because the vehicle speed at which the torque peak occurs at the first speed, which is the lowest stage, is lower than the vehicle speed at which the torque peak occurs at the second and third speed due to the characteristics of the engine E, and the first slip threshold is matched to the torque peak. This is because the peak of the value M ₁ is set.

The threshold map 52 is set to the first peak value of the slip threshold M ₁ when the first speed is greater than the first peak value of the slip threshold M ₁ when the higher second speed Has been. This is because the peak value of the first-speed torque is larger than the peak value of the torque of the other gears, and the peak of the first slip threshold M ₁ is set accordingly.

Further, the threshold map 52 indicates that the first slip threshold is lower in a region where the front wheel speed is lower than in a region where the front wheel speed is lower than in a region where the front wheel speed is lower than a predetermined value. In a region where the value M ₁ is large and the front wheel speed is high, the first slip threshold M ₁ is set to be higher at the higher gear than at the lower gear. This is because the magnitude of the first slip threshold M ₁ is set so as to correspond to the magnitude of the torque because the torque characteristic exhibits the same tendency. In the threshold value map 52 of FIG. 27, the horizontal axis is the front wheel vehicle speed, but the engine speed or the traveling speed may be used instead, and the first slip threshold value also has the same tendency in this case. it may be set to M _1.

Note that the configuration for changing the start slip threshold value M ₁ in accordance with the shift speed in this way is not limited to the traction control as in the present embodiment, and when the slip state of the drive wheel is detected, the drive wheel It can also be widely applied to general traction control for reducing the driving force of the vehicle and recovering the grip force on the road surface.

Returning to FIG. 23, after the steps S101 and S102, it is determined whether the monitored value M becomes the first slip threshold M less than ₁ (step S103). If the monitoring value M becomes the first slip threshold M less than _1, the time t at this point is equal to or more than a predetermined time T (step S104). That determines the monitoring value M is the length of the return time t from beyond the first slip threshold M ₁ until the first slip threshold M less than _1. The threshold value for the return to a particular end point time t may be the same as the first slip threshold M _1, may be provided separately different thresholds.

  Further, the predetermined time T may be set individually for each gear position detected by the gear position sensor 29. For example, the predetermined time T at the second shift stage that is higher than the first shift stage may be shorter than the predetermined time T at the first shift stage. The predetermined time T may be set individually for each vehicle body speed detected by the front wheel vehicle speed sensor 34. For example, the predetermined time T at the second vehicle speed higher than the first vehicle speed may be shorter than the predetermined time T at the first vehicle speed. Then, continuation / control of traction control is determined in consideration of the travel distance at the return time t. Further, the predetermined time T may be set according to the output characteristics of the engine E during traveling.

  And, as shown in FIG. 24, when the return time t is less than the predetermined time T, only an instantaneous slip as when traveling on a wet manhole or a gap on the road surface occurred, It is determined that the traction control should be ended, and the traction control end control is performed without performing the continuous traction control. Specifically, as end control, ignition timing tailing control (step S105) in which the ignition timing is gradually increased (advanced) and smoothly shifted to the normal control state, and the sub-throttle opening is gradually increased to normal. Sub-throttle tailing control (step S106) for smoothly shifting to the control state is performed. In steps S105 and S106, the rate of increase of the ignition timing and the throttle opening unit time may be changed in accordance with at least one of the vehicle speed (front wheel speed), the shift speed, and the vehicle body inclination angle. .

Then, the first slip threshold M ₁ is made smaller than the previous value within a predetermined set time from the time when it is determined that the return time t is less than the predetermined time T (step S107). That is, the first slip threshold value M ₁ within the set time is set to be smaller than the first slip threshold value M ₁ outside the set time. As a result, even if the generated slip is not instantaneous and it is erroneously determined NO in step S104, the traction control is easily started again, and the grip force of the drive wheels on the road surface can be quickly recovered. Can do.

On the other hand, as shown in FIG. 25, when the return time t is equal to or longer than the predetermined time T, the end control is not performed, and it is determined whether or not the monitoring value M is less than the second slip threshold M _2. (Step S108). If the monitored value M is not smaller than the second slip threshold M ₂ repeats step S108. If the monitoring value M becomes smaller than the second slip threshold M _2, exit the initial traction control process returns to the main process shown in FIG. 4, the process proceeds to continue traction control process (step S7).

  In the above-described form, the end of traction control is determined based only on the return time t. However, when the travel distance obtained by multiplying the return time t by the current vehicle speed is less than a predetermined value, the traction control is performed. When the travel distance is equal to or greater than a predetermined value, the traction control may be continued.

Further, in the continuous traction control of the present embodiment, the feedback gain in the ignition timing feedback control changes according to the engine speed and the throttle opening. In other words, the traction control unit 47 corrects the feedback gain according to information detected by the engine speed sensor 29 and the throttle position sensor 25. Specifically, the ignition timing feedback gain G is obtained by the following mathematical formula 3. G ₀ is a basic gain, C _rpm is an engine speed correction coefficient, and C _th is a throttle correction coefficient.

[Equation 3]
G = G ₀・ C _rpm・ C _th
The basic gain G ₀ is determined according to the deviation between the monitoring value M and the second slip threshold M ₂ (target value). If the deviation is large, the absolute value of the rate of change per unit time of the ignition timing is obtained. It is set to be large. The throttle correction coefficient _Cth is set so as to increase as the throttle opening increases, and the feedback gain G changes according to the driver's operation of the throttle grip 7. The engine speed correction coefficient C _rpm is appropriately set according to engine characteristics.

(Fifth embodiment)
FIG. 28 is a graph and timing chart when the engine speed of the forced termination control process according to the fifth embodiment of the present invention is low. FIG. 29 is a graph and timing chart when the engine speed of the forced termination control process according to the fifth embodiment of the present invention is high. In the present embodiment, the method for returning the ignition timing to the normal control state by the forced termination control is varied according to the engine speed. That is, this embodiment is different from FIG. 16 in the content of step 53. The contents of the initial traction control and the continuous traction control are the same as those in the fourth embodiment.

As shown in FIG. 28, when the engine speed is a low speed less than a predetermined value, the throttle opening detected by the throttle position sensor 25 during execution of the traction control is equal to or less than the closing threshold TH _C. If it is determined that there is, tailing control for gradually increasing (advancing) the ignition timing as time elapses is executed as forced termination control. At this time, the rate of increase of the advance amount per unit time of the ignition timing is set to be larger than in the case of FIG. 29 in which the engine speed is equal to or higher than a predetermined value.

  Even after the ignition timing is returned to the normal control state by tailing control, the ignition timing is increased as it is, and once the ignition timing is advanced beyond the normal control time, the ignition timing at the normal control time is reached. The overrun control is executed to return and end the traction control. During this overrun control, when the ignition timing is returned from the value exceeding the ignition timing during normal control to the ignition timing during normal control, the ignition timing is gradually decreased (retarded) over time. I am letting. As described above, when the engine speed is low, the tailing control and the overrun control as described above are performed, so that the driving force is quickly increased and the occurrence of engine stall is prevented.

  On the other hand, as shown in FIG. 29, when the engine speed is a high speed equal to or higher than a predetermined value, only the tailing control is executed for the ignition timing without executing the overrun control. In addition, since the rate of increase of the advance amount per unit time of the ignition timing at this time is set to be smaller than that in the case of FIG. 28 where the engine speed is less than a predetermined value, the fluctuation of the traveling speed is reduced. It is suppressed and driving feeling is kept good.

(Sixth embodiment)
FIG. 30 is a flowchart of the initial traction control process according to the sixth embodiment of the present invention. FIG. 31 is a flowchart of continuous traction control processing according to the sixth embodiment of the present invention. FIG. 32 is a graph and timing chart for explaining the control processing of FIGS. In this embodiment, the traction control is performed by actively controlling the sub-throttle opening. As shown in FIGS. 30 and 32, in the initial traction control process, the retard angle control is executed to reduce the driving force (step S110). This retard control is the same as the retard control in step S101 of the fourth embodiment. At the same time, intake air amount control is also executed to reduce the driving force (step S111).

This intake air amount control is based on the same principle as the retard angle control in step S101 of the fourth embodiment, depending on the magnitude relationship between the monitored value M and the plurality of threshold values M ₁ , M _1a , M _1b , M _1c. This is a metered control that changes the throttle opening stepwise. At this time, the sub-throttle opening determined from the magnitude relationship between the monitoring value M and the threshold values M ₁ , M _1a , M _1b , M _1c depends on the engine speed, the main throttle opening, the gear position, the front wheel vehicle speed, etc. You may set so that it may change according to it. For example, when the engine speed, the main throttle opening, the gear position, and the front wheel speed increase, the sub-throttle opening may be increased to suppress speed fluctuations during high-speed travel.

Next, it is determined whether or not the monitored value M is less than the first slip threshold value (step S112). If the monitored value M is not less than the first slip threshold, step S112 is repeated, and the retard angle control (step S110) and the intake air amount control (step S111) are continued. If the monitored value M is less than the first slip threshold value, the retard control is terminated (step S113). At the end of this retard control, tailing control is performed in which the ignition timing is gradually advanced to shift to the normal control state. Then, it is determined whether or not the monitoring value M is less than the second slip threshold M ₂ (step S114). If the monitored value M is not smaller than the second slip threshold M ₂ repeats step S114. When the monitoring value M is less than the second slip threshold M ₂ , the initial traction control process is terminated and the process proceeds to the continuous traction control process.

As shown in FIG. 31, in the continuous traction control, feedback control of the sub-throttle opening is performed. Specifically, first, the sub-throttle opening is increased to approach the normal control state (step S120). Next, it is determined whether or not the monitored value M exceeds the second slip threshold M ₂ (step S121). If the monitoring value M exceeds the second slip threshold M ₂ reduces the sub-throttle opening (step S122), the flow returns to step S121.

Monitoring value M if does not exceed the second slip threshold M _2, the sub-throttle opening is, whether greater than the opening degree of the substantially normal control state is determined (step S123). When the sub-throttle opening is substantially equal to or smaller than the opening in the normal control state, the process returns to step S120, and the sub-throttle opening is increased toward the normal control state. When the sub-throttle opening is larger than the opening in the normal control state, the process returns to the main process (see FIG. 4) and the traction control is finished.

  According to the above, in the initial traction control immediately after the start of the traction control, the ignition delay with high responsiveness is performed, so that the driving force can be quickly reduced. In the continuous traction control, the driving force is reduced by the intake air amount control without performing the ignition retardation, so that the burden on the catalyst provided in the exhaust system can be reduced and the fuel consumption is also suppressed. be able to.

FIG. 33 is a three-dimensional threshold map for determining the second slip threshold. In each of the above-described embodiments, the second slip threshold M ₂ used for continuous traction control is constant, but may be changed according to the situation. Specifically, as shown in FIG. 33, the second slip threshold M is determined according to the front wheel speed (body speed) detected by the front wheel speed sensor 34 and the throttle opening detected by the throttle position sensor 25. A three-dimensional threshold map 54 in which ₂ is changed is stored in advance in the threshold determination unit 46 (see FIG. 3).

The three-dimensional threshold map 54 has a region set so that the second slip threshold M ₂ gradually increases as the front wheel vehicle speed increases at a predetermined throttle opening (for example, less than 50 deg). Yes. Specifically, when the front wheel speed is low (for example, 0 to 30 km / h), the second slip threshold M ₂ increases as the front wheel speed increases, and for the medium speed range (for example, 30 to 140 km / h). The second slip threshold M ₂ is substantially constant, and increases as the front wheel vehicle speed increases in a high speed range (for example, 140 km / h or more). Further, the second slip threshold M ₂ is larger than a predetermined throttle opening (for example, 50 deg), and when the front wheel speed is low, the second slip threshold M ₂ increases as the wheel speed increases. In the middle and high speed range (for example, 30 km / h or more), the second slip threshold M ₂ is substantially constant as the front wheel speed increases.

Also, three-dimensional threshold map 54, the front wheel vehicle speed is a predetermined value (e.g., 30 km / h) is less than the low speed range, irrespective of the throttle opening, the second slip threshold M ₂ is a predetermined value (for example, 3%). This makes it easier for the rear wheel 3 (drive wheel) to grip the road surface during low-speed traveling, thereby realizing a smooth start. Further, the three-dimensional threshold map 54 is set such that the second slip threshold M ₂ gradually increases as the throttle opening increases in a predetermined front wheel speed range (for example, 30 km / h or more). Has an area. Specifically, the second slip threshold M ₂ is substantially constant when the throttle opening is in a low opening range (for example, less than 35 deg), and the throttle opening increases in an intermediate opening range (for example, 35 to 55 deg). Accordingly, the second slip threshold M ₂ increases, and the throttle opening is substantially constant in the high opening range (for example, 55 deg or more). As described above, the second slip threshold M ₂ tends to increase as the throttle opening increases. The throttle opening detected by the throttle position sensor 25 is linked to the driver's operation of the throttle grip 7. This is to reflect the driver's intention as much as possible.

  FIG. 34 is an ignition timing lower limit value map for determining the lower limit value of the ignition timing. In each of the embodiments described above, control for retarding the ignition timing, which is a parameter corresponding to the engine output, is executed. As shown in FIG. 34, the lower limit value for determining the retard limit (lower limit value) of the ignition timing. The map 56 may be stored in the traction control unit 47 in advance. In the lower limit map 56, the ignition timing lower limit value is set to gradually decrease toward the retard side and then gradually increase toward the advance side as the engine speed increases. The reason why the ignition timing lower limit value is increased in the region where the engine speed is low is to prevent the engine stall due to an excessive increase in the ignition retard amount and a decrease in the driving force. The reason why the ignition timing lower limit is large in the region where the engine speed is high is that when the traction control is started, the ignition retard amount is too large and the travel speed fluctuates and the driving feeling is impaired. This is to prevent this.

  The lower limit map 56 may be applied to any vehicle as long as it has control for retarding the ignition timing. The lower limit map 56 shown in FIG. 34 relates to the ignition timing, but a lower limit map of other parameters (for example, throttle opening and fuel supply amount) corresponding to the engine output may be provided.

  The present invention can be applied to all vehicles. For example, it may be used for a relatively light vehicle such as a straddle-type vehicle, or may be used for a rough terrain vehicle that travels on a road surface where slip is likely to occur. Further, the output suppression amount at the start of the traction control may be changed based on the operation state immediately before starting the traction control. For example, the target throttle opening at the start of traction control may be changed based on at least one of the throttle opening, vehicle speed, and engine speed of the vehicle. Immediately before the start of traction control, when at least one of the throttle opening and the vehicle speed is larger than a predetermined set value, the output suppression amount may be weakened as compared with a case where it is smaller than the set value. Specifically, the amount of decrease in the throttle opening is reduced during high-speed travel compared to during low-speed travel. As a result, it is possible to reduce the fluctuation shock at the start of traction control during high-speed traveling.

  As described above, the slip suppression control device according to the present invention can reduce the unburned gas in the exhaust gas because the fuel supply to the cylinder is stopped when the ignition timing is retarded for a long time. The present invention has an excellent effect of protecting the catalyst provided in the exhaust system, and is beneficial when applied widely to vehicles such as motorcycles that can exhibit the significance of this effect.

1 Motorcycle (vehicle)
3 Rear wheels (drive wheels)
17 Engine ECU
18 Slip suppression control device 26 Ignition device 31 Injector 42 Ignition control unit (ignition control means)
47 Traction control unit (traction control means)
48 Fuel control unit (fuel control means)

Claims (5)

Ignition control means for controlling the ignition timing of a plurality of cylinders of the engine;
Fuel control means for controlling the amount of fuel supplied to the plurality of cylinders ;
Traction control means for executing traction control for retarding the ignition timing and reducing the driving force of the drive wheels when a predetermined start condition is satisfied ,
Said fuel control means, during the execution of the traction control, the condition of the ignition timing is retarded, the ignition timing in the execution state of the traction control, normal control is not executed when the traction control If the first condition including the condition that the ignition timing is retarded by a predetermined angle or more with respect to the ignition timing in the state continues for a predetermined time or longer, the traction control is still performed. A vehicular engine control apparatus that performs cylinder rest control for temporarily stopping fuel supply to some of the plurality of cylinders. The vehicular engine control device according to claim 1, wherein the first condition includes a condition that the engine speed is equal to or greater than a first predetermined value. When the second condition including the condition that the engine speed is less than the second predetermined value is satisfied during execution of the cylinder resting control, the fuel control means is configured to perform the idling while the traction control is being performed. The vehicle engine control device according to claim 1 or 2 , wherein the cylinder control is terminated. When the second condition including the condition that the engine speed is less than the second predetermined value is satisfied during execution of the cylinder resting control, the fuel control means is configured to perform the idling while the traction control is being performed. End cylinder control,
The second condition includes a condition that the engine speed is less than the second predetermined value,
The vehicular engine control device according to claim 2, wherein the second predetermined value is a value less than the first predetermined value. 5. The first condition according to claim 1, wherein the first condition includes a condition that a time-series integrated value of a retard amount of the ignition timing by the traction control is a predetermined value or more. Vehicle engine control device.

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