DE102017125999B4 - CONTROL FOR A VEHICLE, MOTORCYCLE AND SUSPENSION CONTROL METHOD FOR A MOTORCYCLE - Google Patents

Abstract

A controller (12) for a vehicle having at least one suspension (5, 6) with a damping coefficient that is variably adjustable, the controller (12) comprising: a determination section (21, 22) that determines whether there is a sprung member moved in an upward direction or in a downward direction and whether the sprung member is accelerated in the upward direction or in the downward direction; anda control section (23) that controls the damping coefficient of the suspension (5, 6) based on a result of the determination made by the determination section (21, 22), the control section (23) determining a damping coefficient for the compression stage of the suspension (5, 6) ) in a case where the determination section (21, 22) determines that the sprung member moves in the upward direction and is accelerated in the upward direction, sets to a predetermined small compression stage value, the control section (23) a damping coefficient for the rebound stage sets the suspension (5, 6) to a predetermined large rebound value in a case where the determination section (21, 22) determines that the sprung member is moving in the upward direction and is accelerated in the downward direction, the control section (23 ) the damping coefficient for the rebound stage of the suspension (5, 6) in a case where the determination a section (21, 22) determines that the sprung member moves in the downward direction and is accelerated in the downward direction, to a predetermined small rebound value, which is smaller than the predetermined large rebound value, and wherein the control section (23) sets the damping coefficient for the compression stage of the suspension (5, 6) in a case where the determination section (21, 22) determines that the sprung member is moving in the downward direction and is accelerated in the upward direction, to a predetermined large compression stage value greater than that predetermined small pressure step value is set.

Description

BACKGROUND OF THE INVENTION

FIELD OF THE INVENTION

The present invention relates to a controller for a vehicle, a motorcycle (two-wheeled vehicle), and a suspension control method for the motorcycle.

DESCRIPTION OF THE PRIOR ART

The JP 3 342 719 B2 discloses an exemplary suspension for a vehicle in which a damping coefficient is variably controlled. With this suspension, the damping coefficient becomes in a case where a multiplier | S · (S - X) | a vertical speed (S) of a sprung part (part placed above a spring) and a relative vertical velocity (S - X) between the sprung part and an unsprung part (part placed below the spring) is a positive value, to a proportional value (Kv. S), which is proportional to the speed S) of the sprung part. In a case where the multiplier | S · (S - X) | whereas, if it is a negative value, the damping coefficient is set to a minimum value.

In the configuration described above, a rebound (tensile load) damping coefficient becomes in a situation where the speed of the sprung part has a positive value and the relative speed has a negative value (e.g., a case where a wheel has an upper point of a Unevenness of a road surface reached), set to a minimum value. For this reason, it is difficult to suppress the extension of the suspension, the sprung member moves vertically to a great extent, and it is difficult to stabilize the posture of a vehicle body. So it is with the in the JP 3 342 719 B2 disclosed method difficult to suppress the extension and compression of the suspension.

In view of the above-described circumstances, it is an object of the present invention to improve the stability of the posture of the sprung member while the vehicle is traveling on a rough road.

The DE 10 2009 053 277 B4 shows a method for controlling adjustable vibration dampers in the chassis of a vehicle, which is characterized in that the specific value of the intensity of the damping in rebound and compression is dependent on the shape of a crest or depression that the vehicle drives through Expression of the dome or depression is determined from the speed of the vehicle body in the vertical direction. Regardless of the Skyhook approach, the intensity of the damping in the rebound stage and in the compression stage of the vibration damper is set to a certain value and maintained for a certain period of time. The certain period of time for which this value is maintained is reduced or set to zero if a critical driving situation is recognized from a strong negative longitudinal acceleration or high transverse acceleration.

The DE 43 03 160 A1 relates to a regulation and / or control of a motor vehicle chassis, in which an actuator is attached as a suspension system between the vehicle body and at least one wheel. For the application of forces between the vehicle body and the wheel by the actuator, regulating and / or control means are provided, by which the actuator is acted upon as a function of variables that represent and / or influence the driving state of the vehicle. Here, the regulating and / or control means consist of at least two control and / or regulating blocks for controlling and / or regulating different properties of the vehicle which influence the driving state of the vehicle. In addition, change means are provided for showing and hiding the control and / or regulating blocks.

The DE 41 16 839 A1 relates to a method and circuit system for processing sensor signals for chassis regulation and / or control. The aim of this method is to impress the low-frequency information missing on the signal of a simply constructed body acceleration sensor by means of a defined superimposition of the sensor signals of the compression travel and / or the compression speed. For this purpose, the sensor signals to be superimposed are processed in filter units, the transfer functions of which have a specific functional relationship.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a controller for a vehicle having at least one suspension with a damping coefficient that is variably adjustable, a determination section that determines whether a sprung member is moving in an upward direction or in a downward direction and whether the sprung Part is accelerated in the upward direction or in the downward direction; and a control section that controls the damping coefficient of the suspension based on a result of the determination made by the determination section, the control section determining a damping coefficient for the compression stage of the Suspension in a case where the determination section determines that the sprung member moves in the upward direction and is accelerated in the upward direction to a predetermined small compression stage value, and the control section sets a damping coefficient for the rebound stage of the suspension in a case in which the determination section determines that the sprung member is moving in the upward direction and is accelerated in the downward direction, sets to a predetermined large rebound value, and the control section sets the damping coefficient for the rebound of the suspension in a case where the determination section determines that the sprung part is moved in the downward direction and accelerated in the downward direction, to a predetermined small rebound value which is smaller than the predetermined large rebound value, and wherein the control section sets the damping coefficient for the compression stage of the suspension In a case where the determination section determines that the sprung member is moving in the downward direction and is being accelerated in the upward direction, it is set to a predetermined large pressure step value larger than the predetermined small pressure step value.

According to this configuration, in a case where the sprung member is decelerated in the direction in which the sprung member moves, the control increases the damping coefficient (sets the damping coefficient to a large value). This makes it easy to suppress the elongation and compression of the suspension and improve the stability of the posture of the sprung part while the vehicle is traveling on a rough road. In addition, a sensor for detecting a change in an unsprung part can be omitted because the controller controls the damping coefficient based on the results of determining the direction of movement of the sprung part and the direction of acceleration of the sprung part.

The determination section may determine, based on a detection value from a single sensor unit attached to the sprung part, whether the sprung part is moving in the upward direction or in the downward direction and whether the sprung part is accelerating in the upward direction or in the downward direction.

According to this configuration, since the moving direction and the acceleration direction of the sprung part can be detected using one sensor unit, the number of sensor units can be reduced.

The controller can be used in a motorcycle having a front wheel and a rear wheel, wherein the at least one suspension with the variable damping coefficient can have a front wheel suspension and a rear wheel suspension, wherein the single sensor unit can be able to measure a vertical acceleration rate and a To detect angular velocity in a pitching direction, and wherein the determination section can determine, based on a detection value from the single sensor unit, whether a front portion of the sprung part is moving in the upward direction or in the downward direction and whether the front portion of the sprung part is moving in the upward direction or in the downward direction is accelerated in the downward direction and can determine whether a rear portion of the sprung part is moving in the upward direction or in the downward direction and whether the rear portion of the sprung part is accelerating in the upward direction or the downward direction is igt.

According to this configuration, it is not necessary to place the sensor units in the front portion and the rear portion of the sprung part, respectively. Thus, the front suspension and the rear suspension can be controlled independently of each other while reducing the number of sensor units.

In a side view, the single sensor unit can be arranged on an axis of the front wheel suspension or at a point which is in the vicinity of the axis of the front wheel suspension.

Since the extension amount and the compression amount of the front suspension tend to be larger than those of the rear suspension, the moving direction of the sprung part and the acceleration direction of the sprung part can be easily detected.

The controller may further include an estimation section that calculates a vertical acceleration rate of a region of the sprung part closer to a center of the sprung part in a forward and backward direction than the single sensor unit, based on the vertical acceleration rate and the angular velocity in the pitching direction, the detected by the single sensor unit, and the determination section may determine, based on the acceleration rate estimated by the estimation section, whether the sprung member is moving in the upward direction or in the downward direction and whether the sprung member is accelerated in the upward direction or the downward direction.

According to this configuration, the suspension control can be performed based on the vertical acceleration rate of the area of the sprung part that is closer to the center of the sprung part located in the forward and backward directions as the only sensor unit (acceleration sensor). For example, a vertical movement of a desired point of the sprung part can be suppressed independently of the positioning of the sensor unit. Or the front suspension and the rear suspension can be controlled independently of each other based on the detection value from the single sensor unit.

The predetermined large rebound damping coefficient value for the rebound stage may be greater than the predetermined small compression damping coefficient value for the compression stage, and the predetermined large compression damping coefficient value for the compression stage may be greater than the predetermined small rebound damping coefficient value for the rebound stage.

According to a further aspect of the present invention, a motorcycle comprises at least one suspension with a damping coefficient that is variably adjustable; a spring-loaded part which is arranged above the at least one suspension; and a controller which controls the at least one suspension, the controller being designed in the manner according to the invention mentioned above.

According to this configuration, the extension and compression of the suspension are suppressed in a case where the sprung part is accelerated in the direction in which the sprung part moves. This makes it possible to improve the stability of the suspension position while the vehicle is traveling on a rough road. Since the controller controls the damping coefficient of the suspension based on the results of determining the direction of movement of the sprung part and the direction of acceleration of the sprung part, the sensor for detecting a change in the unsprung part can be omitted. The resistance value can be the damping coefficient of the suspension, the spring constant of the suspension, or a combination thereof.

According to a further aspect of the present invention, a method for controlling a suspension for a motorcycle, the suspension of which has a damping coefficient which is variably adjustable, comprises the following steps: determining whether a sprung part is moving in an upward direction or in a downward direction and whether the sprung member is accelerated in the upward direction or in the downward direction; and setting a damping coefficient for the compression stage of the suspension to a predetermined small compression stage value when it is determined that the sprung member is moving in the upward direction and is accelerated in the upward direction, setting a damping coefficient for the rebound stage of the suspension to a predetermined large rebound value when it is determined that the sprung member is moving in the upward direction and is accelerated in the downward direction, setting the damping coefficient for the rebound of the suspension to a predetermined small rebound value that is smaller than the predetermined large rebound value when it is determined that the sprung is Part is moved in the downward direction and accelerated in the downward direction, and setting the damping coefficient for the compression level of the suspension to a predetermined large pressure level greater than the predetermined small pressure level when determined that the sprung part moves in the downward direction and is accelerated in the upward direction.

According to this method, the extension and compression of the suspension are suppressed in a case where the sprung part is decelerated in the direction in which the sprung part moves, and thus the stability of the posture of the sprung part while moving the vehicle moves on a rough road can be improved. In addition, a sensor for detecting the change in the unsprung part can be omitted because the controller controls the damping coefficient based on the results of determining the direction of movement of the sprung part and the direction of acceleration of the sprung part.

The above and other features and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments with accompanying drawings.

Figure list

• 1 Figure 3 is a side view of a motorcycle according to an embodiment.
• 2 Figure 13 is a block diagram of a controller for the motorcycle of Figure 1 1 .
• 3 Fig. 13 is a schematic view for explaining the estimation of an acceleration rate for controlling a rear suspension.
• 4A Fig. 13 is a view of an ideal model for suppressing vibration.
• 4B Fig. 13 is a view of a model of the embodiment.
• 5 Fig. 13 is a view for explaining a control process performed by the controller 2 is carried out.
• 6th Fig. 13 is a schematic view for explaining the estimation performed by a controller according to a modified example.
• 7th FIG. 13 is a block diagram of the controller according to the modified example of FIG 6th .

DETAILED DESCRIPTION OF THE EMBODIMENTS

In the following, the embodiment of the present invention will be described with reference to the drawings. The directions given are from the perspective of a rider riding a motorcycle. A forward and backward direction corresponds to the length direction (lengthwise direction) of the motorcycle, and a vehicle width direction corresponds to a right and left direction.

1 Fig. 3 is a side view of a motorcycle 1 according to an exemplary embodiment. With reference to 1 includes the motorcycle 1 , which is an exemplary vehicle, a front wheel 2 , a rear wheel 3 , a vehicle body frame 4th (sprung part), a front suspension 5 (Front fork) which is the front wheel 2 with the front portion of the vehicle body frame 4th connects, and a rear suspension 6th who have favourited the rear wheel 3 with the rear portion of the vehicle body frame 4th connects. One engine 7th is on the vehicle body frame 4th at a point that is between the front wheel 2 and the rear wheel 3 located, attached. A fuel tank 8th is above the engine 7th arranged. One seat 9 that the driver is sitting on is behind the fuel tank 8th placed. A handlebar 10 is rotatable on the front portion of the vehicle body frame 4th attached and includes a handle 10a grabbed by the driver.

Both the front suspension 5 as well as the rear suspension 6th has a shock absorbing structure for mitigating a shock (impact) from a road surface to the vehicle body frame 4th on. In particular, includes the front suspension 5 a spring element, a damping element and a connecting portion that the front wheel 2 with the vehicle body frame 4th connects, and the rear suspension 6th comprises a spring element, a damping element and a connecting portion that the rear wheel 3 with the vehicle body frame 4th connects. A section of both the front suspension 5 as well as the rear suspension 6th , the one with the corresponding wheel 2 , 3 is connected, stretches and compresses with respect to the vehicle body frame 4th . In this way, the impact from the road surface is weakened and the weakened impact is applied to the vehicle body frame 4th transfer.

The front suspension 5 comprises a pair of right and left front forks that have a telescopic structure for allowing the front forks to stretch and compress with elasticity and to which the front suspension is extended and compressed 5 a damping resistor is applied. The pair of right and left front forks extend vertically. The front wheel 2 is attached to the lower end portions of the pair of front forks. The pair of front forks are used to support the front wheel 2 and transmitting one from the front wheel 2 to the vehicle body frame 4th applied weakened vertical shock. In particular, the pair of front forks are supported by an upper and a lower bracket 13th , which are vertically spaced from each other, coupled to each other. A propeller shaft that comes with the brackets 13th connected is on an exhaust pipe 4a , which is a portion of the vehicle body frame 4th acts, supported in such a way that the propeller shaft is angularly displaceable. The front forks of the pair weaken one to the front wheel through unevenness in the road surface 2 applied vertical impact force and transmit the impact force to the exhaust pipe 4a about the brackets 13th and the steering shaft. The pair of front forks stretch and compress in the axial direction of the front forks. Because the power from the front wheel 2 is applied across the pair of front forks, the exhaust pipe receives 4a of the vehicle body frame 4th connected to the front forks is the vertical force.

The rear suspension 6th includes a suspension unit having an extension / compression structure that allows elastic extension and compression of the suspension unit and to which the rear suspension is extended and compressed 6th a damping resistor is applied. The vehicle body frame 4th includes an armrest portion 4b , the one swing arm 14th in such a way that the rocker arm 14th is angularly displaceable. The swing arm 14th supports the rear wheel 3 and extends in the forward and backward directions. The armrest section 4b is behind the engine 7th , below the seat 7th and above the lower end of the vehicle body frame 4th placed. The front end of the swing arm 14th will be on the armrest section 4b of the vehicle body frame 4th supported and the swing arm 14th extends from a point at which the front end portion of the rocker arm 14th on the armrest section 4b is supported, backwards. The rear end of the swing arm 14th supports the rear wheel 3 . The rear suspension 6th couples the swing arm 14th with the vehicle body frame 4th . The rear suspension 6th stretches and compresses and thus a pivoting angle of the rocker changes 14th with respect to the vehicle body frame 4th . The rear suspension 6th weakens you due to the irregularities of the road surface on the rear wheel 3 applied vertical impact to the effect, a pivoting movement of the rocker 14th to weaken. In the present embodiment, there is an area in which the rear suspension 6th is stretchable and compressible, set smaller than a range in which the front suspension 5 is stretchable and compressible.

Both the front suspension and the rear suspension 5 , 6th is a known suspension with a variable damping coefficient (damping coefficient that is variably set) which has a mechanism capable of changing the damping coefficient in response to a command inputted externally. The mechanism for changing the damping coefficient for both the front and rear suspension 5 , 6th may be a mechanical mechanism in which an opening area of an orifice provided in a piston is changed by a needle valve operated by an actuator or an MRF mechanism in which the viscosity of a magnetic viscous fluid is passed through a magnetic fluid valve provided in the piston Use of the magnetic viscous fluid as the hydraulic oil is controlled.

A gyro sensor 11 is on the front portion of the vehicle body frame 4th appropriate. The gyro sensor 11 is a type of sensor unit capable of detecting at least an acceleration rate in a vertical direction (vertical acceleration rate) and an angular velocity in a pitching direction. The term "acceleration" means that a speed of movement changes over time. Thus, a case where an object is accelerated in an upward direction includes a case where an upward force is applied to the object and a moving speed at which the object moves in the upward direction increases with time, and a case where in which the upward force is applied to the object and a moving speed at which the object moves in the downward direction decreases with time. A case where the object is accelerated in a downward direction includes a case where a downward force is applied to the object and a moving speed at which the object moves in the upward direction decreases with time, and a case in that the downward force is applied to the object and a moving speed at which the object moves in the downward direction increases with time. The angular velocity in the pitch direction is defined as an angular velocity in a direction of angular displacement around a pitch axis extending in the vehicle width direction, namely, a direction parallel to the rear wheel axis. Detection signals are received from the gyro sensor at predetermined time intervals 11 output one after the other and subject to temporal differentiation (temporal derivation) and temporal integration (time integral).

When viewed from one side (when viewed from the side) is the gyro sensor 11 on the axis of the front suspension 5 or at one point on the vehicle body frame 4th located near the axis of the front suspension 5 located, arranged. In an area of the vehicle body frame 4th that is further from the front suspension 5 is a change in a vibration mode due to the influences of the elastic deformation of the vehicle body frame 4th or the like more likely. For this reason, the is located near the front suspension 5 location of the vehicle body frame 4th at which the gyro sensor 11 is arranged, preferably in a region of the vehicle body frame 4th which is believed to have a displacement similar to that in a portion of the vehicle body frame 4th , the one with the front suspension 5 connected is. In the present embodiment, the gyro sensor is 11 in front of the engine 7th , the fuel tank 8th and the handle 10a of the handlebar 10 arranged.

One control 12th is on the vehicle body frame 4th attached and with the gyro sensor 11 and the front suspension and the rear suspension 5 , 6th connected. The control 12th is to control both the front and rear suspension in such a manner 5 , 6th that the damping coefficient of each suspension 5 , 6th based on the detection signal from the gyro sensor 11 changed, configured.

2 Figure 3 is a block diagram of the controller 12th of the motorcycle 1 out 1 . With reference to 2 includes the control 12th an estimation section as its function 20th , a front determination section 21 , a rear determination section 22nd and a control section 23 . The control 12th comprises, as hardware, a processor, a volatile memory, a non-volatile memory, an I / O interface and the like. In particular, are the estimation section 20th , the front determination section 21 , the rear destination section 22nd and the control section 23 designed such that the processor performs the calculation using the volatile memory based on programs stored in the non-volatile memory.

3 Fig. 13 is a schematic view for explaining the estimation of the acceleration rate for controlling the rear suspension 6th . As in 3 is shown, the estimating section estimates 20th a vertical acceleration rate α _{r of} a rear suspension mounting point B at which the rear suspension 6th with the vehicle body frame 4th based on a vertical _{acceleration rate α r} and an angular velocity ω 'in the pitching direction determined by the gyro sensor 11 can be detected. The rear suspension attachment point B is different from a gyro sensor attachment point A where the gyro sensor is located 11 with the vehicle body frame 4th connected is.

In particular, the estimation section calculates 20th when a linear (straight line) distance from the gyro sensor mount A to the rear suspension _{mount B is denoted by L 1} , the angular velocity in the pitching direction of the gyro sensor mount A is denoted by ω, the angular displacement in the pitching direction of the gyro sensor mount A is denoted by θ, and the angular acceleration rate in the pitch direction of the gyro sensor mounting point A is denoted by ω '(time differentiation of ω), the acceleration rate α _r according to the following formula 1:

$${\mathrm{\alpha }}_{\text{r}}\mathrm{=}{\mathrm{\alpha }}_{\text{f}}-\text{L1 *}\left(\mathrm{\omega }\text{'}-\mathrm{\theta }{\mathrm{\omega }}^2\right)$$

The estimation section 20th performs the temporal integration of the acceleration rate α _r to derive the vertical speed V _{r of} the rear suspension mounting point B. When the vertical speed of the gyro sensor mounting point A is indicated by V _f (integration of α _{f with time} ), the estimation section can 20th Derive the vertical speed V _{r of} the rear suspension mounting point B according to the following formula (2):

$${\text{V}}_{\text{r}}={\text{V}}_{\text{f}}-{\text{L.}}_{\text{1}}\text{*}\mathrm{\omega }$$

Based on the detection values from the gyro sensor 11 determines the front determination section 21 whether the gyro sensor mounting point A, namely the front portion of the vehicle body frame 4th , moved in the upward direction or in the downward direction, and determines whether the front portion of the vehicle body frame 4th is accelerated in the upward direction or in the downward direction. For example, the front determination section determines 21 in a case where it is assumed that the upward direction is positive and the downward direction is negative, whether the vertical speed of the front portion of the vehicle body frame 4th is positive or negative, and determines whether the vertical acceleration rate of the front portion of the vehicle body frame 4th is positive or negative. In particular, the front determination section determines 21 in a case where the speed of V _{f of} the gyro sensor mount A is positive, the front portion of the vehicle body frame is located 4th moved in the upward direction. On the other hand, in a case where the speed of V _{f of} the gyro sensor mount A is negative, the front determination section determines 21 that is the front portion of the vehicle body frame 4th moved in the downward direction. In a case where the acceleration rate α _{f of} the gyro sensor mounting point A is positive, the front determination section determines 21 that the front portion of the vehicle body frame 4th is accelerated in the upward direction. On the other hand, in a case where the acceleration rate α _{f of} the gyro sensor mounting point A is negative, the front determination section determines 21 that the front portion of the vehicle body frame 4th is accelerated in the downward direction.

Based on the speed V _r and the acceleration rate α _{r of} the rear portion of the vehicle body frame 4th that goes through the estimation section 20th are estimated is determined by the rear determination section 22nd whether the rear portion of the vehicle body frame 4th (the rear suspension mounting point B) is moved in the upward direction or in the downward direction, and determines whether the rear portion of the vehicle body frame 4th is accelerated in the upward direction or the downward direction. As with the front determination section 21 determines the rear determination section 22nd for example, in a case where the speed V _{r of} the rear suspension mounting point B is positive, the rear portion of the vehicle body frame is moving 4th moved in the upward direction. The rear determination section 22nd on the other hand, determines in a case where the speed V _{r of} the rear suspension mounting point B is negative that the rear portion of the vehicle body frame is moving 4th moved in the downward direction. In a case where the acceleration rate α _{r of} the rear suspension mounting point B is positive, the rear determination section determines 22nd that the rear portion of the vehicle body frame 4th is accelerated in the upward direction. On the other hand, the rear determination section determines 22nd in a case where the acceleration rate α _{r of} the rear suspension mounting point B is negative, that the rear portion of the vehicle body frame 4th is accelerated in the downward direction.

The control section 23 controls the damping coefficient of the front suspension 5 based on a result obtained by the anterior determination section 21 carried out determination. The control section 23 controls too the damping coefficient of the rear suspension 6th based on a result obtained by the rear determination section 22nd carried out determination. The content of the control for the front suspension 5 passed by the control section 23 is carried out is the same as the content of the control for the rear suspension 6th passed by the control section 23 is carried out. The following is the content of the control for the front suspension 5 passed by the control section 23 is carried out, described.

4A shows an ideal model for suppressing vibration. 4B Fig. 10 shows a model of the embodiment. M indicates the mass of a spring-loaded part (above a spring-placed part). K indicates a spring constant. C indicates a fixed damping coefficient. C 'indicates a variable damping coefficient. Z ₁ indicates an upward displacement of the sprung part. Z ₀ indicates an upward displacement of an unsprung part (road surface). As in 4A shown, the ideal model is a model in which an imaginary ceiling receives vertical vibration of the sprung part to suppress the vibration. An equation of motion of the ideal model of 4A is represented by the following formula (3):

$${\mathrm{\alpha }}_{\text{r}}\mathrm{=}\text{K}\left({\text{Z}}_{\text{0}}-{\text{Z}}_{\text{1}}\right)-{\text{<figure-callout id="1" label="CV" filenames="DE102017125999B4\_0010.png" state="{{state}}">CV</figure-callout>}}_{\text{1}}$$

In contrast, the ideal model in the present embodiment is represented by a model using a suspension with a variable damping coefficient of 4B is used, simulated. An equation of motion of the model of 4B is represented by the following formula (4):

$${\mathrm{\alpha }}_{\text{r}}\mathrm{=}\text{K}\left({\text{Z}}_{\text{0}}-{\text{Z}}_{\text{1}}\right)\text{+ C '}\left({\text{V}}_{\text{0}}-{\text{V}}_{\text{1}}\right)$$

Assuming that the formula (3) and the formula (4) are equivalent equations of motion, the following formula (5) is derived. Especially in a case where the ideal model of 4A by the model of the present embodiment of 4B is simulated, the variable damping coefficient C 'can be set based on the formula (5). V ₁ indicates an upward speed of the sprung part. V ₀ indicates an upward speed of the unsprung part (road surface). In a case where V _{1 is} a positive value, it indicates that the sprung part is moving in the upward direction. On the other hand, in a case where V _{1 is} a negative value, it indicates that the sprung part is moving in the downward direction. In a case where a relative speed (V ₁ - V ₀ ) between the sprung part and the unsprung part is a positive value, it indicates that the spring (suspension) is in a tensioned state. On the other hand, in a case where the relative speed (V ₁ - V ₀ ) between the sprung part and the unsprung part is a negative value, it indicates that the spring (suspension) is in a compressive load state.

$$\text{C.}=\text{C.}\text{'}*{\text{<figure-callout id="1" label="V" filenames="DE102017125999B4\_0010.png" state="{{state}}">V</figure-callout>}}_{\text{1}}/\left({\text{V}}_{\text{0}}-{\text{V}}_{\text{1}}\right)$$

According to the formula (5), the variable damping coefficient C 'is determined by using the absolute vertical speed V _{1 of} the sprung part and the relative vertical speed (V ₁ - V ₀ ) (namely, extension / compression speed of the suspension) between the sprung part and the unsprung Part controlled.

In the ideal mode, the vibration of the sprung part is suppressed more effectively because the damping coefficient C is larger. In the present embodiment, the damping coefficient C on a left side of the formula (5) in a case where {V ₁ / (V ₁ - V ₀ )} on a right side of the formula (5) is a positive value positive value. For this reason, the variable damping coefficient C 'is set to a value which is as large as possible in order to set the damping coefficient C to a larger value. However, the damping force of a damper is only generated in a direction opposite to the direction of movement of the damper. Therefore, in some cases, the damping coefficient cannot be set properly. In this case, the damping force is set to a smaller value in order to reduce the effects of the damping force. In the present embodiment, the damping coefficient C is on the left side of the formula (5), in a case where {V ₁ / (V ₁ - V ₀ )} on the right side of the formula (5) is a negative value, a negative value. Therefore, the variable damping coefficient C 'is set to be as small as possible. This is determined according to the direction of movement and the direction of acceleration of the sprung part, as described below.

5 Fig. 13 is a view for explaining the contents of control performed by the controller 12th of 2 is carried out. As in 5 is shown represents the control section 23 in a case where the front determination section 21 determines that the sprung part (the front section of the vehicle body frame 4th ) is moved in the upward direction and accelerated in the upward direction, a compressive load damping coefficient of the front suspension 5 to a predetermined small pressure load value (case 1 ). In one case where a Minimum value in a permissible specified section of the compressive load damping coefficient of the front suspension 5 Is 0% and a maximum value in the allowable set section of this pressure load damping coefficient is 100%, the small compression value is set to a value greater than or equal to 0% and less than or equal to 10% in the allowable set section, for example.

In a case where the front determination section 21 determines that the sprung member is moving in the upward direction and accelerated in the downward direction, the control section sets 23 a tensile load (rebound) damping coefficient of the front suspension 5 to a predetermined large tensile load value (case 2 ). In particular, the control section 23 in a case where the front determination section 21 determines that the sprung member is decelerated in the direction in which the sprung member moves, a resistance value related to the extension of the front suspension 5 to suppress stretching. In a case where a minimum value in an allowable specified portion of the tensile load damping coefficient of the front suspension 5 Is 0% and a maximum value in the permissible specified section of this damping coefficient is 100%, the large tensile load value is set, for example, to a value that is greater than or equal to 90% and less than or equal to 100% in the permissible specified section.

In a case where the front determination section 21 determines that the sprung member is moving in the downward direction and accelerated in the downward direction, the control section sets 23 the tensile load damping coefficient of the front suspension 5 to a predetermined small tensile load value (case 3 ). In a case where the minimum value in the allowable specified section of the tensile load damping coefficient of the front suspension 5 Is 0% and the maximum value in the permissible specified section of this tensile load damping coefficient is 100%, the small tensile load value is set to a value greater than or equal to 0% and less than or equal to 10% in the permissible specified section, for example.

In a case where the front determination section 21 determines that the sprung member is moving in the downward direction and accelerated in the upward direction, the control section sets 23 the compression damping coefficient of the front suspension 5 to a predetermined large pressure load value (case 4th ). In particular, the control section 23 in a case where the front determination section 21 determines that the sprung member is decelerated in the direction in which the sprung member moves, a resistance value related to the compressive load of the front suspension 5 to suppress the pressure load. In a case where the minimum value in the allowable specified portion of the compressive load damping coefficient of the front suspension 5 Is 0% and the maximum value in the allowable set section of the pressure load damping coefficient is 100%, the large pressure load value is set to, for example, a value greater than or equal to 90% and less than or equal to 100% in the allowable set section. As described above, the content corresponds to the control for the front suspension 5 passed by the control section 23 according to a result of one by the anterior determination section 21 the determination made, the content of the control for the rear suspension 6th passed by the control section 23 according to a result obtained by the rear determination section 22nd carried out determination is carried out.

The reason why the direction of acceleration of the sprung part in the in 5 The classification shown is as follows. The movement of the sprung part is controlled by the force applied to the sprung part by the suspension. Assuming that the sprung part receives a force applied by a suspension, the equation of motion of the sprung part is represented by the following formula (6):

$$\text{M.}\mathrm{\alpha \; =}\text{C.}\left({\text{V}}_{\text{0}}-{\text{V}}_{\text{1}}\right)+\text{K}\left({\text{Z}}_{\text{0}}-{\text{Z}}_{\text{1}}\right)$$

In the equation of motion, a damping term is a multiplication of a speed and a damping coefficient, and an elastic term is a multiplication of a displacement and a spring constant. In the present embodiment, an object is to suppress vibration generated while the vehicle travels on an irregular (bumpy) road (e.g., cobblestone road) in which low irregularities (concave / convex portions) occur of a small inclination in a traveling direction of the vehicle, and thus an assumed vertical displacement is small. In particular, the assumed vertical displacement is small because the height of the upper end and the lower end of each of a plurality of irregularities on the road surface with respect to a reference surface formed by averaging the irregularities is much smaller than an extension / compression stroke of the suspension and the inclination of the irregularities is much smaller than a distance between the front wheel 2 and the rear wheel 3 is. in the In contrast, a force applied to the suspension from the road surface is a sinusoid having a relatively high frequency, and thus the vertical speed of the sprung part is high. Thus, the effects of the relative speed (V ₀ - V ₁ ) are so strong that the effects of the relative displacement (Z ₀ - Z ₁ ) are negligible. Thus the elastic term K (Z ₀ - Z ₁ ) is negligible and the damping term C (V ₀ - V ₁ ) is dominant. The formula (6) can be replaced by the following formula (7):

$$\text{M.}\mathrm{\alpha \; =}\text{C.}\left({\text{V}}_{\text{0}}-{\text{V}}_{\text{1}}\right)$$

As can be seen from formula (7), there is a strong correlation between the extension / compression _{speed (V 1} - V ₀ ) of the suspension and the vertical acceleration rate α of the sprung part. The expansion / compression _{speed (V 1} - V ₀ ) and the vertical acceleration rate α have the same profiles with regard to changes and positive and negative signs. The acceleration rate α changes proportionally to the relative speed (V ₁ - V ₀ ) (formula (8)).

$$\mathrm{\alpha }\propto {\text{V}}_{\text{0}}-{\text{<figure-callout id="1" label="V" filenames="DE102017125999B4\_0010.png" state="{{state}}">V</figure-callout>}}_{\text{1}}$$

In general vibration suppression theory, it is necessary to obtain the speed information of the unsprung part to reflect the extension / compression speed of the suspension. However, in the present embodiment, the suspension state is estimated from the acceleration rate of the sprung part instead of the relative speed (V ₁ - V ₀ ) based on the relationship of the formula (8), and a method of classifying the controls based on the acceleration direction of the sprung part according to FIG the representation in 5 is used. In this method, control inputs are two inputs that are the sprung part vertical acceleration rate and the sprung part vertical speed. A gyro sensor 11 attached to the sprung part is sufficient to perform the control.

According to the configuration described above, in a case where the vehicle body frame 4th (the sprung part) in the direction in which the vehicle body frame is 4th moved, decelerated, increased, so that the extension and compression of the suspension 5 , 6th can easily be suppressed. This can improve the stability of the position of the vehicle body frame 4th while the vehicle is 1 moved on the rough road, improved. In addition, a sensor for detecting a change in the unsprung part can be omitted because the control is based on the determination of the direction of movement of the vehicle body frame 4th and the direction of acceleration of the vehicle body frame 4th can be carried out. Furthermore, the front determination section lead 21 and the rear determination section 22nd the determination using the speed and acceleration rate of the vehicle body frame 4th without using a sensor to detect the vertical speed of the unsprung part. Thus, the sensors or the like do not increase.

The front determination section 21 and the rear determination section 22nd perform the determination of the direction of movement and the direction of acceleration of the vehicle body frame 4th based on the detection values from that on the vehicle body frame 4th attached gyro sensor 11 by. As a sensor, the direction of movement and the direction of acceleration of the vehicle body frame 4th detected, the number of sensors can be reduced.

The rear determination section 22nd performs the determination of the direction of movement and the direction of acceleration of the rear portion of the vehicle body frame 4th based on that by the estimation section 20th estimated value by. In the present embodiment, the front suspension 5 and the rear suspension 6th based on the detection values from a gyro sensor 11 independently controlled. So it is not necessary to have several gyro sensors 11 to place. The front suspension 5 and the rear suspension 6th can be controlled independently while reducing the number of sensors.

The amount of stretch and compression of the front suspension 5 tend to be larger than those of the rear suspension 6th . When viewed from one side (a side view) is the gyro sensor 11 on the axis of the front suspension 5 or somewhere near the axis of the front suspension 5 located, arranged. Thus, the direction of movement and the direction of acceleration of the vehicle body frame 4th in a case where the gyro sensor 11 on the axis of the front suspension 5 or located in a position near the axis can be detected more easily than in a case where the gyro sensor 11 is located in a location near the rear suspension 6th is located.

The large tensile load value of the Suspension damping coefficient 5 , 6th passed by the control section 23 is set is larger than the small pressure load value of the damping coefficient of the suspension 5 , 6th passed by the control section 23 is set. Thus, the content of the control by the control section becomes 23 for case 1 and case 2 designed differently. In case 2 becomes the tensile load damping coefficient of the suspension 5 , 6th set to a large value. For example, when the wheel is about to reach the top of a bump in a road surface, the suspension is elongated 5 , 6th suppressed. This can reduce the stability of the position of the vehicle frame support 4th be improved.

The large pressure load value of the damping coefficient of the suspension 5 , 6th passed by the control section 23 is set is greater than the small tensile load value of the damping coefficient of the suspension 5 6th passed by the control section 23 is set. Thus, the content of the control by the control section becomes 23 for case 4th and case 3 designed differently. In case 3 becomes the tensile load damping coefficient of the suspension 5 , 6th set to a small value. For example, in a case where the wheel crosses the top of the road surface, one is made by the suspension 5 , 6th force applied to pull the vehicle body frame 4th suppressed in the downward direction. This can improve the stability of the position of the vehicle body frame 4th to be further improved.

Each of the target values of the damping coefficients in the case 1 and case 3 is set to the minimum value in the allowable specified range or the value closest to the minimum value, and each of the target values of the damping coefficients in the case 2 and case 4th is set to the maximum value in the allowable specified range or the value closest to the maximum value. This makes it possible to adjust the damping coefficient even in a case where there is a response delay in damping coefficient control for the suspension 5 , 6th occurs to reduce quickly. Thus, the driving feeling of the driver while the vehicle is traveling on the uneven road (e.g., cobblestone road) with a small bumpy slope can be improved compared with control to change the damping coefficient in proportion to the speed of the vehicle body frame 4th be improved.

As the front suspension 5 by using the gyro sensor 11 that is installed in a location other than the front suspension 5 can be controlled, the number of components of the front suspension 5 and hence the manufacturing cost compared with a case where the gyro sensor 11 on the front suspension 5 appropriate to be reduced. Since the sensor used for vehicle control other than the suspension control is used as the gyro sensor 11 is turned, it is not necessary to additionally provide a sensor for the suspension control, and manufacturing costs can be reduced. Furthermore, the control for performing the vehicle control other than the suspension control is used for performing the suspension control, and the number of controls can also be reduced.

In the present embodiment, the speed history (change in position with time) of the sprung part and the acceleration rate history (change in speed with time) of the sprung part are determined by the use of the sensor 11 for detecting physical values that show the course of change over time, such as B. the rate of acceleration and the speed obtained. By using the sensor to detect the changes over time in this way, the front suspension 5 can be easily controlled compared with a case where a position sensor whose reference position needs to be set is used. Furthermore, it is not necessary to use the sensor capable of detecting both the speed and the acceleration rate. By using a sensor capable of detecting information on a vertical position change, a required output value can be obtained through differentiation and integration. In this way, the number of sensors can be reduced.

Although in the embodiment described above, the front suspension and the rear suspension 5 , 6th can be controlled independently, the damping coefficient of the rear suspension 6th by the method described above based on the profile of the vertical acceleration rate α _r and the profile of the vertical speed V _{r of} the rear section of the vehicle body frame 4th , which is the rear suspension mounting point B, can be controlled so that vibration of the front portion of the vehicle body frame 4th can be reduced. As the suspension control for the front portion of the vehicle body frame 4th and the suspension controller for the rear portion of the vehicle body frame 4th be performed independently, it becomes possible to detect vertical vibration of an area located in the vicinity of a force application point at which shock from the front wheel and the rear wheel 2 , 3 on the vehicle body frame 4th is transmitted, is to be suppressed and one in the vehicle body frame 4th occurring Suppress vibration. Alternatively, the front suspension and the rear suspension 5 , 6th controlled together. Furthermore, the front suspension or the rear suspension 5 , 6th can be controlled to suppress vertical vibration, and the other - the front suspension or the rear suspension 5 , 6th - Can be controlled to suppress a pitching oscillation. The pitching oscillation can be derived based on the profile of the acceleration rate and the profile of the angular velocity in the pitching direction, as is the case with the calculation described above.

Although the damping coefficient of both the front suspension and the rear suspension 5 , 6th In the embodiment described above, only the damping coefficient of the front suspension or the rear suspension can be controlled 5 , 6th being controlled. In this case, the vertical vibration of the sprung part can also be suppressed by using the suspension whose damping coefficient can be controlled based on the course of the vertical acceleration rate and the course of the vertical speed. In this case, if a sensor for detecting a vertical movement pattern is attached to an area for which vibration is to be suppressed, the sensor for detecting the angular velocity in the pitching direction can be omitted. For example, it is in a case where vertical vibration of a portion of the vehicle body frame 4th with which the front suspension 5 is suppressed, it is not necessary to detect the angular velocity in the pitch direction. By merely providing a sensor capable of detecting the course of the vertical acceleration rate and the course of the vertical speed of the region of the vehicle body frame 4th with which the front suspension 5 is connected, capable of vertical vibration of the vehicle body frame 4th be suppressed.

The gyro sensor 11 can detect an acceleration rate in a different axial direction and an angular velocity around a different axis. As a gyro sensor 11 preferably a sensor connected to a control other than the suspension control, e.g. B. the engine control and the vehicle body control, is used. This enables the number of sensors and the manufacturing cost to be reduced as compared with a case where a gyro sensor is used exclusively for the suspension control. However, the controller can be used exclusively for the suspension control.

(Modified example)

6th Fig. 13 is a schematic view for explaining that of a controller 112 performed estimation according to a modified example. 7th Figure 3 is a block diagram of the controller 112 of 6th . In 6th and 7th become the same constituent elements as those of the embodiment 1 denoted by the same reference numerals and will not be described again. With reference to 6th and 7th estimates an estimation section 120 based on the vertical _{acceleration rate α f} and the angular acceleration rate ω 'in the pitching direction determined by the gyro sensor 11 are detected, a vertical acceleration rate of an area D of the vehicle body that is closer to the center of the vehicle body in the front and rear than the gyro sensor 11 . For example, the estimating section estimates 120 a vertical acceleration rate α _{m of} the area D of the vehicle body frame 4th that is just below a seat 9 is based on the acceleration rate α _f and the angular acceleration rate wo. In particular, the estimation section calculates 120 in a case where a linear (straight line) distance from the gyro sensor mounting point A to the area D below the seat 9 is denoted by L ₂ , the angular velocity in the pitching direction of the gyro sensor mount A is denoted by ω, the angular displacement in the pitching direction of the gyro sensor mount A is denoted by θ, and the angular acceleration rate in the pitching direction of the gyro sensor mount A is denoted by ω ', the acceleration rate α _m according to the following formula 9:

$${\mathrm{\alpha }}_{\text{m}}\mathrm{=}{\mathrm{\alpha }}_{\text{f}}-{\text{L.}}_{\text{2}}\text{*}\left(\mathrm{\omega }\text{'}-\mathrm{\theta }{\mathrm{\omega }}^2\right)$$

In addition, the estimation section integrates 120 the acceleration rate α _m for deriving a vertical speed V _{m of} the area D below the seat 9 . Based on the speed V _m and the acceleration rate α _m determined by the estimation section 120 are estimated, a determining section determines 121 determines whether the area Die is moving in the upward direction or the downward direction, and determines whether the area D is accelerated in the upward direction or the downward direction. Then the control section controls 23 the damping coefficient of the front suspension 5 according to a result obtained by the determining section 121 carried out determination. According to the configuration described above, it is possible to vertically move a desired location of the vehicle body frame 4th regardless of where the gyro sensor is 11 is appropriate to suppress.

Alternatively, the area D of the vehicle body that is closer to each other in the forward and backward directions than the gyro sensor 11 located at the center of the vehicle body, on a portion of the vehicle body frame 4th that are closer than the gyro sensor in the forward and reverse directions 11 at the center of the vehicle body frame 4th is located. The area D can be set to a position near the center of gravity of the vehicle in a side view. Specifically, a center of gravity, a footrest position, or a sitting position can be set as the area D of the vehicle body that is closer to the center of the vehicle body in the front and rear directions. By performing the suspension control for suppressing vertical oscillation of the area D, vertical oscillation of a location close to the driver riding on the vehicle can be suppressed. With this control, as compared with a case where vertical vibration of the gyro sensor mounting point A is suppressed, vertical vibration of the driver sitting on the vehicle can be suppressed, and thus vertical vibration felt by the driver can be suppressed. By suppressing vertical movement of an area supporting the driver's weight, such as B. the seat or the footrest, the vertical vibration of the driver sitting on the vehicle can be further suppressed and a more comfortable ride can be achieved. By thus obtaining the information regarding the change in the angular position in the pitching direction with time, it becomes possible to determine the vertical vibration of an area detected by the gyro sensor 11 is removed to suppress. This allows the design flexibility of the mounting location of the gyro sensor 11 be improved.

The present invention is not limited to the embodiment described above, and the configuration described above can be changed, expanded, or deleted. For example, a target to be controlled by the controller is not limited to the damping coefficient, and may be a spring constant in a case where a spring constant of the suspension is variable. In particular, in a case where it is determined that the sprung member is decelerated in the direction in which the sprung member moves, the control can increase the spring constant, so that the extension and compression of the suspension can be suppressed. The front suspension or the rear suspension 5 , 6th can be a suspension with a variable damping coefficient, and the other - the front suspension or the rear suspension 5 , 6th - can be a suspension with a constant damping coefficient.

The suspension structure described above 5 , 6th is only exemplary and the suspension may have a different structure. For example, the front suspension 5 also be configured to couple the rocker to the vehicle body. The rear suspension 6th may have a structure that allows both the right and left swing arms to be coupled to the vehicle body, or a structure that allows the right or left swing arms to be coupled to the vehicle body. The rear suspension can couple the vehicle body to the rocker via a connecting structure.

The attachment point of the gyro sensor 11 can be set as desired. The gyro sensor 11 can on the exhaust pipe 4a , a part (a component) (e.g. an air filter, a fuel tank, etc.) that (s) above the engine 7th is located, a point that is near a point where the rear suspension 6th and the vehicle body frame 4th connected to each other, or one behind the seat 9 placed part. In a case where a sensor capable of measuring a vertical acceleration rate is provided, vertical vibration of the attachment point of this sensor can be suppressed. The gyro sensor 11 can be attached to the suspension 5 , 6th to be appropriate.

The positive and negative signs in the formulas described above can be reversed. The numerical value sections are not limited to those of the embodiment. The numerical values in the formulas described above can be used for compression damping and tensile load damping of the suspension 5 , 6th distinguish. The present control is suitably used for locomotion on a particular road where the damping force is dominant, e.g. B. a gravel road, as well as the cobblestone road used. With the present control, the suspension control described above can be started when it is determined that the vehicle is traveling on a particularly rough road with a slight bumpy slope. For example, it can be determined based on a detection signal from a sensor unit whether or not the vehicle is moving on the particularly uneven road. In particular, in a case where the amplitude of a vibration detected by the sensor unit is small and the frequency of the vibration detected by the sensor unit is high, it can be determined that the vehicle is moving on the particularly uneven road.

Although the gyro sensor 11 detects the angular velocity in the pitch direction, the gyro sensor can 11 detect the angular acceleration rate in the pitch direction. In this case, the detection values obtained over time from the gyro sensor can be sequential 11 can be outputted to be subjected to time integration, and thereby the angular velocity in the pitching direction can be outputted. Although a sensor unit (the gyro sensor 11 ) detects the vertical acceleration rate and the angular velocity in the pitching direction, various sensor units can detect the vertical acceleration rate and the angular velocity in the pitching direction. In this case, one of the sensor units may be attached to the front portion of the vehicle body frame 4th and the other of the sensor units may be attached to the rear portion of the vehicle body frame 4th to be appropriate.

The sensor unit can be on the axis of the front suspension 5 or at a location near the axis, such as B. the exhaust pipe supporting the propeller shaft 4a , one with the exhaust pipe 4a connected bracket, the bracket coupling the two front forks or a point coupled to a measuring display device. The point that is near the axis of the front suspension 5 may be closer to the front suspension than the center of gravity of the vehicle body 5 are located. This allows the sensor unit to easily output a detection value that shows the effect of the front suspension 5 whose extent of extension and compression is greater than that of the rear suspension 6th are reflected. The fastening point of the sensor unit is preferably on the vehicle body frame 4th not shifted even if the PTO shaft is moved. With this arrangement, the effect of the steering on the detection value of the sensor unit can be avoided, and deformation of an output cable due to the steering does not occur.

It suffices that the sensor unit is capable of directly or indirectly detecting the vertical acceleration rate. For example, the sensor unit can detect a value with a predetermined correlation with the vertical acceleration rate. In this case, the vertical acceleration rate can be derived based on the detection value and the predetermined correlation. For example, the sensor unit can detect an acceleration rate in a direction inclined at a predetermined inclination angle θ with respect to a vertical axis. In this case, the vertical angular velocity can be detected based on the detected acceleration rate and a trigonometric function (e.g., cosθ) which converts the detected acceleration rate into a component of the vertical acceleration rate. The present invention is applicable to a vehicle having a front wheel and a rear wheel. The present invention is suitably applied to a ride-on vehicle in which a distance between the front wheel and the rear wheel is relatively small. The vehicle includes an electric vehicle and a scooter.

Claims (8)

A controller (12) for a vehicle having at least one suspension (5, 6) with a damping coefficient that is variably adjustable, the controller (12) comprising: a determination section (21, 22) that determines whether there is a sprung part is moving in an upward direction or in a downward direction and whether the sprung part is in is accelerated in the upward direction or in the downward direction; and a control section (23) which controls the damping coefficient of the suspension (5, 6) based on a result of the determination made by the determination section (21, 22), the control section (23) determining a damping coefficient for the compression stage of the suspension (5, 6) in a case where the determination section (21, 22) determines that the sprung member is moving in the upward direction and is accelerated in the upward direction, sets to a predetermined small pressure step value, the control section (23) setting a damping coefficient for the Rebound of the suspension (5, 6) in a case where the determination section (21, 22) determines that the sprung member is moving in the upward direction and is accelerated in the downward direction, sets to a predetermined large rebound value, the control section ( 23) the damping coefficient for the rebound of the suspension (5, 6) in a case where the determination u ngsection (21, 22) determines that the sprung member moves in the downward direction and is accelerated in the downward direction, sets to a predetermined small rebound value which is smaller than the predetermined large rebound value, and wherein the control section (23) sets the damping coefficient for the compression stage of the suspension (5, 6) in a case where the determination section (21, 22) determines that the sprung member is moving in the downward direction and is accelerated in the upward direction, to a predetermined large compression stage value greater than is the predetermined small pressure step value. Control (12) for the vehicle Claim 1 wherein the determination section (21, 22) determines, based on a detection value from a single sensor unit (11) attached to the sprung part, whether the sprung part is moving in the upward direction or in the downward direction and whether the sprung part is moving in is accelerated in the upward direction or in the downward direction. Control (12) for the vehicle Claim 2 , wherein the control (12) is used in a motorcycle (1) which has a front wheel (2) and a rear wheel (3), the at least one suspension (5, 6), a front suspension (5) and a rear suspension ( 6), wherein the single sensor unit (11) is capable of detecting a vertical acceleration rate and an angular velocity in a pitching direction, and wherein the determination section (21, 22) determines based on a detection value from the single sensor unit (11), whether a front portion of the sprung part moves in the upward direction or in the downward direction and whether the front portion of the sprung part is accelerated in the upward direction or in the downward direction, and determines whether a rear portion of the sprung part moves in the upward direction or in the downward direction and whether the rear portion of the sprung part is accelerated in the upward direction or the downward direction. Control (12) for the vehicle Claim 3 wherein, in a side view, the single sensor unit (11) is arranged on an axis of the front wheel suspension (5) or at a point which is in the vicinity of the axis of the front wheel suspension (5). Control (12) for the vehicle according to one of the Claims 2 - 4th further comprising: an estimation section (20) that calculates a vertical acceleration rate of an area of the sprung part closer to a center of the sprung part in a forward and backward direction than the single sensor unit (11) based on the vertical acceleration rate and the angular velocity in the pitching direction detected by the single sensor unit (11), and wherein the determining section (21, 22) determines whether the sprung member is in the upward direction based on the vertical acceleration rate estimated by the estimating section (20) moved in the downward direction and whether the sprung part is accelerated in the upward direction or the downward direction. Control (12) for the vehicle according to one of the Claims 1 - 5 , wherein the predetermined large rebound damping coefficient value for the rebound stage is greater than the predetermined small compression damping coefficient value for the compression stage, and the predetermined large compression damping coefficient value for the compression stage is greater than the predetermined small rebound damping coefficient value for the rebound stage. A motorcycle (1) comprising: at least one suspension (5, 6) with a damping coefficient which is variably adjustable; a spring-loaded part which is arranged above the at least one suspension (5, 6); and a controller (12) which controls the at least one suspension (5, 6), the controller (12) according to one of the Claims 1 - 6th is trained. Method for controlling a suspension (5, 6) for a motorcycle (1), wherein the suspension (5, 6) has a damping coefficient which is variably adjustable, the method comprising: Determining whether a sprung member is moving in an upward direction or in a downward direction and whether the sprung member is accelerating in the upward direction or in the downward direction; and Setting a damping coefficient for the compression stage of the suspension (5, 6) to a predetermined small compression stage value when it is determined that the sprung part moves in the upward direction and is accelerated in the upward direction, Setting a damping coefficient for the rebound damping of the suspension (5, 6) to a predetermined large rebound damping value when it is determined that the sprung part moves in the upward direction and is accelerated in the downward direction, Setting the damping coefficient for the rebound of the suspension (5, 6) to a predetermined small rebound value smaller than the predetermined large rebound value when it is determined that the sprung member is moving in the downward direction and is accelerated in the downward direction, and Setting the damping coefficient for the compression stage of the suspension (5, 6) to a predetermined large pressure stage value which is larger than the predetermined small pressure stage value when it is determined that the sprung member is moving in the downward direction and is being accelerated in the upward direction.

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