Abstract: A blade control device includes: a corrected design surface generation unit that generates a corrected design surface connecting a first surface existing in front of a work vehicle and a second surface having a different slope from a slope of the first surface on an initial design surface indicating a target shape of an excavation object to be excavated using a blade of the work vehicle; and a blade control unit that outputs a control command to control a height of the blade based on the corrected design surface.

Abstract: A blade control device includes: a corrected design surface generation unit that generates a corrected design surface connecting a first surface existing in front of a work vehicle and a second surface having a different slope from a slope of the first surface on an initial design surface indicating a target shape of an excavation object to be excavated using a blade of the work vehicle; and a blade control unit that outputs a control command to control a height of the blade based on the corrected design surface.

Abstract: A blade control method includes: acquiring a design surface indicating a target shape of an excavation object to be excavated by a blade supported by a vehicle body of a work vehicle, the design surface including a first surface present in front of the work vehicle and a second surface disposed below the first surface and forming a level difference with a front end portion of the first surface; acquiring an observed pitch angle indicating an inclination angle of the vehicle body in a longitudinal direction; and calculating a specific part height indicating a height-direction distance between a specific part of the work vehicle and the second surface in a state in which at least a part of the vehicle body is positioned on the first surface and the blade is positioned above the second surface.

Abstract: A blade control method includes: acquiring a design surface indicating a target shape of an excavation object to be excavated by a blade supported by a vehicle body of a work vehicle, the design surface including a first surface present in front of the work vehicle and a second surface having a slope different from a slope of the first surface; acquiring an observed pitch angle indicating an inclination angle of the vehicle body in a longitudinal direction; and calculating a planned pitching angle indicating a deviation between the observed pitch angle and a design surface pitch angle indicating an inclination angle of the second surface in a state in which the vehicle body is positioned on the first surface and the blade is positioned above the second surface.

Abstract: The blade control apparatus includes outputting an instruction to operate a hydraulic cylinder, calculating a target height of the blade tip according to absolute position data, vehicle body inclination angle data, and designed surface data, acquiring target height data at a first point of time, calculating an actual height of the blade tip at the first point of time according to the absolute position data, the vehicle body inclination angle data, and the cylinder length data, and estimating an estimated height of the blade tip at a third point of time later than the first point of time, according to an instruction at a second point of time earlier than the first point of time, and actual height data of the blade tip at the first point of time or a point of time earlier than the first point of time.

Abstract: The blade control apparatus includes outputting an instruction to operate a hydraulic cylinder, calculating a target height of the blade tip according to absolute position data, vehicle body inclination angle data, and designed surface data, acquiring target height data at a first point of time, calculating an actual height of the blade tip at the first point of time according to the absolute position data, the vehicle body inclination angle data, and the cylinder length data, and estimating an estimated height of the blade tip at a third point of time later than the first point of time, according to an instruction at a second point of time earlier than the first point of time, and actual height data of the blade tip at the first point of time or a point of time earlier than the first point of time.

Abstract: An intake control device for an air intake system includes one or more stationary intake pipes that communicate with one or more intake ports of an engine. One or more movable intake pipes are movable relative to the stationary intake pipes and, in one position, cooperate with the stationary intake pipes to define engine air intake passages. An actuator applies a force tending to move the movable intake pipes in a first direction. A controller controls the actuator. The movable intake pipes are inhibited from moving beyond a first position in the first direction. The controller directs the actuator to apply a force to the movable intake pipes when the movable intake pipes are in the first position.

Abstract: A vehicle, such as a motorcycle, which has an engine control system that is configured to reduce an output of the engine upon a determination that a shifting of the transmission, without a corresponding disengagement of the clutch, is likely to occur. In one arrangement, the vehicle includes a controller that is configured such that if a release rate of the accelerator, calculated on the basis of signals from an accelerator position sensor, has been equal to or larger than a threshold value for a period of time, and other conditions have been met, it is determined that snapping of the accelerator by the operator has been performed. The snapping is a release of the accelerator that is predicted to be accompanied by a transmission shift without disengagement of the clutch. In response to the snapping determination, the engine output is reduced for a reduction duration, such as by retarding the ignition timing, after the elapse of a predetermined stand-by time.

Abstract: An intake control system includes a control device that changes a length of an intake conduit between the length of connection and the length of disconnection that is shorter than the length of connection. The control device also includes a processor that determines whether or not the length of the intake conduit is to be changed. A condition for determining a change from the length of connection to the length of disconnection includes that an engine load is higher than a first threshold value. Also, a condition for determining a change from the length of disconnection to the length of connection includes that the engine load is lower than a second threshold value, which is lower than the first threshold value.

Abstract: An engine control device capable of decreasing engine output while giving less uncomfortable feeling to the rider in the event of a failure, with a simple configuration. Engine output is decreased when a failure has been detected in a throttle valve. When engine speed after the occurrence of the failure is larger than preset target rotational speed at the time of the occurrence of the failure, an ignition of the engine is cut off. The engine speed thereby can be decreased according to the preset target rotational speed. Thus, engine output can be decreased uniquely.

Abstract: An intake control system includes a control device that changes a length of an intake conduit between the length of connection and the length of disconnection that is shorter than the length of connection. The control device also includes a processor that determines whether or not the length of the intake conduit is to be changed. A condition for determining a change from the length of connection to the length of disconnection includes that an engine load is higher than a first threshold value. Also, a condition for determining a change from the length of disconnection to the length of connection includes that the engine load is lower than a second threshold value, which is lower than the first threshold value.

Abstract: An intake control device for an air intake system includes one or more stationary intake pipes that communicate with one or more intake ports of an engine. One or more movable intake pipes are movable relative to the stationary intake pipes and, in one position, cooperate with the stationary intake pipes to define engine air intake passages. An actuator applies a force tending to move the movable intake pipes in a first direction. A controller controls the actuator. The movable intake pipes are inhibited from moving beyond a first position in the first direction. The controller directs the actuator to apply a force to the movable intake pipes when the movable intake pipes are in the first position.

Abstract: A vehicle, such as a motorcycle, which has an engine control system that is configured to reduce an output of the engine upon a determination that a shifting of the transmission, without a corresponding disengagement of the clutch, is likely to occur. In one arrangement, the vehicle includes a controller that is configured such that if a release rate of the accelerator, calculated on the basis of signals from an accelerator position sensor, has been equal to or larger than a threshold value for a period of time, and other conditions have been met, it is determined that snapping of the accelerator by the operator has been performed. The snapping is a release of the accelerator that is predicted to be accompanied by a transmission shift without disengagement of the clutch. In response to the snapping determination, the engine output is reduced for a reduction duration, such as by retarding the ignition timing, after the elapse of a predetermined stand-by time.

Abstract: An engine control apparatus for a motorcycle capable of detecting an abnormality such that there is no change in vehicle behavior even when the abnormality is brought about. A control CPU controls injection and ignition of an engine and a throttle valve. A monitor CPU detects an abnormality of the engine control apparatus. The control CPU calculates a fuel injection amount, an ignition timing, and an opening degree of the throttle valve necessary for controlling the engine and executes a predetermined engine control. The monitor CPU detects the abnormality of the engine control apparatus. A comparison of control values to detect the abnormality by the monitor CPU is executed by a detection interval equal to or smaller than 10 ms.

Abstract: An engine (drive force) control apparatus for a motorcycle that prevents a change in vehicle behavior by noise or the like. A control CPU electronically controls injection and ignition of fuel and a throttle valve. An abnormality detecting portion detects an abnormality of the engine control apparatus by a predetermined abnormality detecting period. When the abnormality is detected, primary abnormality processing of the engine control apparatus is executed. When the abnormality is not detected, primary abnormality processing is released and an electronic control at normal time of the engine control apparatus is executed. When an abnormality detecting signal detected by the abnormality detecting portion continues even an elapse of a predetermined abnormality determining time period, primary abnormality processing is shifted to secondary abnormality processing.

Abstract: An engine control apparatus for a motorcycle capable of detecting an abnormality such that there is no change in vehicle behavior even when the abnormality is brought about. A control CPU controls injection and ignition of an engine and a throttle valve. A monitor CPU detects an abnormality of the engine control apparatus. The control CPU calculates a fuel injection amount, an ignition timing, and an opening degree of the throttle valve necessary for controlling the engine and executes a predetermined engine control. The monitor CPU detects the abnormality of the engine control apparatus. A comparison of control values to detect the abnormality by the monitor CPU is executed by a detection interval equal to or smaller than 10 ms.

Abstract: An engine (drive force) control apparatus for a motorcycle that prevents a change in vehicle behavior by noise or the like. A control CPU electronically controls injection and ignition of fuel and a throttle valve. An abnormality detecting portion detects an abnormality of the engine control apparatus by a predetermined abnormality detecting period. When the abnormality is detected, primary abnormality processing of the engine control apparatus is executed. When the abnormality is not detected, primary abnormality processing is released and an electronic control at normal time of the engine control apparatus is executed. When an abnormality detecting signal detected by the abnormality detecting portion continues even an elapse of a predetermined abnormality determining time period, primary abnormality processing is shifted to secondary abnormality processing.

Abstract: An engine control device capable of decreasing engine output while giving less uncomfortable feeling to the rider in the event of a failure, with a simple configuration. Engine output is decreased when a failure has been detected in a throttle valve. When engine speed after the occurrence of the failure is larger than preset target rotational speed at the time of the occurrence of the failure, an ignition of the engine is cut off. The engine speed thereby can be decreased according to the preset target rotational speed. Thus, engine output can be decreased uniquely.