JP2009179264A - Motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motorcycle capable of calculating the air resistance during the travel. <P>SOLUTION: The motorcycle includes a front suspension 4 and a rear suspension 11 which is inclined from the vertical direction to generate the stroke displacement as the displacement in the axial direction, a displacement detection sensor 20 for detecting the stroke displacement of the front suspension 4 and the rear suspension 11, and a calculator 30 for calculating the air resistance during the travel based on the stroke displacement. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motorcycle.

  For example, as a representative device that can calculate fuel consumption during vehicle travel, a device described in Patent Document 1 below is known.

  The device described in Document 1 below is a device developed not for motorcycles but for automobiles. The device calculates actual fuel consumption and travel distance, and calculates actual fuel consumption based on them.

On the other hand, unlike the device described in the following document 1, instead of calculating the fuel consumption based on the fuel consumption and the travel distance, the fuel consumption or the travelable distance can be estimated without measuring the fuel consumption. Technology is desired.
JP-A-4-233414

  In estimating the fuel consumption or the travelable distance, it is necessary to consider the resistance applied to the vehicle. The main resistance force generated when the vehicle is boarded is rolling resistance, load resistance, and air resistance.

Here, the air resistance is a resistance force of the vehicle speed squared and the vehicle body horizontal plane projected area times when traveling. That is, if the air resistance is D _A , the resistance coefficient is Cd, the air density is ρ, the vehicle speed is V, and the vehicle body horizontal plane projection area is S, D _A = Cd · ρV ² · S / 2. Here, during a constant speed travel where the vehicle speed V is constant, the rolling resistance hardly increases even if the vehicle speed increases. In contrast, the air resistance D _A is proportional to the square of the vehicle speed V, the even during constant speed running, it becomes relatively large as the vehicle speed increases. Therefore, during the constant speed traveling is the vehicle speed U is constant, when the vehicle speed is high, the above air resistance D _A accounts for most of the running resistance.

Further, the total value of the resistances received by the vehicle during traveling and the driving force of the traveling vehicle are always balanced. Therefore, there is a correlation between the running resistance received while the vehicle is running and the fuel consumption. On the other hand, as described above, during traveling of the vehicle, air resistance D _A occupies most of the running resistance. Therefore, on the basis of the air resistance D _A, it is possible to estimate the fuel consumption of the vehicle.

  However, during traveling of a motorcycle, the air resistance during traveling varies greatly depending on the body shape and riding posture of the occupant. For this reason, when estimating the fuel efficiency of a motorcycle during traveling, it is necessary to know the air resistance during traveling of the motorcycle. Nevertheless, the conventional motorcycle has not been provided with means for calculating the air resistance during traveling.

  The present invention has been made in view of this point, and an object of the present invention is to realize a motorcycle capable of calculating air resistance during traveling.

  The motorcycle according to the present invention receives a suspension during traveling based on a suspension that is inclined from a vertical direction and generates a stroke displacement that is an axial displacement, a displacement detection sensor that detects a stroke displacement of the suspension, and the stroke displacement. And a calculator for calculating air resistance.

  In a motorcycle, a stroke displacement corresponding to the magnitude of air resistance occurs in the suspension. In the motorcycle, the stroke displacement of the suspension is detected by a displacement detection sensor, and the calculator calculates the air resistance based on the stroke displacement.

  ADVANTAGE OF THE INVENTION According to this invention, the motorcycle which can calculate the air resistance during driving | running | working is realizable.

<< Details of Embodiment >>
FIG. 1 shows a side surface of a motorcycle 1 in the present embodiment. The motorcycle 1 includes a body frame 2 and a head pipe 2a. A front suspension 4 is attached to the head pipe 2a. A steering handle 3 is provided at the upper end of the head pipe 2a. A meter 15 is arranged on the front side of the steering handle 3. A front wheel 5 is provided at the lower end of the front suspension 4. A fuel tank 8 is disposed at the upper part of the body frame 2, and a seat 9 is disposed behind the fuel tank 8. A rear seat 9 b is disposed behind the seat 9. The seat 9 and the rear seat 9 b are placed on the seat rail 13.

  A power unit 10 including an engine 12 is suspended from the body frame 2. The engine 12 in this embodiment is a 4-cycle gasoline engine. The engine 12 is not limited to a 4-cycle engine.

  The swing arm 6 is supported from the rear end portion of the power unit 10 so as to swing up and down on the pivot portion 2b of the vehicle body frame 2. A rear suspension 11 is supported on the swing arm 6 and the vehicle body frame 2 via link mechanisms. A rear wheel 7 is supported at the rear end of the swing arm 6.

  The front suspension 4 and the rear suspension 11 are inclined from the vertical direction. That is, the front suspension 4 is inclined forward and downward with respect to the vertical direction, and the rear suspension 11 is inclined downward and rearward with respect to the vertical direction. The front suspension 4 and the rear suspension 11 have a role of absorbing an impact from the road surface that the motorcycle 1 receives when the motorcycle 1 gets on. In the front suspension 4 and the rear suspension 11, a stroke displacement L is instantly generated in accordance with a change in the behavior of the vehicle body of the motorcycle 1. The stroke displacement L in each suspension 4, 11 is the displacement in the axial direction of each suspension 4, 11 caused by sinking due to the vehicle body weight M, impact received from the road surface, or the like.

  The configuration of each suspension 4 and 11 is not limited at all. For example, as shown in FIG. And a spring 4c having a function of absorbing. In the suspensions 4 and 11 having this type of configuration, the relative displacement between the tube 4a and the rod 4b is the stroke displacement L.

  The front suspension 4 and the rear suspension 11 in this embodiment are provided with a displacement detection sensor 20. The displacement detection sensor 20 is a sensor that detects the stroke displacement L of the front suspension 4 and the rear suspension 11.

  As the displacement detection sensor 20, for example, a potentiometer can be used. As shown in FIG. 2, the displacement detection sensor 20 according to the present embodiment includes a variable resistor 21 inside the front suspension 4 and the rear suspension 11 as a potentiometer. One end side of the variable resistor 21 is fixed to the tube 4a side, and the other end side is fixed to the rod 4b side. This variable resistor 21 is connected to a DC power source 22. The resistance value and the voltage value of the variable resistor 21 change depending on the stroke displacement L of the front suspension 4 and the rear suspension 11. As described above, the displacement detection sensor 20 converts the stroke displacement L of the front suspension 4 and the rear suspension 11 into a displacement R having a voltage value or a resistance value.

  As shown in FIG. 5, the motorcycle 1 includes a vehicle speed sensor 33 that detects the vehicle speed. The vehicle speed detected by the vehicle speed sensor 33 is displayed on the meter 15 (see FIG. 1) as shown in FIG.

  As shown in FIG. 5, the motorcycle 1 includes a fuel sensor 43 that detects the remaining amount of fuel.

  The motorcycle 1 also includes a control device 50 provided between the seat 9 and the seat rail 13. The control device 50 includes a calculator 30, a memory 40, a fuel consumption estimation unit 41, and a travelable distance estimation unit 42.

Calculator 30 performs the calculation of the running resistance D including air resistance D _A. The calculator 30 may be configured by hardware or software. Calculator 30 calculates a displacement R inputted from the displacement detecting sensor 20, based on the vehicle speed input from vehicle speed sensor 33, the rolling resistance D _K and air resistance D _A and a load resistor D _F. Further, calculator 30 includes a memory 32 which stores the required specifications of the motorcycle 1 to be used when calculating the rolling resistance D _K. Further, the calculator 30 includes a filter 31 that performs noise processing on the displacement R of the voltage value or the resistance value converted by the displacement detection sensor 20, as will be described later.

The memory 40 stores a fuel efficiency data map. The fuel consumption data map is data that preliminarily defines the relationship between the running resistance D and the fuel consumption. In this embodiment, the running resistance D is the sum of the resistance obtained by adding at least air resistance D _A rolling resistance D _K and a load resistor D _F (see FIG. 7). Note that the fuel efficiency data map can be appropriately determined in advance by a bench test or the like.

  The fuel consumption estimation unit 41 estimates the fuel consumption based on the running resistance D calculated by the calculator 30 and the fuel consumption data map stored in the memory 40. The fuel consumption estimation unit 41 may be configured in hardware or may be configured in software.

  The travelable distance estimation unit 42 obtains the travelable distance based on the fuel consumption obtained by the fuel consumption estimation unit 41 and the remaining amount of fuel detected by the fuel sensor 43. The travelable distance estimation unit 42 may be configured in hardware or may be configured in software.

  The motorcycle 1 receives resistance during traveling, but the traveling resistance D is always balanced with the driving force when the motorcycle 1 is traveling. Therefore, there is a correlation between the running resistance D and the fuel consumption. Therefore, although details will be described later, in this embodiment, the fuel consumption is estimated based on the running resistance D.

As described above, in the present embodiment, the running resistance D, it includes a rolling resistance D _K and a load resistor D _F and the air resistance D _A (see FIG. 7).

In the present embodiment, the rolling resistance D _K is considered divided into the rolling resistance of the rolling resistance and the rear wheel 7 side of the front wheel 5 side. The rolling resistance on the front wheel 5 side is a resistance that is received by a bearing (not shown) of the front wheel 5 and a ground contact surface due to the distributed weight on the front side of the center of gravity of the vehicle body, and is uniquely determined. Similarly, the rolling resistance on the side of the rear wheel 7 is a resistance that is received by a bearing (not shown) of the rear wheel 7 and a grounding surface due to the distributed weight on the rear side of the center of gravity of the vehicle body, and is uniquely determined. Rolling resistance D _K is calculated and specifications of the vehicle, by the total weight M of the vehicle including the occupant. The specifications of the vehicle are stored in the memory 32 of the calculator 30.

Air resistance D _A is the resistance of the wind pressure or the like to receive during traveling. Air resistance D _A is the resistance force proportional to the square and the vehicle body horizontal projected area of the vehicle speed V and its shape effect. Thus, since the air resistance D _A is proportional to the square of the vehicle speed V, as shown in FIG. 7, during the steady running a vehicle speed V is constant, in the high vehicle speed V region, the air resistance D _A The resistance due to occupies most of the running resistance D.

Air resistance D _A as component loaded on the vehicle body, the force (lift) Fy according to the vehicle body in the vertical direction, are separated into the force (aerodynamic drag) Fx in the front-rear direction (see FIG. 3 (a)) . The lift Fy is a force for lifting the vehicle body or a force for pressing the vehicle against the ground. In this embodiment, it is not necessary to measure the force in the vertical direction and the front-rear direction separately. This is because even if the measurement is not performed, the calculation by the calculator 30 is performed separately.

The load resistance _DF is a load received by the motorcycle 1 during acceleration / deceleration during vehicle travel (see FIG. 8). The load resistance D _F is calculated by differentiating the vehicle speed V ₁ at the point S at which acceleration starts with time Δt to obtain the acceleration α and multiplying the acceleration α by the vehicle weight M (including the occupant).

As described above, the running resistance D is always balanced with the driving force when the motorcycle 1 is running. Further, the amount of change in the travel resistance D immediately appears as a stroke displacement L as a change in the behavior of the vehicle body of the motorcycle 1 during travel. The running resistance D, but are rolling resistance D _K and a load resistor D _F and the air resistance D _A is, at the time of steady running a vehicle speed V is constant, mainly air resistance D _A is generated. That is, at the time of steady running a vehicle speed V is constant, the air resistance D _A, the stroke displacement L is generated. Therefore, by reading the stroke displacement difference (L ₁ −L ₀ ) between the stroke displacement L ₀ due to the vehicle weight M when the vehicle speed V is zero and the stroke displacement L ₁ during steady running, air during running is read. it is possible to calculate the resistance D _a. In the present embodiment, a difference (L ₁ −L ₀ ) in stroke displacement between the front suspension 4 and the rear suspension 11 is converted into a displacement difference in voltage value or resistance value by the displacement detection sensor 20. Then, based on this displacement difference _(R 1 -R _0), calculates the air resistance _{D A} in the calculation unit 30.

Hereinafter, a method of calculating the air resistance D _A in calculator 30.

  As shown in FIG. 3A, resistance forces Fx and Fy are loaded on the motorcycle 1 during traveling. Here, the X direction is the longitudinal direction of the vehicle, and the Y direction is the vertical direction of the vehicle. In the following description, it is assumed that the resistance forces Fx and Fy act only on the center of gravity G of the motorcycle 1.

  As shown in FIG. 3B, the motorcycle 1 is loaded with Fx and Fy, and the position of the center of gravity G is displaced. Let the displacement amount of the center of gravity be ΔG. Of the displacement of the center of gravity, the amount of displacement in the X direction is ΔX, and the amount of displacement in the Y direction is ΔY. Further, it is assumed that the center of gravity causes Δθ rotation from the horizontal plane.

ここでのΔθは微小角であって、Δθ≒SinΔθで表される。 Here, the displacement in the X direction and the Y direction at the displacement detection position i point of the suspension (hereinafter, each of the front suspension 4 and the rear suspension 11 is simply referred to as a suspension) is given by the following equations (1).

Here, Δθ is a small angle and is expressed by Δθ≈SinΔθ.

The reaction forces at the suspension displacement detection point i are Fxi and Fyi. Fxi and Fyi are each expressed by the following equation (2), where k is the spring constant at the displacement detection position i.

空力中心と重心Ｇの位置が一致しないため、重心Ｇ回りにピッチモーメントＰＭｇが生じている。 Here, the balance of force and moment in the entire vehicle is given by the following equation (3).

Since the positions of the aerodynamic center and the center of gravity G do not match, a pitch moment PMg is generated around the center of gravity G.

Fxi, Fyi, and PMg are given by the following simultaneous equations (4) by the equations (1), (2), and (3).

If the stroke displacement ΔL of the front / rear suspension during actual running is measured, the suspension strokes ΔX, ΔY in the front / rear direction and the vertical direction of the suspension can be obtained from the attachment angle of the suspension based on the equation (4). By obtaining the suspension strokes ΔX and ΔY, the displacement Δθ of the center of gravity G is obtained based on the equation (1), and the loads Fx and Fy applied to the motorcycle 1 are calculated based on the equation (2). Here, Fx is the aerodynamic resistance from the front that is received by the motorcycle 1 during traveling, and Fy is a lift value that attempts to lift the motorcycle 1. Lift value Fy, since running resistance is no value relevant, in the present embodiment, Fx sought here is air resistance D _A.

  Next, the operation of calculating the running resistance D and estimating the fuel consumption and the travelable distance when riding the motorcycle 1 will be described with reference to the drawings.

FIG. 4 is a flowchart for calculating the fuel consumption and the travelable distance of the motorcycle 1. First, in step S1, it is determined whether the vehicle speed V of the motorcycle 1 is zero. In step S1, when the vehicle speed V of the motorcycle 1 is zero, the process proceeds to step S11, obtains the rolling resistance _{D K.}

In step S11, when the occupant gets on the motorcycle 1, reads the stroke displacement L _0. Stroke displacement L ₀ in this case, a displacement corresponding to the vehicle weight M, varies by stacking conditions such as passenger passengers and luggage. Further, the stroke displacement L ₀ at this time is treated as the reference position, i.e. zero point of the stroke in the subsequent step. The stroke displacement L ₀ is converted into a voltage value or resistance value displacement (reference displacement) R ₀ by the displacement detection sensor 20 and sent to the calculator 30.

In step S12, based on the displacement _{R 0,} to calculate the rolling resistance _{D K} at the time of the ride the motorcycle 1 at calculator 30. The memory 32 of the calculator 30, the displacement _{R 0} and has relationship is stored in the rolling resistance _{D K,} calculator 30, with reference to the memory 32, calculates the rolling resistance _{D K} from the displacement _{R 0.} Specifically, first, the stroke displacement L ₀ generated in the front suspension 4 and the rear suspension 11 is converted into the displacement R ₀ by the displacement detection sensor 20. The converted displacement R _0, and input to calculator 30 as an input value to calculate the rolling resistance D _K as an output value. Rolling resistance D _K is the calculator 30, it is uniquely determined from the required specifications of the motorcycle 1.

  If the vehicle speed V is not zero in step S1, it is next determined in step S2 whether the vehicle speed V is constant, that is, steady running.

If it is determined in step S2 that the vehicle speed V is constant, the process proceeds to step S21. Noise processing in step S21 are those intended to the displacement R is used when calculating the air resistance D _A will be described later, to accurately selected. By the way, during traveling of the motorcycle 1, fine-road irregularities or the like is caused, the displacement R ₁ in the running is changed finely. Therefore, when detecting the displacement R ₁ traveling at calculator 30 detects the actual displacement amount as it is, the displacement R ₁ used for calculation is not constant, there may not be determined to a specific value. Therefore, this noise processing, to be able to determine the displacement R ₁ used to calculate a specific value. As a specific noise processing method, for example, the calculator 30 obtains an average displacement per unit time, removes a high frequency component by a low-pass filter, or the like. The displacement R ₁ is a voltage value or a resistance value obtained by converting the stroke displacement L ₁ of the front suspension 4 and the rear suspension 11 by the displacement detection sensor 20 as described above.

In step S22, the calculator 30, for detecting the displacement _{R 1} that has been subjected to the noise processing in step S21. During the travel, the front suspension 4 and the rear suspension 11 have a stroke displacement ΔL ₁ (L ₁ −L ₀ = ΔL ₁ ) from the zero point L ₀ . The stroke displacement ΔL ₁ from the zero point L ₀ is converted into a displacement ΔR ₁ (R ₁ −R ₀ = ΔR ₁ ) from the reference displacement by the displacement detection sensor 20. Therefore, it is possible to detect the displacement ΔR ₁ from the reference displacement R ₀ by detecting the displacement R ₁ .

In step S22, the displacement [Delta] R ₁ is detected, in step S23, obtains the air resistance _{D A.} As shown in FIG. 5, and input to calculator 30 the detected displacement [Delta] R ₁ as an input value to calculate the air resistance D _A as the output value. The method of calculating the air resistance D _A in calculator 30 in step S23 is as described above.

If it is determined in step S2 that the vehicle speed is not constant, the process proceeds to step S31. In step S31, the load resistance _{DF is obtained} by the calculator 30. The load resistance D _F is an acceleration α given by dividing the difference between the vehicle speed V ₁ before acceleration / deceleration and the vehicle speed V ₂ after acceleration / deceleration by the vehicle speed change time Δt, and the vehicle weight M determined in step S11. Is obtained by multiplying by. The vehicle weight M is calculated by the calculator 30 based on the reference displacement _R0 . The calculator 30, the vehicle speed V ₁ and V _2, and the vehicle weight M is inputted as an input value, calculator 30 calculates the load resistance D _K.

In step S32, it performs noise processing with respect to the displacement _{R 2} in travel. A series of operations and methods of this noise processing are the same as in step S21.

In step S33, the calculator 30, for detecting the displacement _{R 2} that has been subjected to the noise processing in step S32. During this travel, a stroke displacement ΔL ₂ (L ₂ −L ₀ = ΔL ₂ ) from the zero point L ₀ occurs in the front suspension 4 and the rear suspension 11. The stroke displacement ΔL ₂ from the zero point L ₀ is converted into the displacement ΔR ₂ (R ₂ −R ₀ = ΔR ₂ ) from the reference displacement by the displacement detection sensor 20. Therefore, it is possible to detect the displacement ΔR ₂ from the reference displacement R ₀ by detecting the displacement R _2.

In step S33, the displacement [Delta] R ₂ is detected, in step S34, obtains the air resistance _{D A.} As shown in FIG. 5, and input to calculator 30 the detected displacement [Delta] R ₂ as an input value, calculator 30 calculates the air resistance D _A. The method of calculating the air resistance _{D A} in calculator 30 in step S34 as in step S23, as described above.

In step S13, calculated in step S12 and step S23 and step S34 Prefecture, on the basis of the load resistance _{D F} and air resistance _{D A} rolling resistance _{D K,} to calculate the running resistance D. As shown in FIG. 5, the rolling resistance D _K and a load resistor D _F and the air resistance D _A as an input value, to input to calculator 30. Calculator 30 calculates the running resistance D by adding the rolling resistance D _K and a load resistor D _F and air resistance D _A, as output values.

  In step S14, the fuel consumption Q of the motorcycle 1 is estimated based on the running resistance D calculated in step S13 and the fuel consumption data map stored in the memory 40. As shown in FIG. 5, the fuel consumption estimation unit 41 receives the travel resistance D from the calculator 30 and obtains the fuel consumption corresponding to the travel resistance D by referring to the fuel consumption data map stored in the memory 40.

  In step S15, the fuel remaining amount F in the fuel tank 8 is detected by the fuel sensor 43. Next, in step S16, the travelable distance J is estimated. The travelable distance J is obtained by multiplying the fuel consumption Q estimated by the fuel consumption estimation unit 41 and the fuel remaining amount F detected by the fuel sensor 43. Multiplication of the fuel consumption Q and the fuel remaining amount F is performed by the travelable distance estimation unit 42. As shown in FIG. 5, the remaining fuel amount F obtained in step S <b> 14 and the fuel consumption Q estimated by the fuel consumption estimation unit 41 are input to the travelable distance estimation unit 42 as input values. Then, the travelable distance estimation unit 42 calculates the travelable distance J and outputs it as an output value. Since the fuel consumption Q is an estimated value, the travelable distance J is also an estimated value.

  In step S17, the fuel consumption and the travelable distance obtained in steps S14 and S16 are displayed as meters. At this time, as shown in FIG. 6, at least the vehicle speed, the engine rotational speed (that is, the rotational speed of the crankshaft of the engine 10), and the fuel remaining amount F are aligned with the fuel consumption Q and the travelable distance J, Is displayed.

(Function and effect)
The front suspension 4 and the rear suspension 11 of the motorcycle 1 are inclined from the vertical direction. Therefore, the motorcycle 1 during running receives air resistance D _A, acts as a force to a part of the air resistance D _A generates the stroke displacement L of the front suspension 4 and the rear suspension 11. Thus, the front suspension 4 and the rear suspension 11, the stroke displacement L occurs corresponding to the magnitude of the air resistance D _A.

The motorcycle 1 includes a calculator 30 and a displacement detection sensor 20. The displacement detection sensor 20 converts the stroke displacement L into a voltage value or resistance value displacement R. Calculator 30, based on the displacement R, and calculates the air resistance D _A experienced during motorcycle travel. Therefore, the motorcycle 1 according to this embodiment, based on the stroke displacement L, it is possible to calculate the air resistance D _A. Therefore, in the motorcycle 1 according to this embodiment, it is possible to calculate the air resistance D _A during running.

  In the present embodiment, the motorcycle 1 includes a memory 40 and a fuel consumption estimation unit 41. The memory 40 stores an operation data map that defines a predetermined relationship between the running resistance D and the fuel consumption Q. The fuel consumption estimation unit 41 estimates the fuel consumption Q based on the running resistance D calculated by the calculator 30 and the fuel consumption data map stored in the memory 40. Therefore, according to the motorcycle 1 according to this embodiment, the fuel consumption can be estimated without measuring the fuel consumption.

  In the present embodiment, the motorcycle 1 includes a fuel sensor 43 and a travelable distance estimation unit 42. The fuel sensor 43 detects the remaining fuel amount F in the fuel tank 8. The travelable distance estimation unit 42 calculates the travelable distance J based on the estimated fuel consumption Q obtained by the fuel consumption estimation unit 41 and the fuel remaining amount F detected by the fuel sensor 43. Therefore, according to the motorcycle 1 according to the present embodiment, the travelable distance can be estimated without measuring the fuel consumption.

In the present embodiment, the calculator 30 includes a filter 31 that performs noise processing of the stroke displacement L. The noise processing is to remove a high frequency component of the stroke displacement L so that the calculator 30 can accurately determine the value of the stroke displacement L used for calculating the running resistance D. Therefore, the displacement R, upon calculation of the running resistance D including air resistance D _A, used as a stable and accurate value. Therefore, the motorcycle 1 can calculate the running resistance D stably and accurately.

  In this embodiment, the fuel consumption Q estimated by the fuel consumption estimation unit 41 is displayed on the meter 15. Therefore, the occupant can visually recognize the fuel consumption as information on the traveling state of the motorcycle 1. In addition, the motorcycle 1 can estimate the fuel consumption in each traveling state in real time. Therefore, it is possible to visually check the fuel consumption in each traveling state.

  In the present embodiment, the travelable distance J estimated by the travelable distance estimation unit 42 is displayed on the meter 15. Therefore, the occupant can visually recognize the travelable distance as information on the travel state of the motorcycle 1. In addition, the motorcycle 1 can estimate the travelable distance in each travel state in real time. Therefore, it is possible to visually recognize the travelable distance in each travel state.

(Modification)
In this embodiment, the detection of the stroke displacement L used for calculating the running resistance D including air resistance D _A is carried out in both of the front suspension 4 and the rear suspension 11. However, this may detect the stroke displacement L only in the front suspension 4. In this case, the change from the front side to the rear side may be calculated in advance by checking the vehicle speed V and the load resistance _DF during acceleration in advance. By storing the above function in the memory 32, it is possible to calculate the running resistance D by detecting only the stroke displacement L of the front suspension 4. Alternatively, the stroke displacement L may be detected only in the front suspension 4 and the change on the rear side may be ignored. Conversely, only the rear suspension 11 may detect the stroke displacement L.

  In the present embodiment, a potentiometer is used as a method for detecting the stroke displacement L of the front suspension 4 and the rear suspension 11. However, this may be a method that does not use a potentiometer. It is also possible to measure the pressures of the suspension seat surfaces of the front suspension 4 and the rear suspension 11 when boarding with a pressure gauge provided in the suspension and replace the measured value with a stroke displacement.

  In the present embodiment, a filter 31 that performs noise processing of the displacement R of the voltage value or resistance value converted by the displacement detection sensor 20 is provided in the calculator 30. However, this is not limited to what is provided in the calculator 30. The filter 31 may be provided in the displacement detection sensor 20, for example. In this case, when converting the stroke displacement L into a voltage value or a resistance value in the displacement detection sensor 20, noise processing is simultaneously performed by the filter 31 provided in the displacement detection sensor 20. The displacement R subjected to noise processing by the filter 31 is input to the calculator 30 as an input value. The displacement R input to the calculator 30 is used for calculating the running resistance D as a specific value.

In the present embodiment, the estimation of the fuel consumption or the travelable distance is estimated based on the travel resistance D when the motorcycle is on board. However, at the time of boarding, based only on the air resistance D _A experienced during traveling, may be to estimate the fuel consumption or running distance. The running resistance D is contained as rolling resistance D _K and a load resistor D _F and the air resistance D _A is, the vehicle speed V is in a steady state running is constant, mainly air resistance D _A is generated (Fig. 7 reference). Thus, based only on the air resistance D _A, also to estimate the fuel consumption or running distance, it is considered to be possible to relatively accurately estimate. In this case, since the number of functions handled at the time of calculation decreases, the burden on the calculator 30 is reduced. Examples of the function to be omitted include the vehicle weight M calculated from the stroke displacement L and the vehicle speed V detected by the vehicle speed sensor 33.

  In this embodiment, the display example of a meter is what is shown by FIG. However, the display example of the fuel consumption and the travelable distance is not limited to this form. The meter display of the fuel consumption and the travelable distance may be an analog needle display. Alternatively, a line display may be used in which the fuel consumption display is smaller than the maximum fuel consumption and the travelable distance is less than the longest cruising distance. Further, the display of the fuel consumption and the travelable distance is not limited to the parallel display. For example, the display of the fuel consumption and the travelable distance may be switched by switching a switch or the like installed in the meter. good. Only one of the fuel consumption and the travelable distance may be displayed.

  The present invention is useful for motorcycles.

1 is a side view of a motorcycle. 3 is a schematic diagram showing a displacement detection sensor inside a suspension. It is a schematic diagram showing a state where stroke displacement is applied to the front and rear suspension by the resistance force applied to the center of gravity of the vehicle body. 4 is a flowchart for calculating a running resistance in each running state of the motorcycle. It is a block diagram of a means for calculating the fuel consumption and the travelable distance of a motorcycle. It is a front view of the meter which displays a fuel consumption and driving distance. It is a figure showing change of running resistance at the time of steady running of a motorcycle. It is a figure showing the change of load resistance at the time of acceleration of a motorcycle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motorcycle 4 Front suspension 5 Front wheel 7 Rear wheel 11 Rear suspension 15 Meter 20 Displacement detection sensor 21 Variable resistance 30 Calculator 31 Filter 32 Memory 40 Memory 41 Fuel consumption estimation part (fuel consumption estimation means)
42 Travelable distance estimation unit (travelable distance estimation means)

Claims (8)

A suspension that inclines from the vertical direction and produces a stroke displacement that is an axial displacement;
A displacement detection sensor for detecting a stroke displacement of the suspension;
A calculator for calculating an air resistance received during traveling based on the stroke displacement;
Motorcycle equipped with. The motorcycle according to claim 1,
A memory storing data defining a predetermined relationship between air resistance and fuel consumption;
Fuel consumption estimation means for obtaining fuel consumption based on the air resistance calculated by the calculator and data stored in the memory;
Equipped with a motorcycle. The motorcycle according to claim 2,
A fuel sensor for detecting the remaining amount of fuel;
A travelable distance estimation means for obtaining a travelable distance based on the fuel consumption determined by the fuel consumption estimation means and the remaining amount of fuel detected by the fuel sensor;
Equipped with a motorcycle. The motorcycle according to claim 1,
A vehicle speed sensor,
A memory storing data that predetermines a relationship between running resistance and fuel consumption, which is a total resistance obtained by adding at least air resistance, rolling resistance, and load resistance;
The calculator calculates a vehicle weight based on the stroke displacement of the suspension, calculates a rolling resistance based on the vehicle weight, and calculates a load resistance based on the vehicle speed and the vehicle weight detected by the vehicle speed sensor. Calculate
A motorcycle comprising fuel consumption estimation means for obtaining fuel consumption based on air resistance, rolling resistance, load resistance and data stored in the memory calculated by the calculator. The motorcycle according to claim 4,
A fuel sensor for detecting the remaining amount of fuel;
A travelable distance estimation means for obtaining a travelable distance based on the fuel consumption determined by the fuel consumption estimation means and the remaining amount of fuel detected by the fuel sensor;
Equipped with a motorcycle. The motorcycle according to claim 1,
The said calculator is a motorcycle provided with the filter which removes the high frequency component of the said stroke displacement detected by the said displacement detection sensor. The motorcycle according to claim 2 or 4,
A motorcycle equipped with a meter that displays fuel consumption. The motorcycle according to claim 3 or 5,
A motorcycle equipped with a meter that displays the mileage.

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