(19)
(11)EP 1 722 084 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
22.07.2015 Bulletin 2015/30

(21)Application number: 06009074.3

(22)Date of filing:  02.05.2006
(51)Int. Cl.: 
F02D 11/10  (2006.01)
F02D 41/00  (2006.01)

(54)

Throttle control device and method

Drosselklappensteuerungsvorrichtung und -methode

Appareil et procédé de commande d'un papillon


(84)Designated Contracting States:
AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

(30)Priority: 02.05.2005 JP 2005133784

(43)Date of publication of application:
15.11.2006 Bulletin 2006/46

(73)Proprietor: Yamaha Hatsudoki Kabushiki Kaisha
Iwata-shi, Shizuoka-ken 438-8501 (JP)

(72)Inventors:
  • Matsuda, Takeshi
    Iwata-shi Shizuoka-ken 438-8501 (JP)
  • Yuuki, Tadayuki
    Iwata-shi Shizuoka-ken 438-8501 (JP)
  • Urushihara, Kousuke
    Iwata-shi Shizuoka-ken 438-8501 (JP)

(74)Representative: Grünecker Patent- und Rechtsanwälte PartG mbB 
Leopoldstraße 4
80802 München
80802 München (DE)


(56)References cited: : 
DE-A1- 4 403 351
GB-A- 2 154 763
US-A- 4 919 096
US-B1- 6 318 163
DE-A1- 10 160 278
GB-A- 2 329 728
US-A- 5 983 861
US-B1- 6 371 884
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description


    [0001] The present invention relates to an engine control device and an engine control method for a straddle-type vehicle, and more specifically to an engine control device and an engine control method that are responsive to rider's accelerator operation.

    [0002] The amount of intake air to a two-wheeled motor vehicle engine is controlled by adjusting the opening of a throttle valve in response to the displacement of an accelerator grip operated by the rider. In the case in which the accelerator lever and the throttle valve are mechanically linked to each other by a linkage, the relation between the opening of the accelerator lever (accelerator displacement) and the opening of the throttle valve (throttle opening) is linear; however, the relation between the throttle opening and engine torque is not linear. Engine torque characteristics relative to the throttle opening, or accelerator displacement, vary depending on engine speed, which are generally as shown in FIG. 7.

    [0003] More specifically, when the engine speed is low, a maximum peak value of the engine torque is generated in the range in which the accelerator displacement (throttle opening) is small. As the engine speed increases, the accelerator displacement for the maximum peak value becomes larger. It should be noted that linearity of the engine torque relative to the accelerator displacement decreases for lower engine speed. As the accelerator displacement for the maximum peak value is further increased, the range in which the engine torque decreases or the range in which the engine torque does not change can be distinct, which is called an over venturi effect.

    [0004] To avoid the over venturi effect, there is a method in which a sub throttle valve is provided upstream from the throttle valve to adjust the opening of the sub throttle valve. In this method, when the throttle valve is excessively opened, the sub throttle valve is controlled in the closing direction so that the flow of air passing through an intake passage accelerates and intake efficiency increases. The over venturi effect is thereby avoided. However, this method requires the sub throttle valve, resulting in an increase in size of a throttle body and manufacturing cost.

    [0005] Such a method as shown in FIGS. 8(a) and 8(b) is, therefore, known to avoid the over venturi effect not by using the sub throttle valve but by merely adjusting the opening of the throttle valve. FIGs. 8(a) and 8(b) are graphs showing the relation between the accelerator displacement and the throttle opening, which correspond to FIGS. 6(a) and 6(b). This method is designed such that the throttle valve is not opened larger than a throttle opening at which the maximum peak value of the engine torque is generated, as shown in FIGs. 8(a) and 8(b). As a result, any decrease in engine torque due to the over venturi effect is avoided for all engine speeds, as shown in FIG. 9.

    [0006] However, according to this method, the engine torque is constant in the range in which the accelerator displacement is large, and therefore the engine torque does not increase for any increase in accelerator displacement. Thus, no torque control can be executed in such range. The rider, therefore, cannot obtain a feeling of oneness with the vehicle, resulting in poor riding comfort.

    [0007] To solve the foregoing problems, JP-A-Sho 61-106934 discloses a method in which engine output is increased for an increase in accelerator displacement for the overall range of rider's accelerator operation. As shown in FIG. 10, this method is designed such that target amount-of-intake-air characteristics relative to the accelerator displacement for each engine speed are continuously increased in response to an increase in the accelerator displacement and when the accelerator is fully operated (i.e., at a maximum opening of the accelerator lever), a maximum amount of intake air is obtained. Engine output thereby can be smoothly increased in response to an increase in the accelerator displacement independently of the engine speed, so that a satisfactory acceleration feeling is obtained. The throttle valve is driven and controlled to an opening at which the target amount of intake air shown in FIG. 10 is provided.

    [0008] According to the method disclosed in JP-A-Sho 61-106934, the engine output can be increased linearly in response to rider's accelerator operation for the overall range of the accelerator displacement. However, the target amount of intake air is gradually increased in proportion to the accelerator opening, based on the maximum amount of intake air when the accelerator is fully operated. This raises a problem of a poor response of the engine output when the accelerator displacement is small (when the accelerator lever is started to be opened).

    [0009] US-A-4 919 096 discloses an engine for a vehicle having an electronically controlled throttle valve configured to control a throttle opening in response to a displacement of an accelerator pedal. The displacement of the accelerator pedal is detected by means of an accelerator operation amount detector. An engine speed detecting sensor detects engine speed. The displacement of the accelerator pedal and the throttle opening are stored in storage means in advance as map data relative to the engine speed.

    [0010] It is the object of the present invention to provide an engine control device and a method for controlling the engine of a vehicle responsive to rider's accelerator operation to provide a good acceleration feeling for the driver of the vehicle.

    [0011] This object is solved by the features of claims 1 and 2, respectively.

    [0012] Further improvements are laid down in the subclaims.

    [0013] In the following, the present invention is explained in greater detail with respect to several embodiments thereof in conjunction with the accompanying drawings, wherein:
    FIG. 1
    is a graph illustrating the basic idea of engine output control for a two-wheeled motor vehicle according to the embodiment,
    FIGS. 2(a) and 2(b)
    are graphs of throttle opening required to obtain torque characteristics according to the embodiment relative to accelerator displacement,
    FIG. 3
    is a graph showing engine torque relative to the accelerator displacement according to the embodiment,
    FIG.4
    is a three-dimensional map showing the engine torque relative to the accelerator displacement according to the embodiment,
    FIG. 5
    is a block diagram illustrating the configuration of an engine output control device for a two-wheeled motor vehicle of the embodiment,
    FIGS. 6(a) and 6(b)
    are graphs showing the relation between the accelerator displacement and the throttle opening in the case in which an accelerator lever and a throttle valve are mechanically linked to each other in the conventional art,
    FIG. 7
    is a graph showing the engine torque characteristics relative to the accelerator displacement in the conventional art,
    FIGS. 8(a) and 8(b)
    are graphs showing the relation between the accelerator displacement and the throttle opening in the case in which an over venturi effect in the conventional art is avoided,
    FIG. 9
    is a graph showing the engine torque characteristics relative to the accelerator displacement in the case in which the over venturi effect in the conventional art is avoided, and
    FIG. 10
    is a graph showing the target amount of intake air relative to the accelerator displacement in the conventional art.

    Description of Reference Numerals:



    [0014] 

    10: accelerator displacement detection means

    11: engine speed detection means

    12: map data storage means

    13: throttle opening setting means

    14: throttle valve actuation means



    [0015] An embodiment will be described below with reference to the drawings. In the drawings below, for the sake of simplifying explanation, components having substantially the same function are indicated with the same reference symbol. Further, the teaching of the present invention is not limited to the following embodiment.

    [0016] FIG. 1 is a graph illustrating the basic idea of engine control for a two-wheeled motor vehicle according to the embodiment. The horizontal axis represents the displacement of an accelerator, and the vertical axis represents engine torque. A graph shown by a broken line (A) in FIG. 1 shows engine torque characteristics in the case in which an over venturi effect is eliminated as illustrated in FIG. 9 (at an engine speed of 5000 rpm). In this case, the engine torque is constant in the range in which the accelerator displacement is large, as described above.

    [0017] On the other hand, a graph shown by a solid line (B) in FIG. 1 shows engine torque characteristics according to the embodiment. In the range of the accelerator displacement in which the engine torque is constant, the engine torque is controlled to gradually increase to a maximum torque value in response to an increase in the accelerator displacement. More specifically, the engine torque characteristics according to the embodiment promptly approximates the maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque characteristics are controlled to gradually increase to the maximum torque value in response to an increase in the accelerator displacement.

    [0018] In such manner, in the range in which the accelerator displacement is small, the engine torque promptly approximates a maximum torque value. Thus, the rider can obtain a great acceleration feeling. Thereafter, the engine torque gradually increases to the maximum torque value in response to an increase in the accelerator displacement, which enables the rider to control engine torque through his/her accelerator operation.

    [0019] As seen from the graph of FIG. 1, in the torque characteristics shown by the solid line (B), a slight torque loss occurs relative to the torque characteristics shown by the broken line (A). However, the torque characteristics shown by the solid line (B) enables responsive engine control for the overall range of rider's accelerator operation, thereby providing better riding comfort for the rider.

    [0020] FIGS. 2(a) and 2(b) are graphs of throttle opening required to obtain the torque characteristics shown by the solid line (B) in FIG. 1 relative to the accelerator displacement for each engine speed. Those values are stored as throttle opening vs. accelerator displacement map data in storage means (e.g., a ROM).

    [0021] FIG. 3 is a plot of the engine torque that is obtained relative to the accelerator displacement for each engine speed based on the map data of FIGS. 2(a) and 2(b). FIG. 4 is a three-dimensional plot of FIG. 3. As seen in FIGs. 3 and 4, the rotation of a throttle valve is controlled such that the engine torque increases in response to an increase in the accelerator displacement for all engine speeds.

    [0022] FIG. 5 is a block diagram illustrating the basic configuration of an engine output control device for a two-wheeled motor vehicle of the embodiment. Accelerator displacement detection means (accelerator position sensor) 10 detects the accelerator displacement. Engine speed detection means 11 detects the engine speed. Throttle opening setting means 13 sets the required throttle opening relative to the accelerator displacement detected by the accelerator displacement detection means 10 and the engine speed detected by the engine speed detection means 11, based on the throttle opening map data stored in map data storage means 12. Then, the throttle valve is rotatively driven with throttle valve actuation means 14 by the throttle opening that has been set, so that desired engine torque is obtained.

    [0023] While the teaching of the invention is explained above by way of the preferable embodiment, such descriptions are not limiting items. Therefore, various modifications may be made.

    [0024] The term "two-wheeled motor vehicle" used herein means a motorcycle, including every motorbike and motor scooter, and, more particularly, is a vehicle which can be turned by tilting the vehicle body. Thus, a vehicle equipped with two or more front wheels and/or two or more rear wheels. Without any limitation to two-wheeled motor vehicles, the teaching of the present invention may also be applied to other vehicles, as long as a vehicle can take advantage of effects of the teaching. This includes any straddle-type vehicles, such as four-wheeled buggies or all terrain vehicles (ATV) and snowmobiles.

    [0025] The embodiments provide the excellent advantages as described above. However, application of the teaching thereof to the actual straddle-type vehicle should be practiced based on consideration of the embodiment from an overall viewpoint including other requirements.

    [0026] The teaching of the present invention provides an engine control device responsive to rider's accelerator operation.

    [0027] The description above discloses (amongst others) an embodiment of an engine control device for a straddle-type vehicle with an electronically controlled throttle valve in which throttle opening is controlled in response to the displacement of an accelerator, in which the throttle opening is controlled such that engine torque increases in response to an increase in the accelerator displacement for all engine speeds, and in which at least when the engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque is controlled to gradually increase to the maximum toque value in response to an increase in the accelerator displacement.

    [0028] In a further preferred embodiment, the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in storage means in advance as map data relative to each engine speed.

    [0029] In a further preferred embodiment, the engine control device includes: accelerator displacement detection means for detecting the accelerator displacement; and engine speed detection means for detecting the engine speed, in which the rotation of the electronically controlled throttle valve is controlled to the throttle opening that is determined based on the map data stored in the storage means relative to the accelerator displacement detected by the accelerator displacement detection means and the engine speed detected by the engine speed detection means.

    [0030] The description above further discloses an embodiment of an engine control method for a straddle-type vehicle in which engine torque is controlled by electronically controlling throttle opening in response to the displacement of an accelerator, in which the throttle opening is controlled such that the engine torque increases in response to an increase in the accelerator displacement for all engine speeds.

    [0031] In a further preferred embodiment, the throttle opening is controlled such that at least when the engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque is controlled to gradually increase to the maximum toque value in response to an increase in the accelerator displacement.

    [0032] In a further preferred embodiment, the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in advance as map data relative to each engine speed, and the throttle opening is determined based on the stored map data relative to the detected accelerator displacement and engine speed.

    [0033] The description still further discloses a straddle-type vehicle with the above engine control device.

    [0034] In the engine control device for a straddle-type vehicle of the present embodiments, engine torque is controlled to increase in response to an increase in the displacement of an accelerator. Further, at least when engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque is controlled to gradually increase to the maximum torque value in response to an increase in the accelerator displacement. The rider, therefore, can invariably feel torque control at the time of his/her accelerator operation. Further, even in the range in which the accelerator displacement is small, the rider can obtain a great acceleration feeling, and engine control responsive to rider's accelerator operation is achieved.

    [0035] Thus, according to a first aspect, the description discloses an engine control device for a straddle-type vehicle with an electronically controlled throttle valve in which throttle opening is controlled in response to the displacement of an accelerator, wherein the throttle opening is controlled such that engine torque increases in response to an increase in the accelerator displacement for all engine speeds, and wherein at least when the engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque is controlled to gradually increase to the maximum toque value in response to an increase in the accelerator displacement.

    [0036] According to a second aspect, there is provided an engine control device for a straddle-type vehicle according to the first aspect, wherein the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in storage means in advance as map data relative to each engine speed.

    [0037] According to a third aspect, there is provided an engine control device for a straddle-type vehicle according to the second aspect, comprising: accelerator displacement detection means for detecting the accelerator displacement; and engine speed detection means for detecting the engine speed, wherein the rotation of the electronically controlled throttle valve is controlled to the throttle opening that is determined based on the map data stored in the storage means relative to the accelerator displacement detected by the accelerator displacement detection means and the engine speed detected by the engine speed detection means.

    [0038] According to a fourth aspect, there is provided an engine control method for a straddle-type vehicle in which engine torque is controlled by electronically controlling throttle opening in response to the displacement of an accelerator, wherein the throttle opening is controlled such that the engine torque increases in response to an increase in the accelerator displacement for all engine speeds.

    [0039] According to a fifth aspect, there is provided an engine control method for a straddle-type vehicle according to the fourth aspect, wherein the throttle opening is controlled such that at least when the engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter gradually increases to the maximum toque value in response to an increase in the accelerator displacement.

    [0040] According to a sixth aspect, there is provided an engine control method for a straddle-type vehicle according to the fourth aspect, wherein the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in advance as map data relative to each engine speed, and wherein the throttle opening is determined based on the stored map data relative to the detected accelerator displacement and engine speed.

    [0041] According to a seventh aspect, there is provided a straddle-type vehicle with the engine control device according to any one of the above first to third aspects.

    [0042] Therefore, the description above discloses, in order to provide an engine control device responsive to rider's accelerator operation, an embodiment wherein a throttle opening is controlled such that engine torque increases in response to an increase in accelerator displacement for all engine speeds. At least when the engine speed is in a low-speed range, the engine torque approximates a maximum torque value in the range in which the accelerator displacement is small, and thereafter the engine torque is controlled to gradually increase to the maximum toque value in response to an increase in the accelerator displacement. The accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in storage means 12 in advance as map data relative to each engine speed.


    Claims

    1. Method for controlling an engine of a straddle type vehicle, which avoids an over venturi effect in a low-speed range and in which an engine torque is controlled by electronically controlling a throttle opening in response to a displacement of an accelerator for all engine speeds, wherein the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in advance as map data relative to each engine speed, and wherein the throttle opening is determined based on the store map data relative to the detected accelerator displacement and engine speed, the throttle opening is controlled such that when the engine speed is in a low speed range, a relation of the throttle opening to the accelerator displacement changes, said low-speed range being a range in which an over venturi effect would occur, and wherein a throttle valve is not opened larger than a throttle opening at which a maximum peak value of the engine torque is generated to avoid the over venturi effect, characterized in that the stored map data is set that in the low speed range the engine torque approximates the maximum torque value in the range in which the acceleration displacement is small and thereafter gradually increases to the maximum torque value in response to an increase in the accelerator displacement.
     
    2. Control device of an engine of a straddle-type vehicle, said engine having an electronically controlled throttle valve configured to control a throttle opening in response to a displacement of an accelerator, wherein the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in storage means (12) in advance as map data relative to each engine speed, the control device is configured to control the rotation of the rotation of the electronically controlled throttle valve in a manner that an over venturi effect in a low-speed range is avoided and in which an engine torque is controlled by electronically controlling a throttle opening in response to a displacement of an accelerator for all engine speeds, wherein the accelerator displacement and the throttle opening that is set correspondingly to the accelerator displacement are stored in advance as map data relative to each engine speed, and wherein the throttle opening is determined based on the store map data relative to the detected accelerator displacement and engine speed, the throttle opening is controlled such that when the engine speed is in a low speed range, a relation of the throttle opening to the accelerator displacement changes, said low-speed range being a range in which an over venturi effect would occur, and wherein a throttle valve is not opened larger than a throttle opening at which a maximum peak value of the engine torque is generated to avoid the over venturi effect, characterized in that the stored map data is set that in the low speed range the engine torque approximates the maximum torque value in the range in which the acceleration displacement is small and thereafter gradually increases to the maximum torque value in response to an increase in the accelerator displacement.
     
    3. Control device according to claim 2, characterized by an accelerator displacement detection means (10) for detecting the accelerator displacement, and an engine speed detection means (11) for detecting the engine speed, wherein the rotation of the electronically controlled throttle valve is controlled to the throttle opening that is determined based on the map data stored in the storage means (12) relative to the accelerator displacement detected by the accelerator displacement detection means (10) and the engine speed detected by the engine speed detection means (11).
     
    4. Straddle-type vehicle having an engine control device according to one of the claims 2 or 3.
     


    Ansprüche

    1. Verfahren zum Steuern eines Motors eines Spreizsitz-Fahrzeugs, das einen Over-Venturi-Effekt in einem niedrigen Drehzahlbereich vermeidet und bei welchem ein MotorDrehmoment durch elektronisches Steuern eines Drosselklappenöffnung im Ansprechen auf eine Verstellung eines Gasbetätigers für alle Motordrehzahlen gesteuert wird, wobei die Gasbetätigerverstellung und die Drosselklappenöffnung, die entsprechenderweise zu der Gasbetätigerverstellung festgesetzt ist, im Voraus als Kennfelddaten relativ zu jeder Motordrehzahl gespeichert sind, und wobei die Drosselklappenöffnung basierend auf den gespeicherten Kennfelddaten relativ zu der ermittelten Gasbetätigerverstellung und Motordrehzahl bestimmt wird, wobei die Drosselklappenöffnung solcherart gesteuert wird, dass, wenn die Motordrehzahl in einem niedrigem Drehzahlbereich ist, sich ein Verhältnis der Drosselklappenöffnung zu der Gasbetätigerverstellung ändert, wobei der niedrige Drehzahlbereich ein Bereich ist, in welchem ein Over-Venturi-Effekt auftreten würde, und wobei eine Drosselklappe nicht weiter geöffnet wird als auf eine Drosselklappenöffnung, bei der ein maximaler Spitzenwert des Motordrehmoments erzeugt wird, um den Over-Venturi-Effekt zu vermeiden,
    dadurch gekennzeichnet, dass
    die gespeicherten Kennfelddaten so festgesetzt sind, dass in dem niedrigen Drehzahlbereich sich das Motordrehmoment dem maximalen Drehmomentwert in dem Bereich, in welchem die Gasbetätigerverstellung klein ist, nähert, und danach allmählich zu dem maximalen Drehmomentwert anwächst im Ansprechen auf eine Vergrößerung der Gasbetätigerverstellung.
     
    2. Steuervorrichtung eines Motors eines Spreizsitz-Fahrzeugs, wobei der Motor eine elektronisch gesteuerte Drosselklappe aufweist, die so ausgelegt ist, dass sie eine Drosselklappenöffnung im Ansprechen auf eine Verstellung eines Gasbetätigers steuert, wobei die Gasbetätigerverstellung und die Drosselklappenöffnung, die entsprechenderweise zu der Gasbetätigerverstellung festgesetzt ist, in einer Speichereinrichtung (12) im Voraus als Kennfelddaten relativ zu jeder Motordrehzahl gespeichert sind, wobei die Steuervorrichtung so ausgelegt ist, dass sie die Drehung der elektronisch gesteuerten Drosselklappe in einer Weise steuert, dass ein Over-Venturi-Effekt in einem niedrigen Drehzahlbereich vermieden wird, und in welchem ein Motordrehmoment durch elektronisches Steuern einer Drosselklappenöffnung im Ansprechen auf eine Verstellung eines Gasbetätigers für alle Motordrehzahlen gesteuert wird, wobei die Gasbetätigerverstellung und die Drosselklappenöffnung, die entsprechend zu der Gasbetätigerverstellung festgesetzt ist, im Voraus als Kennfelddaten relativ zu jeder Motordrehzahl gespeichert sind, und wobei die Drosselklappenöffnung, basierend auf den gespeicherten Kennfelddaten relativ zu der ermittelten Gasbetätigerverstellung und Motordrehzahl bestimmt wird, wobei die Drosselklappenöffnung solcherart gesteuert wird, dass wenn die Motordrehzahl in einem niedrigen Drehzahlbereich ist, ein Verhältnis der Drosselklappenöffnung sich zu der Gasbetätigerverstellung ändert, wobei der niedrige Drehzahlbereich ein Bereich ist, in welchem ein Over-Venturi-Effekt auftreten würde, und wobei eine Drosselklappe nicht weiter geöffnet wird, als auf eine Drosselklappenöffnung, bei der ein maximaler Spitzenwert des Motordrehmoments erzeugt würde, um den Over-Venturi-Effekt zu vermeiden,
    dadurch gekennzeichnet, dass
    die gespeicherten Kennfelddaten so festgesetzt sind, dass in dem niedrigen Drehzahlbereich sich das Motordrehmoment dem maximalen Drehmomentwert in dem Bereich annähert, in dem die Gasbetätigerverstellung klein ist, und sich danach allmählich zu dem maximalen Drehmomentwert im Ansprechen auf ein Anwachsen der Gasbetätigerverstellung erhöht.
     
    3. Steuervorrichtung nach Anspruch 2, gekennzeichnet durch eine GasbetätigerverstellungErmittlungseinrichtung (10) zum Ermitteln der Gasbetätigerverstellung und eine Motordrehzahl-Ermittlungseinrichtung (11) zum Ermitteln der Motordrehzahl, wobei die Drehung der elektronisch gesteuerten Drosselklappe zu der Drosselklappenöffnung gesteuert wird, die basierend auf den Kennfelddaten bestimmt wird, die in der Speichereinrichtung (12) relativ zu der Gasbetätigerverstellung, die durch die Gasbetätiger-Ermittlereinrichtung (10) ermittelt wird und der Motordrehzahl, die durch die Motordrehzahl-Ermittlungseinrichtung (11) ermittelt wird, gespeichert sind.
     
    4. Spreizsitz-Fahrzeug, das eine Motorsteuervorrichtung nach einem der Ansprüche 2 oder 3 aufweist.
     


    Revendications

    1. Procédé de commande du moteur d'un véhicule du type à selle, permettant d'éviter un effet venturi excessif dans la plage des faibles vitesses et dans lequel le couple du moteur est commandé par commande électronique de l'ouverture du papillon des gaz en réponse au déplacement de l'accélérateur à toutes les vitesses du moteur, dans lequel le déplacement de l'accélérateur et l'ouverture du papillon des gaz, qui est réglée de manière à correspondre au déplacement de l'accélérateur, sont enregistrés à l'avance en tant que données de carte en fonction de chaque vitesse du moteur, et dans lequel l'ouverture du papillon des gaz est déterminée en se basant sur les données de carte mémorisées relatives au déplacement détecté de l'accélérateur et à la vitesse du moteur, l'ouverture du papillon des gaz est commandée de sorte que lorsque la vitesse du moteur se trouve dans la plage des faibles vitesses, la relation entre l'ouverture du papillon des gaz et le déplacement de l'accélérateur varie, ladite plage de faibles vitesses étant une plage dans laquelle un effet venturi excessif se produit, et dans laquelle le papillon des gaz n'est pas plus ouvert que l'ouverture du papillon des gaz à laquelle la valeur de crête maximale du couple du moteur est générée pour éviter l'effet de venturi excessif, caractérisé en ce que les données de carte mémorisées sont réglées de sorte que, dans la plage des faibles vitesses, le couple du moteur s'approche de la valeur maximale du couple dans la plage dans laquelle le déplacement d'accélération est faible et augmente ensuite progressivement jusqu'à la valeur maximale du couple en réponse à une augmentation du déplacement de l'accélérateur.
     
    2. Dispositif de commande du moteur d'un véhicule du type à selle, ledit moteur comportant un papillon des gaz commandé électroniquement configuré pour commander l'ouverture du papillon des gaz en réponse au déplacement de l'accélérateur, dans lequel le déplacement de l'accélérateur et l'ouverture du papillon des gaz, qui est réglée de manière à correspondre au déplacement de l'accélérateur, sont enregistrés à l'avance dans un moyen de mémoire (12) en tant que données de carte en fonction de chaque vitesse du moteur, le dispositif de commande est configuré pour commander la rotation du papillon des gaz commandé électroniquement de manière à éviter un effet venturi excessif dans la plage des faibles vitesses et dans lequel le couple du moteur est commandé par commande électronique de l'ouverture du papillon des gaz en réponse au déplacement de l'accélérateur à toutes les vitesses du moteur, dans lequel le déplacement de l'accélérateur et l'ouverture du papillon des gaz, qui est réglée de manière à correspondre au déplacement de l'accélérateur, sont enregistrés à l'avance en tant que données de carte en fonction de chaque vitesse du moteur, et dans lequel l'ouverture du papillon des gaz est déterminée en se basant sur les données de carte mémorisées relatives au déplacement détecté de l'accélérateur et à la vitesse du moteur, l'ouverture du papillon des gaz est commandée de sorte que lorsque la vitesse du moteur se trouve dans la plage des faibles vitesses, la relation entre l'ouverture du papillon des gaz et le déplacement de l'accélérateur varie, ladite plage de faibles vitesses étant une plage dans laquelle un effet venturi excessif se produit, et dans laquelle le papillon des gaz n'est pas plus ouvert que l'ouverture du papillon des gaz à laquelle la valeur de crête maximale du couple du moteur est générée pour éviter l'effet de venturi excessif, caractérisé en ce que les données de carte mémorisées sont réglées de sorte que, dans la plage des faibles vitesses, le couple du moteur s'approche de la valeur maximale du couple dans la plage dans laquelle le déplacement d'accélération est faible et augmente ensuite progressivement jusqu'à la valeur maximale du couple en réponse à une augmentation du déplacement de l'accélérateur.
     
    3. Dispositif de commande selon la revendication 2, caractérisé par un moyen de détection de déplacement de l'accélérateur (10) pour détecter le déplacement de l'accélérateur, et un moyen de détection de vitesse du moteur (11) pour détecter la vitesse du moteur, dans lequel la rotation du papillon des gaz commandé électroniquement est commandée à l'ouverture du papillon des gaz qui est déterminée en se basant sur les données de carte enregistrées dans le moyen de mémoire (12) relatives au déplacement de l'accélérateur détecté par le moyen de détection de déplacement de l'accélérateur (10) et à la vitesse du moteur détectée par le moyen de détection de vitesse du moteur (11).
     
    4. Véhicule du type à selle comportant un dispositif de commande de moteur selon l'une des revendications 2 ou 3.
     




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    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description