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1. 发明公开

EP2851253A1 VEHICLE CONTROL DEVICE, AND MOTORCYCLE PROVIDED THEREWITH 审中-实审
标题翻译： FAHRZEUGSTEUERUNGSVORRICHTUNG UND MOTORRAD DAMIT
公开(公告)号：EP2851253A1
公开(公告)日：2015-03-25
申请号：EP13790674.9
申请日：2013-05-17
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： ISHIOKA, Kazutoshi , SEKIGUCHI, Naoki
IPC分类号： B60W10/04 , B60W10/06 , B60W10/101 , B60W10/108 , F02D29/00 , F02D41/04
CPC分类号： B60W10/107 , B60W10/06 , B60W30/1882 , B60W40/1005 , B60W2050/0056 , B60W2300/36 , B60W2520/10 , B60W2540/10 , B60W2710/0605 , B60W2710/0644 , B60W2710/1005 , B60W2710/105 , B60Y2200/126 , F02D31/002 , F02D41/0002 , F02D41/0225 , F02D2200/501 , F02D2200/602 , F02D2250/18 , Y02T10/42
摘要： To provide a vehicle control device capable of relatively readily setting an engine rotation speed to a rotation speed that achieves a comfortable sense of riding. A target engine rotation speed calculation unit (11) calculates a target engine rotation speed. A target transmission ratio calculation unit (13) calculates a target transmission ratio, based on the target engine rotation speed. A driving force target calculation unit (15) calculates a driving force target value that is a target value as to a driving force of a vehicle, based on the target engine rotation speed. A target throttle opening degree calculation unit (18) calculates a target throttle opening degree, based on the driving force target value and the target engine rotation speed such that a driving force corresponding to the driving force target value is obtained.
摘要翻译：提供能够相对容易地将发动机转速设定为实现舒适驾驶感的旋转速度的车辆控制装置。目标发动机转速计算单元（11）计算目标发动机转速。目标传动比计算单元（13）基于目标发动机转速来计算目标传动比。驱动力目标计算单元（15）基于目标发动机转速来计算作为车辆的驱动力的目标值的驱动力目标值。目标节气门开度计算单元（18）基于驱动力目标值和目标发动机转速来计算目标节气门开度，使得获得与驱动力目标值相对应的驱动力。

2. 发明公开

EP3412530A1 LEANING VEHICLE 审中-公开
公开(公告)号：EP3412530A1
公开(公告)日：2018-12-12
申请号：EP17747470.7
申请日：2017-02-01
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： SEKIGUCHI, Naoki , MURAYAMA, Takuji , NISHIMURA, Tetsuhiko
IPC分类号： B60W10/04 , B60K6/485 , B60W10/06 , B60W10/08 , B60W10/101 , B60W20/00 , B62J99/00 , B62K11/00 , F16H61/02 , F16H61/662 , F16H63/50
CPC分类号： B60K6/485 , B60K6/48 , B60K6/543 , B60K6/547 , B60W10/04 , B60W10/06 , B60W10/08 , B60W10/101 , B60W10/11 , B60W20/00 , B60W20/10 , B60W20/13 , B60W20/19 , B60W20/30 , B60W30/18072 , B60W30/18127 , B60W2030/18081 , B60W2300/36 , B60W2300/365 , B60W2510/1005 , B60W2510/244 , B60W2540/10 , B60W2710/083 , B60W2710/1005 , B62J99/00 , B62K11/00 , F16H61/02 , F16H61/662 , F16H63/50 , Y02T10/6226 , Y02T10/6286
摘要： A leaning vehicle including an electric-motor-driven automatic-controlled transmission, which has improved followability of the driving force in response to an operation of the accelerator by the rider while the leaning vehicle decelerates or accelerates, is provided.
In a leaning vehicle (1), an upstream rotating electric machine (90) is provided upstream of an electric-motor-driven automatic-controlled transmission (50) on a power transmission path from a crankshaft (21) to a driving wheel (3). While the leaning vehicle (1) accelerates or decelerates, a controller (105) is able to perform both transmission control of changing a transmission ratio by controlling an electric motor (71) of the electric-motor-driven automatic-controlled transmission (50) and rotating electric machine control of changing a torque applied to the upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path by controlling the upstream rotating electric machine (90). In the rotating electric machine control while the leaning vehicle (1) accelerates, the torque in the positive rotational direction of the crankshaft (21) imparted to the upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path is changed by controlling the upstream rotating electric machine (90). In the rotating electric machine control when the leaning vehicle (1) decelerates, the torque in the reverse rotational direction of the crankshaft (21) imparted to the upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path is changed by controlling the upstream rotating electric machine (90).

3. 发明公开

EP3871934A1 LEANING VEHICLE 无效
公开(公告)号：EP3871934A1
公开(公告)日：2021-09-01
申请号：EP21170691.6
申请日：2017-02-01
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： SEKIGUCHI, Naoki , MURAYAMA, Takuji , NISHIMURA, Tetsuhiko
IPC分类号： B60W10/04 , B60K6/485 , B60W10/06 , B60W10/08 , B60W10/101 , B60W20/00 , B62J99/00 , B62K11/00 , F16H61/02 , F16H61/662 , F16H63/50 , B60K6/48 , B60K6/543 , B60W20/19 , B60W20/30 , B60W20/10 , B60W30/18 , B60W20/13 , B60K6/547 , B60W10/11
摘要： A leaning vehicle including an electric-motor-driven automatic-controlled transmission, which has improved followability of the driving force in response to an operation of the accelerator by the rider while the leaning vehicle decelerates or accelerates, is provided. In a leaning vehicle (1), an upstream rotating electric machine (90) is provided upstream of an electric-motor-driven automatic-controlled transmission (50) on a power transmission path from a crankshaft (21) to a driving wheel (3). While the leaning vehicle (1) accelerates or decelerates, a controller (105) is able to perform both transmission control of changing a transmission ratio by controlling an electric motor (71) of the electric-motor-driven automatic-controlled transmission (50) and rotating electric machine control of changing a torque applied to the upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path by controlling the upstream rotating electric machine (90). In the rotating electric machine control while the leaning vehicle (1) accelerates, the torque in the positive rotational direction of the crankshaft (21) imparted to the crankshaft (21, 252) which is provided upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path is changed by controlling the upstream rotating electric machine (90). In the rotating electric machine control when the leaning vehicle (1) decelerates, the torque in the reverse rotational direction of the crankshaft (21) imparted to the crankshaft (21, 252) which is provided upstream of the electric-motor-driven automatic-controlled transmission (50) on the power transmission path is changed by controlling the upstream rotating electric machine (90).

4. 发明公开

EP3715202A1 LEANING VEHICLE 有权
公开(公告)号：EP3715202A1
公开(公告)日：2020-09-30
申请号：EP19744168.6
申请日：2019-01-28
申请人： YAMAHA HATSUDOKI KABUSHIKI KAISHA
发明人： MURAYAMA, Takuji , SEKIGUCHI, Naoki
IPC分类号： B60W10/00 , B60W10/08 , B60W10/107 , B60W10/192 , F16H59/44 , F16H61/21 , F16H61/662
摘要： In a leaning vehicle 1 on which a rubber-belt-type continuously variable transmission device 30 is mounted, the degree of freedom in controlling braking force applied to a rear wheel 3 by engine braking is further improved.
The leaning vehicle 1 includes a vehicle body frame 7 leaning in the left-right direction of the vehicle, an engine 20 including a crankshaft 21, a front wheel 2, a rear wheel 3, a rubber-belt-type continuously variable transmission device 30 which transmits power from the crankshaft 21 to the rear wheel 3, and a rear wheel braking force controller 120. The rear wheel braking force controller 120 includes at least one of an electric actuator 70 which changes the winding diameter of a rubber belt 32 of the rubber-belt-type continuously variable transmission device 30, a crankshaft motor generator 90 which applies torque to the crankshaft 21, or a rear wheel motor generator 80 which applies torque to the rear wheel 3. The rubber-belt-type continuously variable transmission device 30 is arranged so that a difference between the maximum speed transmission ratio and the minimum transmission ratio is larger than a rubber belt change amount. At least after the leaning vehicle 1 reaches the maximum speed and then shifts to a deceleration state, the rear wheel braking force controller 120 controls the braking force applied to the rear wheel 3.

5. 发明公开

EP3412932A1 ENGINE UNIT 有权
公开(公告)号：EP3412932A1
公开(公告)日：2018-12-12
申请号：EP17747475.6
申请日：2017-02-01
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： MURAYAMA, Takuji , SEKIGUCHI, Naoki
IPC分类号： F16H9/18 , F16H25/20
CPC分类号： F16H9/18 , F16H25/20 , F16H57/0475 , F16H57/0497 , F16H63/062 , F16H2025/2081 , F16H2057/0203 , F16H2057/02065 , F16H2057/02095 , F16H2063/3056 , F16H2063/3063
摘要： An engine unit including an electronically-controlled continuously variable transmission apparatus (30) employing a dry belt (32), in which the fuel consumption of the engine unit is improved while degradation of the dry belt (32) by heat is prevented, is provided.
In the electronically-controlled continuously variable transmission apparatus (30) including the engine unit indicated by (a), a rotational force conversion mechanism (72) is provided not to overlap the rotation range (CW) of a crank web (21a) when viewed in any direction orthogonal to a crank rotational axis Ac. A conversion contact portion (70) where a relative moving member (73) is in contact with a rotating member (74) is provided in a lubrication space (22c) formed by a crankcase member (22) so as to be exposed to the lubrication space (22c). In the electronically-controlled continuously variable transmission apparatus (30), two sealing members (22d, 44d) are provided. In an electronically-controlled continuously variable transmission apparatus (100) of Comparative Example (b), 10 sealing members (103, 107, 112a, 114, 116a, 122b, 122b, 126b, 126b, 107a) are provided.

6. 发明公开

EP2602463A1 VEHICLE AND DRIVE CONTROL DEVICE FOR VEHICLE 审中-公开
标题翻译：爱尔兰联合酋长国
公开(公告)号：EP2602463A1
公开(公告)日：2013-06-12
申请号：EP11814340.3
申请日：2011-04-08
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： YAMAMOTO, Ryuji , ARAI, Katsuhiro , ISHIOKA, Kazutoshi , AOKI, Hiroyuki , SEKIGUCHI, Naoki
IPC分类号： F02D41/14 , F02D29/00 , F02D41/04 , F16H61/02 , F16H61/662 , F16H63/50
CPC分类号： B60W10/06 , B60W10/101 , B60W30/1882 , F02D29/00 , F02D41/0225 , F02D41/045 , F02D41/1497 , F02D2200/0625 , F02D2250/21 , F02D2400/12 , F16H61/66259 , F16H2059/084 , F16H2059/085 , F16H2061/0015 , F16H2061/0096
摘要： To provide a drive control device for a vehicle capable of driving an engine at a desired fuel consumption. The drive control device has a map which correlates each engine rotation speed with an evaluation value indicating a fuel consumption in driving the engine at that engine rotation speed. The drive control device calculates a targeted evaluation value Etg between a first evaluation value Elim1 indicating a fuel consumption in driving the engine in the fuel economy mode and a second evaluation value Elim2 indicating a fuel consumption in driving the engine in the acceleration responsive mode. Further, the drive control device calculates a target engine rotation speed Stg correlated to the targeted evaluation value Etg, with reference to the map.
摘要翻译：提供一种能够以期望的燃料消耗驱动发动机的车辆的驱动控制装置。驱动控制装置具有将每个发动机转速与以该发动机转速驱动发动机的燃料消耗量的评价值相关联的映射。驱动控制装置计算在燃料经济性模式中指示驱动发动机的燃料消耗的第一评价值Elim1和表示在加速响应模式中驱动发动机的燃料消耗的第二评价值Elim2之间的目标评价值Etg。此外，驱动控制装置参照地图计算与目标评价值Etg相关的目标发动机转速Stg。

7. 发明公开

EP3978347A1 STRADDLED VEHICLE 有权
公开(公告)号：EP3978347A1
公开(公告)日：2022-04-06
申请号：EP20835580.0
申请日：2020-06-29
申请人： Yamaha Hatsudoki Kabushiki Kaisha
发明人： SEKIGUCHI, Naoki , MURAYAMA, Takuji , WATANABE, Hiroto
IPC分类号： B62M25/08 , F16H61/00 , F16H61/662 , F16H9/12 , B60K6/22 , B60K6/40 , B60K6/485 , B60K6/543 , B62J99/00 , F02D45/00
摘要： An engine unit (40) of a straddled vehicle (1) includes an engine (20) and is supported by a vehicle body frame (7). The straddled vehicle (1) includes at least one first controller (50) including a first communication device (51) and a first drive circuit (52) and at least one second controller (60) including a second communication device (61) and a second drive circuit (62), which are connected by a multiplex communication line (55). The length (Lm) of a power line (71a) between the second drive circuit (62) and a transmission control motor (71) connected to the second drive circuit (62) and the length (Lg) of a power line (80a) between the second drive circuit (62) and at least one engine motor (80) connected to the second drive circuit (62) are shorter than the length (Lb) of a power line (72a) between the second drive circuit (62) and a battery device (72) connected to the second drive circuit (62). The length (Lc) of a multiplex communication line (55) between the first communication device (51) and the second communication device (61) is longer than the lengths (Lm) and (Lg).

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