JP2019077349A - Saddle-riding type vehicle - Google Patents

Abstract

To provide a configuration that is able to reduce power consumption in a saddle-riding type vehicle.SOLUTION: A saddle-riding type vehicle comprises a battery, a power consumption unit, and a control device. The power consumption unit is supplied with power by the battery. The control device controls current flowing in the power consumption unit from the battery. In a case where a blocking condition corresponding to a stopped state of a vehicle body is satisfied, the control device blocks supply of current to the power consumption unit. In a case where a recovering condition corresponding to a travel starting state of the vehicle body after the block of the supply of current to the power consumption unit, the supply of current to the power consumption unit is resumed.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a straddle-type vehicle including a power consumption unit that consumes power.

  A straddle-type vehicle of this type is disclosed, for example, in Patent Document 1. The motorcycle disclosed in Patent Document 1 includes a variable suspension device provided with a damper having a damping force variable mechanism. In this variable suspension system, the microcomputer generates and outputs a damping force step number signal based on the results of detecting the traveling speed and the engine rotational speed respectively by the sensors. The damping force variable mechanism changes the damping force by the actuator based on the damping force step number signal.

Japanese Utility Model Publication No. 61-176090

  The configuration of Patent Document 1 drives an actuator in order to realize a damping force corresponding to a damping force stage number signal. For this reason, power consumption is increased. Thus, as the power consumption unit consuming power increases, the power consumption of the vehicle as a whole increases.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a configuration capable of reducing power consumption in a straddle-type vehicle.

  The problem to be solved by the present invention is as described above, and next, means for solving the problem and its effect will be described.

  According to an aspect of the present invention, a straddle-type vehicle having the following configuration is provided. That is, this straddle-type vehicle includes a battery, a power consumption unit, and a control device. The power consumption unit is supplied with power from the battery. The control device controls the current flowing from the battery to the power consumption unit. If the control device determines that the blocking condition corresponding to the stop state of the vehicle body is satisfied, the control device blocks the supply of the current to the power consumption unit. The control device resumes the supply of the current to the power consumption unit when it is determined that the return condition corresponding to the traveling start state of the vehicle body is satisfied after blocking the supply of the current to the power consumption unit. .

  Thus, when it is determined that the vehicle body is in the stopped state, the power consumption can be suppressed as a whole by stopping the current supply to the power consumption unit. Further, when it is determined that the vehicle body is in the traveling start state, the current supply to the power consumption unit is restarted, so that the influence on the traveling state due to the current supply stop at the stop can be prevented. That is, power consumption can be suppressed while preventing the influence on the traveling state.

  According to the present invention, it is possible to provide a configuration capable of reducing power consumption in a straddle-type vehicle.

FIG. 1 is a side view showing an entire configuration of a motorcycle according to an embodiment of the present invention. FIG. 2 is a functional block diagram showing an electrical configuration for current supply control to front and rear suspensions. The flowchart which shows the first half of the processing performed in suspension ECU. The flowchart which shows the second half of the processing performed in suspension ECU.

  Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a side view showing an entire configuration of a motorcycle 1 according to an embodiment of the present invention. FIG. 2 is a functional block diagram showing an electrical configuration for controlling current supply to the front suspension 31 and the rear suspension 41. As shown in FIG.

  As shown in FIG. 1, a motorcycle 1 as a straddle-type vehicle according to the present embodiment includes a body frame 10, an engine (drive source) 11, front wheels (wheels) 13 and rear wheels (wheels) 14; Equipped with

  A front fork 16 and a swing arm 17 are attached to the vehicle body frame 10. The front fork 16 is supported by an unshown head pipe provided in the vehicle body frame 10. The front wheel 13 is rotatably supported at the tip of the front fork 16. The swing arm 17 is connected to the vehicle body frame 10 via a pivot frame (not shown). The rear wheel 14 is rotatably supported at the tip of the swing arm 17.

  The engine 11 is fixed to the vehicle body frame 10. The rotation of the output shaft of the engine 11 is appropriately shifted and transmitted to the rear wheel 14, and the rear wheel 14 is driven.

  The front fork 16 is provided with a pair of left and right front suspensions 31 which are shock absorbers for the front wheels 13. Each front suspension 31 includes an outer tube 22 and an inner tube 23. The outer tube 22 is disposed at the upper side (vehicle body side) and fixed to the steering stem, and the inner tube 23 is disposed at the lower side (front wheel 13 side). In each front suspension 31, the inner tube 23 is inserted into the outer tube 22 and is movable in the longitudinal direction with respect to the outer tube 22. A front wheel 13 is rotatably mounted between the left and right inner tubes 23 via a front axle 24 and a front wheel 26.

  Each outer tube 22 and inner tube 23 are connected via a spring. The front fork 16 resiliently supports the front wheel 13 by the spring. Each front suspension 31 is extendable in the vertical direction, and accordingly, the front wheel 13 is displaceable in the vertical direction with respect to the vehicle body. The above-described spring exerts an elastic force in a direction against the expansion and contraction of the front suspension 31. This makes it possible to reduce the amount by which the front wheel 13 moves in the vertical direction with respect to the reference position set in advance in relation to the vehicle body.

  In each of the front suspensions 31 disposed on the left and right, an oil chamber in which oil is enclosed is formed inside the outer tube 22 and the inner tube 23 coupled to each other. The left and right oil chambers are respectively connected to damping force generating units 32 disposed in the vicinity of the front axle 24 as a pair, via appropriate pipes and the like. In the present embodiment, a front suspension (power consumption unit) 31 is configured by the outer tube 22, the inner tube 23, and the damping force generation unit 32.

  In this configuration, when the outer tube 22 and the inner tube 23 move relative to each other, the oil in the oil chamber passes through the flow path formed in the damping force generating portion 32 simultaneously with the expansion and contraction of the spring. Thus, the damping force is applied to the vertical movement of the front wheel 13 with respect to the vehicle body, so that the vertical movement speed can be suppressed. As a result, it is possible to damp the impact and vibration from the road surface which the front wheel 13 receives during traveling.

  A flow path (not shown) through which the oil passes is formed in the damping force generation unit 32. Further, each damping force generation unit 32 includes a solenoid valve 33 which is an electric actuator capable of changing the degree of restriction of the flow rate of the flow path. The solenoid valve 33 has a solenoid of a known configuration, and this solenoid generates a magnetic force by causing a current to flow in a coil portion (magnetic force generating element) formed by winding an electric wire so as to function as an electromagnet. Can move the movable core attached to the valve body. The damping force generation unit 32 operates the solenoid valve 33 according to an electric signal transmitted by a suspension ECU 52 described later, and adjusts the ease of passage of oil in the flow path. Thereby, the damping force obtained from the front suspension 31 can be adjusted.

  In the present embodiment, the solenoid valve 33 includes a spring that biases the movable core, which is disposed to be reciprocatively movable with a predetermined stroke, toward one end in the movement direction. When the magnetic force in the opposite direction to the biasing force of the spring acts on the movable core from the solenoid, the valve body moves with the core toward the other moving direction. In this configuration, in order to hold the valve body at a position different from one end in the moving direction, a current must be continuously supplied to the solenoid to continuously apply a magnetic force against the biasing force of the spring. Since the biasing force generated by the spring is larger in the case of holding the valve body at a position distant from that in the case of holding the valve body at a position near one end in the moving direction, a large current needs to be supplied to the solenoid. The solenoid valve 33 of the present embodiment controls the valve body to be held at a position selected from a plurality of predetermined positions by changing the magnitude of the current supplied to the solenoid stepwise. Thereby, the ease of passage of oil in the flow path of the damping force generation unit 32 can be changed stepwise. In order to enhance the control response of the damping force while the motorcycle 1 is traveling, it is preferable that the generated magnetic force of the solenoid be large.

  The rear wheel 14 is rotatably attached to the rear of the swing arm 17 via a rear axle 44 and a rear wheel 46. A rear suspension (power consumption unit) 41 is attached between the swing arm 17 and the vehicle body frame 10.

  The rear suspension 41 connects the vehicle body frame 10 and the swing arm 17. In the present embodiment, one rear suspension 41 is provided substantially at the center in the vehicle width direction, and the entire rear suspension 41 is disposed inside the body frame 10. The rear suspension 41 is configured to be stretchable, and an elastic force and a damping force are applied during the stretch.

  The rear suspension 41 includes a spring 45 for generating an elastic force. Further, an oil chamber in which oil is sealed is formed inside the rear suspension 41. The oil chamber is connected to a damping force generator 42 provided in the rear suspension 41 via an appropriate flow path.

  In this configuration, when the swing arm 17 swings, the oil in the oil chamber passes through the flow path formed in the damping force generating portion 42 simultaneously with the expansion and contraction of the spring. Thereby, it is possible to damp the impact and vibration from the road surface which the rear wheel 14 receives during traveling.

  The damping force generating portion 42 of the rear suspension 41 has substantially the same function as the damping force generating portion 32 of the front suspension 31. The damping force generation unit 42 includes a solenoid valve 43 which is an electric actuator, and operates the solenoid valve 43 according to the electric signal transmitted by the suspension ECU 52 to adjust the ease of passage of oil. The configuration of the solenoid valve 43 is similar to that of the solenoid valve 33 in the front suspension 31, and thus the description thereof is omitted. Thereby, the damping force obtained from the rear suspension 41 can be adjusted.

  At appropriate positions of the vehicle body, an engine ECU 51 that controls the engine 11 and a suspension ECU (control device) 52 that controls the front suspension 31 and the rear suspension 41 are disposed. Moreover, the battery 55 which supplies electric power to various electrical components is attached to the vehicle body. In the present embodiment, the engine ECU 51 is disposed above the rear wheel 14, and the suspension ECU 52 is disposed above and behind the front wheel 13 and fixed to the vehicle body frame 10. The battery 55 is disposed below the seat that the driver straddles.

  Examples of electrical components to which the battery 55 supplies electric power include a control device, an actuator for engine control, an actuator for vehicle control, various sensors, meter meters, a headlamp as a safety component, a turn signal, and the like. . The electrical components include external accessory components retrofitted to the vehicle body, such as grip heaters, navigation devices, auxiliary lights, accessory sockets, and ETC in-vehicle devices. Furthermore, the battery 55 can supply power to various electrical components other than the above.

  In the vicinity of the engine 11, an alternator 56 is disposed. The alternator 56 generates power by being driven by the engine 11 and outputs an alternating current. The alternating current generated by the alternator 56 is rectified to a direct current by a rectifier (not shown) and then supplied to the battery 55 to be charged.

  The ECU is an abbreviation of an electronic control unit, and the engine ECU 51 and the suspension ECU 52 shown in FIGS. 1 and 2 are each configured as a small computer. Each of the engine ECU 51 and the suspension ECU 52 includes a CPU as a calculation unit, and also includes a ROM and a RAM as a storage unit.

  The engine ECU 51 outputs command values necessary for controlling the engine 11 to the engine control actuator based on the information acquired from various information sensors 58 (FIG. 2) attached to the respective parts of the vehicle body. The command value may be, for example, a fuel injection amount, an ignition timing, an intake amount or the like, but is not limited thereto. As an engine control actuator, for example, a fuel injection device, an ignition plug, a throttle valve control device or the like can be considered, but it is not limited thereto. Examples of the information acquired from the information sensor 58 may include a gear ratio, an engine speed, a traveling speed, a wheel rotation speed, an intake pressure, actuator operation information, an attitude of the vehicle body, an inertial force applied to the vehicle body, and the like. . The engine ECU 51 is electrically connected to the suspension ECU 52, and can output various information. The information includes information on a traveling speed detection value and information on an engine rotational speed detection value. The traveling speed detection value can be acquired, for example, by a vehicle speed sensor that detects the rotation of the front wheel 13. The engine rotational speed detection value can be acquired, for example, by an engine crank sensor that detects the rotation of the crankshaft. The vehicle speed sensor and the engine crank sensor are one type of the information sensor 58 shown in FIG.

  The traveling speed detection value can be said to be an evaluation value (traveling evaluation value) that changes in accordance with the traveling of the vehicle body. The engine rotational speed detection value can be said to be an evaluation value (output evaluation value) that increases as the drive output of the engine increases. However, the travel evaluation value may be position change or acceleration. Further, the output evaluation value may be an accelerator operation amount, an intake pressure, a power generation amount, or the like.

  The suspension ECU 52 can perform control to adjust the damping force with respect to the damping force generating unit 32 included in each of the two front suspensions 31 and the damping force generating unit 42 included in the rear suspension 41. Specifically, the suspension ECU 52 obtains the traveling state, for example, the acceleration and posture of the vehicle body, based on the detection result of the inertial measurement unit (IMU) disposed at an appropriate position of the vehicle body. Then, the suspension ECU 52 outputs a control signal to the solenoid valves 33 and 43 during traveling so as to cause the damping force generation units 32 and 42 to generate an appropriate damping force according to the obtained traveling state. The inertial measurement device is a type of the suspension information sensor 59 shown in FIG. As described above, the suspension ECU 52 can electronically change the shock absorbing characteristics of the running suspension. By thus controlling the vehicle body according to the traveling situation, it is easy to realize a good traveling feeling.

  The suspension ECU 52 will be described in more detail. The suspension ECU 52 stores a program for determining the damping force to be set during traveling based on the acquired information from the external device. The suspension ECU 52 also stores a program for determining the magnitude of the current corresponding to the damping force to be set. With this configuration, the operation unit of the suspension ECU 52 reads the acquired information and the information stored in advance, and determines the magnitude of the current to be supplied to the solenoid valves 33 and 43 based on the information acquired from the outside. Do. The suspension ECU 52 includes an output unit, and the output unit includes an electric circuit that generates and outputs a current supplied to the solenoid. The output unit generates a current corresponding to the magnitude of the current determined by the calculation unit from the power supplied from the battery 55, and supplies the current to the solenoid valves 33 and 43. The program for determining the magnitude of the current may be different between the front suspension 31 and the rear suspension 41.

  Information acquired by the suspension ECU 52 from the external device (acquired information) may be information input from the suspension information sensor 59 for detecting operation information of the suspensions 31 and 41 as well as various information provided from the engine ECU 51. As the suspension information sensor 59, in addition to the above-described IMU, for example, a sensor that detects the amount of expansion and contraction of the suspensions 31, 41 can be considered. The suspension ECU 52 may directly acquire information from the information sensor 58 or the like without using the engine ECU 51 as acquisition information. For example, the suspension ECU 52 can be configured to obtain information from various sensors using a network in which each electrical component is bus-connected in accordance with a known CAN communication standard.

  Electric power for operating the engine ECU 51 and the suspension ECU 52 is supplied from the battery 55. Further, electric power for driving the solenoid valves 33 and 43 is supplied from the battery 55 via the suspension ECU 52. In the present embodiment, the suspension ECU 52 can control the supply / shutoff of the current in addition to the magnitude of the current supplied to the solenoids of the solenoid valves 33 and 43.

  Next, control regarding supply of drive current to the solenoid valves 33 and 43 performed in the suspension ECU 52 will be described. The flowchart of the process which suspension ECU52 performs by FIG.3 and FIG.4 is shown.

  The processing in FIG. 3 and FIG. 4 is started when the suspension ECU 52 is supplied with power from the battery 55 and the suspension ECU 52 is powered on. First, the suspension ECU 52 resets the count value stored in the RAM to zero (step S101). Next, as described above, the suspension ECU 52 controls the operation of the solenoid valves 33 and 43 so that the damping force generating units 32 and 42 generate appropriate damping forces according to the traveling state (step S102). Thereby, electronic control of the damping force of the front suspension 31 and the rear suspension 41 is realized.

  Next, the suspension ECU 52 determines whether the traveling speed detection value is less than or equal to a predetermined first threshold value α1 (step S103). In the present embodiment, the first threshold value α1 is set to a speed that is greater than or equal to zero, specifically less than or equal to 10 kilometers per hour, for example, 5 kilometers per hour. If the traveling speed detection value exceeds the first threshold α1, the process returns to step S101.

  If it is determined in step S103 that the traveling speed detection value is less than or equal to the first threshold α1, the suspension ECU 52 determines whether the engine rotation speed detection is less than or equal to a predetermined second threshold α2 (step S104). It is preferable that the second threshold value α2 be set to a rotation speed larger than the idling rotation speed of the engine 11. The idling rotational speed means the rotational speed of the engine 11 when the accelerator operation is not given. In the present embodiment, when the idling rotational speed of the engine 11 is 1500 rpm, the second threshold α2 is set to be equal to or less than twice the idling rotational speed, for example, 3000 rpm. If the engine rotational speed detection value exceeds the second threshold α2, the process returns to step S101.

  If it is determined in step S104 that the detected engine rotational speed is equal to or less than the second threshold α2, the suspension ECU 52 increases the count value stored in the RAM by 1 (step S105).

  Thereafter, the suspension ECU 52 determines whether the count value is equal to or more than a predetermined value (step S106). The predetermined value of step S106 can be set to a value corresponding to a predetermined first time T1 (for example, 3 seconds). If the count value is less than the predetermined value, the process returns to step S102. By this loop process, the process of step S105 described above is repeated while the state in which the traveling speed detection value is the first threshold α1 or less and the engine rotation speed detection value is the second threshold α2 or less continues. To be done. Therefore, as long as the above state continues, the count value increases with the passage of time.

  If it is determined in step S106 that the count value is equal to or more than the predetermined value, specifically, the value corresponding to the first time T1, the suspension ECU 52 controls so as to cut off the current supply to the solenoid valves 33 and 43 Step S107). Thereafter, the process proceeds to step S108 in FIG.

  When the current to the solenoid valves 33 and 43 is cut off, the damping force generating portions 32 and 42 of the suspensions 31 and 41 are at positions not affected by the magnetic force, that is, natural determined by the springs of the solenoid valves 33 and 43. It is configured to be in the state. Therefore, when the vehicle body is substantially stopped, the natural damping force can be obtained in each of the suspensions 31 and 41.

  In step S108, the suspension ECU 52 resets the count value to zero. Next, the suspension ECU 52 determines whether the traveling speed detection value is equal to or more than a predetermined third threshold value α3 (step S109). The third threshold α3 is preferably set to a velocity exceeding zero, and is preferably set to a velocity larger than the first threshold α1. In the present embodiment, the third threshold value α3 is set to a value exceeding 5 kilometers per hour, for example, 7 kilometers per hour. If the traveling speed detection value is equal to or greater than the third threshold α3, the process proceeds to step S111, and the suspension ECU 52 increases the count value by one.

  If it is determined in step S109 that the traveling speed detection value is less than the third threshold α3, the suspension ECU 52 determines whether the above engine rotation speed detection is greater than or equal to the predetermined fourth threshold α4 (step S110). ). The fourth threshold α4 is preferably set to a rotational speed greater than the idling rotational speed of the engine 11, and is preferably set to a rotational speed larger than the second threshold α2. In the present embodiment, the fourth threshold value α4 is set to a value that is three or more times the idle rotation speed, for example, 5000 rpm. If the engine rotational speed detection value is equal to or greater than the fourth threshold α4, the process proceeds to step S111, and the suspension ECU 52 increases the count value by one.

  If it is determined in step S110 that the engine speed detection value is less than the fourth threshold value α4 (ie, the traveling speed detection value is less than the third threshold value α3 and the engine speed detection value is less than the fourth threshold value α4), The processing returns to step S109.

  After the process of step S111, the suspension ECU 52 determines whether the count value is equal to or more than a predetermined value (step S112). The predetermined value in step S112 can be set to a value corresponding to a predetermined second time T2 (for example, 0.1 seconds). If the count value is less than the predetermined value, the process returns to step S109. Through this loop process, the process of step S111 is repeatedly performed while the state in which the traveling speed detection value is the third threshold α3 or more or the engine rotation speed detection value is the fourth threshold α4 or more continues. . Therefore, as long as the above state continues, the count value increases with the passage of time.

  If it is determined in step S112 that the count value is equal to or more than the predetermined value, specifically, the value corresponding to the second time T2, the suspension ECU 52 controls so that the current supply to the solenoid valves 33 and 43 is resumed ( Step S113). Thereafter, the process returns to step S101 of FIG.

  According to the above procedure, when the blocking condition corresponding to the stop state of the vehicle body is satisfied, specifically, the traveling speed is equal to or less than the first threshold α1 (5 kilometers per hour or less), and the engine speed is the second threshold When the state of α2 or less (3000 rpm or less) continues for the first time T1 or more (3 seconds or more), control is performed to shut off the supply of current to the solenoid valves 33 and 43. After the current cutoff control is performed, specifically, if the return condition corresponding to the traveling start state of the vehicle body is satisfied, whether the traveling speed is the third threshold α3 or more (7 kilometers per hour or more), or The control to restart the supply of current to the solenoid valves 33 and 43 when the engine rotational speed continues to be the fourth threshold α4 or more (5000 rpm or more) for the second time T2 or more (0.1 seconds or more) To be done.

  Thus, when it is determined that the vehicle body has shifted from the traveling state to the substantial stop state, the supply of current to the solenoid valves 33 and 43 is stopped. Therefore, the power consumption of the solenoid valves 33 and 43 can be effectively suppressed. In addition, when it is determined that the vehicle body has come out of the stop state and is in the substantial running state, the supply of current to the solenoid valves 33, 43 is resumed. Therefore, it is possible to suppress the influence of the current supply stop on the traveling state. In the present embodiment, it is possible to prevent the lowering of the driving feeling. When the supply of current is resumed, the current flowing through the solenoid can be immediately increased from zero to the control target value. However, the tailing operation, that is, the operation of gradually increasing the current from zero with time may be employed.

  In the straddle-type vehicle as shown in the motorcycle 1 of the present embodiment, since the driver drives across the seat, the dimension in the vehicle width direction is small, and the mountable space is relatively small. Therefore, it is difficult to increase the volume of the battery 55, and it is difficult to increase the capacity. This makes saving power consumption more important than other types of vehicles. In this respect, according to the configuration of the present embodiment, the power consumption can be effectively suppressed by stopping the power supply to the solenoid valves 33 and 43. In other words, the power generation capacity of the alternator 56 can be reduced.

  Further, in the motorcycle 1 of the present embodiment, the amount of power generation of the alternator 56 for supplying the battery 55 with the power for charging increases with the increase of the engine speed. Therefore, when the vehicle is stopped, the amount of power generation is small because the engine rotational speed is relatively small, so it is particularly important to suppress the power consumption. In this respect, in the present embodiment, by stopping the power supply of the solenoid valves 33 and 43 when the vehicle is stopped, it is possible to satisfactorily prevent the overdischarge of the battery when the vehicle is stopped.

  In the present embodiment, targets for which control to shut off the supply of current at the time of traveling stop is performed are the suspensions 31 and 41 (specifically, the damping force generating unit 32, which are devices for controlling vehicle behavior during traveling). 42 are solenoid valves 33 and 43). Each of the suspensions 31 and 41 is a shock absorber capable of changing shock absorbing characteristics to the wheels by electronic control.

  When the vehicle body is at rest, the front wheels 13 and the rear wheels 14 do not receive an impact from the unevenness of the road surface, so even when the damping force of each of the suspensions 31, 41 is not controlled, ie, the solenoid valve 33, It can be said that there is no influence on the driver's feeling even if the 43 is not energized. Moreover, since the solenoid valves 33 and 43 are configured to maintain the position of the valve body against the biasing force of the spring by energizing the coil portion to generate a magnetic force, power consumption is large. Therefore, by performing control to cut off the current as in the present embodiment, it is possible to effectively suppress power consumption while preventing a decrease in the operation feeling of the vehicle.

  In the present embodiment, the suspension ECU 52 uses a combination of the traveling speed condition and the engine rotational speed condition as a condition for determining whether the vehicle body has shifted from the traveling state to the stopped state ( Step S103, step S104). This is the same as in the case where it is determined whether the vehicle body has shifted from the stop state to the traveling state (steps S109 and S110). As a result, the control of the shutoff / supply of the current to the solenoid valves 33 and 43 can be performed more appropriately than, for example, the determination using only the traveling speed.

  Specifically, in the present embodiment, as shown in step S103 and step S104, both the traveling speed is equal to or less than the first threshold α1 and the engine speed is equal to or less than the second threshold α2 are satisfied. In the case (AND condition), the supply of current to the solenoid valves 33 and 43 is interrupted, assuming that the condition capable of interrupting the buffer control of the vehicle body is satisfied. In other words, the suspension ECU 52 determines that the condition for blocking the supply of current is satisfied when both of the above two requirements are satisfied.

  As described above, in the suspension ECU 52 of the present embodiment, when both the traveling speed and the engine speed do not satisfy the predetermined conditions, specifically, when both do not indicate a value sufficiently close to zero, the solenoid valve Do not cut off the current supply to 33, 43. As described above, it is possible to improve the accuracy of the determination because it is determined whether the traveling is stopped based on whether or not both of the plurality of requirements are satisfied. Specifically, when the engine speed exceeds a predetermined value and the traveling speed is extremely low or stopped, for example, at the moment of sudden stop or engine braking, it is also expected to accelerate immediately thereafter . In this respect, in the present embodiment, it is not determined that the vehicle is in the traveling stop state in such a situation, and the control of the damping force is maintained. Therefore, the influence of interruption of damping control can be eliminated. In addition, when the traveling speed exceeds a predetermined value and the engine speed is extremely low or stopped, for example, when traveling on a downhill or the like using inertia, the accelerator is operated immediately thereafter. It is also expected to shift to a normal driving condition. In this respect, in the present embodiment, it is not determined that the vehicle is in the traveling stop state in such a situation, and the control of the damping force is maintained. Therefore, the influence of interruption of damping control can be eliminated.

  In the present embodiment, as shown in step S109 and step S110, the traveling speed is equal to or higher than the third threshold α3 or the engine speed is equal to or higher than the fourth threshold α4 (OR condition) The supply of current to the solenoid valves 33 and 43 is resumed, assuming that the conditions for restarting the buffer control of the vehicle body are satisfied. In other words, when at least one of the above two requirements is satisfied, the suspension ECU 52 determines that the condition for resuming the supply of current is satisfied.

  As described above, the suspension ECU 52 of the present embodiment resumes the supply of the current to the solenoid valves 33 and 43 if any one of the traveling speed and the engine speed indicates a value deviated to some extent from zero. As described above, it is possible to determine the start of traveling based on whether any one of a plurality of requirements is satisfied, so the certainty of the determination can be enhanced. Specifically, although it is a special situation, for example, in a motorcycle race, riding may be performed in which the engine speed is increased in advance immediately before the start and the clutch is connected at the same time as the start. In this case, in the control of the present embodiment, since the solenoid valves 33 and 43 are energized before the start, it is possible to prevent the restart delay of the vehicle control. As described above, it is possible to appropriately restart damping control with the start of traveling or to restart damping control at the preparation step of traveling start. Therefore, it is possible to better suppress that the influence of the suspension of the damping control at the time of the stop of the travel occurs after the restart of the travel.

  As shown in step S103, step S104 and step S106 of FIG. 3, the conditions for blocking the supply of current to the solenoid valves 33 and 43 (the blocking conditions corresponding to the stopped state of the vehicle body) are the traveling speed and The state that satisfies the AND condition of the engine rotational speed is that the first time T1 which is a predetermined time is continued. On the other hand, as shown in step S109, step S110 and step S112 of FIG. 4, the conditions for resuming the supply of current to the solenoid valves 33 and 43 (return conditions corresponding to the traveling state of the vehicle body) A state in which the number of OR conditions are satisfied continues for the second time T2. Since the blocking condition is an AND condition and the return condition is an OR condition, it can be said that the blocking condition is stricter than the return condition. Further, in the present embodiment, since the first time T1 is set longer than the second time T2, it can be said that it is more difficult to satisfy the blocking condition than the recovery condition even in terms of time.

  Thus, since the blocking condition is determined more strictly than the returning condition, the damping force control can be interrupted in a situation where the possibility of stopping the vehicle is high by reducing the opportunity or period of interrupting the damping control. . Conversely, early restart of damping control can be encouraged. Thus, the influence of the damping control interruption in the traveling state can be prevented, and the delay of the damping control resumption in the traveling start state can be prevented, and the sense of discomfort in the driving feeling of the driver can be suppressed.

  The suspension ECU 52 detects the amount of power generation of the alternator 56 with an appropriate sensor in place of or in addition to the detected value of the engine speed under at least one of the blocking condition and the recovery condition described above. It may also be configured to make a determination to compare the value to a predetermined threshold. In this case, the power can be flexibly reduced in consideration of the balance between the amount of power generation and the amount of power consumption.

  As described above, the motorcycle 1 according to this embodiment includes the battery 55, the front suspension 31 and the rear suspension 41, and the suspension ECU 52. Electric power is supplied to each of the suspensions 31 and 41 from the battery 55. The suspension ECU 52 controls the current flowing from the battery 55 to the suspensions 31 and 41 (specifically, the solenoid valves 33 and 43). When the suspension ECU 52 determines that the blocking condition corresponding to the stopped state of the vehicle body is satisfied, the suspension ECU 52 blocks the supply of current to the suspensions 31 and 41. The suspension ECU 52 stops supply of current to the suspensions 31 and 41, and then resumes supply of current to the suspensions 31 and 41 if it is determined that the return condition corresponding to the traveling state of the vehicle is satisfied.

  As a result, control is performed to block the supply of current to the solenoid valves 33 and 43 of the front suspension 31 and the rear suspension 41, which are components that are not highly required to be operated when the vehicle is stopped. As a whole, the battery 55 can be efficiently utilized. However, as described above, the supply of current may be blocked for components that are highly required to be operated with the vehicle stopped.

  Further, in the motorcycle 1 of the present embodiment, each of the suspensions 31 and 41 includes solenoid valves 33 and 43. The solenoid valves 33 and 43 include coil portions that generate a magnetic force when current flows.

  As a result, the supply of current to the parts with large power consumption such as the solenoid valves 33 and 43 is blocked in the stopped state of the vehicle, so that the total power consumption can be favorably suppressed. In particular, in the present embodiment, since the total of three solenoid valves 33 and 43 for controlling the damping force during traveling are configured to hold the valve body against the spring force, the effect of suppressing power consumption is large.

  Further, in the motorcycle 1 of the present embodiment, each of the suspensions 31 and 41 is a device that controls the behavior of the vehicle during traveling.

  As described above, the suspensions 31, 41, which are devices for controlling the behavior of the vehicle during traveling, need not be operated with the vehicle stopped. In addition, since the supply of current is resumed at the time of resumption of travel, power consumption can be suppressed while reducing the influence on the travel feeling.

  Further, in the motorcycle 1 of the present embodiment, each of the suspensions 31 and 41 is a shock absorber capable of changing the shock absorbing characteristics with respect to the wheels by electronic control.

  As a result, in the stopped state of the vehicle where there is little need to take into consideration the impact that the wheels receive from the unevenness of the road surface, blocking the supply of current to each of the suspensions 31, 41 reduces the influence on the driving feeling. Power consumption can be reduced.

  Further, in the motorcycle 1 of the present embodiment, the blocking condition and the return condition are engine rotation which changes according to the condition of the traveling speed detection value which changes according to the traveling of the vehicle body and the drive output of the engine 11 which drives the vehicle body. And the condition of the number detection value.

  As a result, the timing at which the supply of current to the suspensions 31 and 41 is interrupted or resumed can be appropriately determined in consideration of both the traveling speed and the drive output.

  Further, in the motorcycle 1 of the present embodiment, the traveling speed detection value is set to increase as the traveling speed of the vehicle body increases. The engine rotational speed detection value is set to increase as the drive output of the engine increases. The suspension ECU 52 determines that the blocking condition is satisfied when both the condition that the traveling speed detection value is equal to or less than the first threshold α1 and the condition that the engine rotation speed detection value is equal to or less than the second threshold α2 satisfy the conditions.

  As a result, the current supply to each of the suspensions 31 and 41 is not blocked unless both the traveling speed and the engine speed are low. Therefore, the accuracy of the stop determination can be improved.

  Further, in the motorcycle 1 of the present embodiment, the suspension ECU 52 at least one of the condition that the traveling speed detection value is the third threshold α3 or more and the condition that the engine rotation speed detection value is the fourth threshold α4 or more. Is satisfied, it is determined that the return condition is satisfied.

  As a result, when at least one of the traveling speed and the engine speed becomes high, the supply of current to the suspensions 31 and 41 is resumed. Therefore, when the vehicle is started from the stop state, it is possible to prevent the supply of current to the suspensions 31 and 41 from being delayed.

  Further, in the motorcycle 1 of the present embodiment, the above-described blocking condition is stricter than the returning condition.

  As a result, while the opportunity or period for blocking the supply of current to each of the suspensions 31 and 41 is reduced, the resumption of supply of current is actively performed, so it is emphasized to suppress the delay of vehicle control at the time of resumption of traveling. Power consumption can be properly suppressed.

  Further, in the motorcycle 1 of the present embodiment, the suspension ECU 52 determines that the blocking condition is satisfied when the requirements of step S103 and the requirements of step S104 are both satisfied. The suspension ECU 52 determines that the return condition is satisfied when at least one of the requirement of step S109 and the requirement of step S110 is satisfied.

  As a result, when stopping the vehicle in the traveling state, it is possible to stop the supply of current to the suspensions 31 and 41 after relatively strictly confirming the state in which the vehicle substantially stops. On the other hand, when starting the vehicle from the stop state, it is possible to prevent the delay of the current supply to the suspensions 31 and 41.

  Further, in the motorcycle 1 of the present embodiment, the suspension ECU 52 determines that the blocking state is satisfied when the state satisfying the requirements described in step S103 and step S104 continues for the predetermined first time T1. The suspension ECU 52 determines that the return condition is satisfied when the state satisfying the requirements described in step S109 and step S110 continues for the predetermined second time T2. The second time T2 is shorter than the first time T1.

  As a result, when the vehicle in the traveling state is stopped, the supply of current to the suspensions 31 and 41 can be stopped after the vehicle is stopped not momentarily but continuing to a certain extent. On the other hand, when starting the vehicle from the stopped state, the supply of current to the suspensions 31 and 41 can be resumed quickly.

  The preferred embodiment of the present invention has been described above, but the above-described configuration can be modified, for example, as follows.

  In the above embodiment, the prevention / resumption of the supply of the current from the battery 55 is controlled for the front suspension 31 and the rear suspension 41. However, the blocking / resumption of the supply of current as described above may be performed for other electrical components.

  As a power consumption part which can be an object of such control, there can be mentioned, for example, a grip heater including a heating wire (heat generating element) attached to a handle which a driver holds. The grip heater is configured to generate heat by passing a current through the heating wire to warm the hand, and power consumption is relatively large. Therefore, the power consumption can be effectively reduced by performing the above control for the current supplied to the grip heater.

  As the power consumption unit including the heat generating element, in addition to the grip heater, for example, gloves, clothes, etc. in which heating wires are incorporated are considered. In this configuration, the electric power from the battery 55 is supplied to the heating wire via a power supply portion provided in the motorcycle 1, for example, a DC socket. As described above, the power consumption unit may be configured to be supplied with power by being electrically connected to the vehicle body via the removable connector. In this configuration, the present invention also includes the case where the above-described current supply control is performed on the connector (including a general-purpose connector to which various devices can be connected).

  In addition to the above, examples of the power consumption unit include an electronic control steering device, an exhaust device, an ETC in-vehicle device, a DC socket, a windshield lifting device (electric motor for lifting and lowering), and the like. Power consumption can be rationally reduced by performing the above-described current control on a device that controls the behavior of a vehicle during traveling, like electronically controlled steering. In addition, by performing the above-described current control on a device including an element that generates at least one of a magnetic force and heat when a current flows, the power consumption reduction effect is favorable and preferable.

  The power consumption unit may be one including a magnetic force generation element for causing an angular displacement or rotation of the target part, for example, a rotary solenoid or a motor, in addition to a magnetic force generation element for linearly driving the target part such as a linear solenoid. Further, for example, the above-described current supply control may be performed on an actuator used for a vehicle. The current supply control is preferably performed on an actuator other than the actuator that performs output control of the drive source. Thereby, it is possible to prevent the change of the engine operating condition while the vehicle is stopped.

  The power consumption unit may be an electrical component that changes the behavior of the vehicle body separately from the output control of the drive source among the actuators of the vehicle. As described above, as the electrical components for changing the behavior of the vehicle body, besides the suspension device, an electronically controlled steering device, a windshield lifting device, etc. can be considered. In addition to the above, the present invention may be applied to actuators in general that change the behavior of a vehicle body. Also, in the suspension device, the present invention may be applied to an actuator that changes the preload load (initial load) and the reference length in addition to the damping force.

  The power consumption unit may be an electric component that transmits a radio wave (electromagnetic wave), for example, an ETC in-vehicle apparatus including an antenna, a radar apparatus including a distance measurement sensor using electromagnetic wave transmission and reception, and the like.

  The power consumption unit may be an actuator that maintains a state in which the target component has moved against the biasing force of the spring. For example, the same current supply control may be performed for the exhaust device in addition to the solenoid valves 33 and 43.

  The present invention also includes the case where the above-described current supply control is not performed on all the electric components but is performed on a part of the electric components. In this case, it is preferable to target current supply control for an electrical component that consumes a large amount of power as compared to other components.

  At least one of the blocking condition and the return condition described above corresponds to the condition of the traveling speed detection value that changes according to the traveling speed of the vehicle body and the power generation amount detection value that changes according to the power generation amount of the alternator 56 provided in the motorcycle 1 And the condition of the power generation evaluation value) can be included. In this configuration, although the power generation amount detection value is a power generation amount evaluation value, it can be said that it is also an output evaluation value that changes according to the drive output of the engine 11. In this case, the timing at which the supply of current to the suspensions 31 and 41 is interrupted or restarted can be determined in consideration of the balance between the amount of power generation and the amount of power consumption.

  In the above embodiment, the traveling speed of the motorcycle 1 is acquired by the vehicle speed sensor. Instead of this, the suspension ECU 52 can integrate the acceleration obtained from the above-described IMU sensor, and use the speed that is the integration result as the traveling speed detection value in the determination of step S103 and step S109.

  The suspension ECU 52 can obtain the displacement (position) of the vehicle body by integrating the obtained speed, and can use this displacement as a travel evaluation value for at least one of the blocking condition and the return condition. Further, the suspension ECU 52 can use the acceleration obtained from the above-described IMU sensor as at least one of the blocking condition and the return condition as the traveling evaluation value.

  In the above embodiment, the suspension ECU 52 blocks and restarts the supply of current to both the front and rear suspensions 31 and 41. However, it may be modified to block and resume the supply of current to only one of the front and rear. In addition, the suspension ECU 52 may be provided for the front and the rear, respectively.

  At least one of the blocking condition and the return condition may be different between the front and rear suspensions 31 and 41. For example, in the case where the rear wheel 41 is a driven wheel and the front wheel 13 is a driven wheel, the control for blocking the current supply to the rear suspension 41 is not performed or the condition for return after blocking the current supply is a front suspension. It may be looser than 31. As a result, it is possible to prevent a change in the buffer characteristic of the rear suspension 41 when the front suspension 31 is restored, and to suppress the discomfort of the acceleration feeling.

  In the above embodiment, two front suspensions 31 are provided in a pair on the left and right, and only one rear suspension 41 is provided. However, the number of front and rear suspensions is arbitrary. For example, only one front suspension 31 may be provided. Also, two rear suspensions 41 may be provided on the left and right.

  Only one side of the pair of left and right front suspensions 31 may have the damping force generator 32.

  Only one of the front and rear suspensions 31 and 41 may be configured as a suspension that electronically controls the shock absorbing characteristics of the wheels.

  A computer other than the suspension ECU 52 may be changed to perform control of blocking / resuming the supply of current to the power consuming units such as the suspensions 31 and 41 as a control device. As such a control device, an engine ECU 51, a vehicle CPU (not shown), etc. can be considered, but it is not limited to this.

  The first threshold α1, the second threshold α2, the third threshold α3, the fourth threshold α4, the first time T1, and the second time T2 can be changed as appropriate. For example, the first threshold α1 and the third threshold α3 may be the same, and the second threshold α2 and the fourth threshold α4 may be the same, and the first time T1 and the second time T2 may be the same. Also good. Also, at least one of the first time T1 and the second time T2 may be zero. Although the first threshold α1 may be zero, in this case, the third threshold α3 needs to be larger than zero. Each value may be set appropriately according to the driver's preference, how to ride, and the characteristics of the vehicle.

  In the above embodiment, both the blocking condition and the return condition are determined by the combination of the condition of the traveling speed detection value and the condition of the engine rotation speed detection value. However, the suspension ECU 52 may be changed to determine at least one of the blocking condition and the return condition, for example, by only one of the two conditions.

  The blocking condition shown in the above-described embodiment is an example, and the blocking condition may be any one that can determine the stopping of the vehicle by any method. For example, information other than the vehicle speed sensor, any one of the front and rear wheel speed sensors, and the IMU sensor may be used to determine whether the vehicle has stopped traveling. To give a detailed example, position information by positioning sensor using radio navigation such as satellite navigation system, body vibration, suspension stroke, body inclination state (in case of temporary stop, the vehicle is leaned), driver posture etc. The travel stop of the vehicle may be determined using or in combination. As a satellite navigation system, GNSS (Global Navigation Satellite System), such as GPS, can be mentioned, for example. The position, the speed, and the like may be acquired by other known sensors. For example, the position of the vehicle can be estimated based on an image acquired by a camera as a sensor attached to the vehicle. In addition to the specific phenomenon related to the vehicle, information related to the driver's driving stop operation may be acquired as the judgment for driving stop, and the driving stop state may be determined. For example, a brake operation, a clutch operation, a gear operation, a meter operation, an operation signal that would be performed when the vehicle is stopped, etc. are detected, and integrated with the above-mentioned phenomenon related to the vehicle (or regardless of the phenomenon related to the vehicle) It may be determined as a running stop state that the vehicle will be stopped near or in the near future.

  The return condition shown in the above embodiment is an example, and the return condition may be any condition that can determine the start of traveling of the vehicle by any method. For example, as with the above-described conditions for stopping driving, information other than the vehicle speed sensor, the front or rear wheel speed sensor, or the IMU sensor may be used to determine whether to start traveling. As a detailed example, position information by positioning sensor using radio navigation such as satellite navigation system, body vibration, suspension stroke, body tilt state (returning the vehicle upright when traveling is resumed), driver posture etc. Alternatively, it may be used in combination to determine the start of traveling of the vehicle. As a satellite navigation system, GNSS (Global Navigation Satellite System), such as GPS, can be mentioned, for example. The position, the speed, and the like may be acquired by other known sensors. For example, the position of the vehicle can be estimated based on an image acquired by a camera as a sensor attached to the vehicle. In addition to the specific vehicle-related phenomenon, information related to the driver's travel start operation may be detected as the travel start state as the judgment of the travel start. For example, a brake release operation, a clutch operation, a gear operation, an accelerator operation, etc. are detected, and combined with the above-mentioned phenomenon related to the vehicle (or irrespective of the phenomenon related to the vehicle) It may be determined as a vehicle start state that the vehicle will start to travel.

  In the above embodiment, the traveling speed which is the traveling evaluation value can be regarded as information (direct information) directly indicating the traveling state of the vehicle body. On the other hand, the engine rotational speed, which is an output evaluation value, is not strongly correlated with the traveling state of the vehicle body, but can be regarded as information (indirect information) correlated to some extent. As in the above embodiment, the suspension ECU 52 determines whether to stop or start traveling based on not only direct information (traveling evaluation value) but also indirect information (output evaluation value). The amount of information that is the basis can be increased, and more appropriate control can be performed. Specifically, an accurate judgment can be made, and a delay in the judgment can be prevented. As the direct information (traveling evaluation value), in addition to the traveling speed of the vehicle body, the position of the vehicle body, the acceleration of the vehicle body, and the like can be used. Indirect information (output evaluation value) is information of a value that is affected according to the driver's intention according to the operation of the accelerator / brake etc. , Generated current, etc.

  The suspensions 31 and 41 may be modified to known configurations in addition to the configurations shown in the above-described embodiment. For example, regarding the front suspension 31, instead of the inverted type in which the inner tube 23 is positioned downward, the upright type may be positioned in the upper position. Further, instead of the front fork type shown in FIG. 1, for example, the above-described current control can be applied to an electronically controlled suspension of a swing arm type motorcycle.

  The present invention is applicable not only to the super sports type motorcycle shown in FIG. 1 but also to other motorcycles (naked type, motocross type, tourer type, cruise type, scooter type, etc.). Also, the present invention can be applied not only to two-wheeled vehicles but also to three- or four-wheeled buggy vehicles and personal watercrafts.

  The present invention is applicable not only to engine-driven straddle-type vehicles, but also to electric vehicles or hybrid vehicles.

1 Motorcycles (saddle-type vehicles)
11 engine (drive unit)
13 front wheel (wheel)
14 Rear wheel (wheel)
31 Front Suspension (Power Consumption Unit)
41 Rear suspension (power consumption unit)
52 Suspension ECU (Control Device)
56 Alternator (Generator)

Claims (11)

With a battery,
A power consumption unit to which power is supplied from the battery;
A control device that controls the current flowing from the battery to the power consumption unit;
Equipped with
When the control device determines that the blocking condition corresponding to the stop state of the vehicle body is satisfied, the control device blocks the supply of the current to the power consumption unit,
The control device resumes the supply of the current to the power consumption unit when it is determined that the return condition corresponding to the traveling start state of the vehicle body is satisfied after blocking the supply of the current to the power consumption unit. A straddle-type vehicle characterized by A straddle-type vehicle according to claim 1, wherein
The power consumption unit includes at least one of a magnetic force generating element that generates a magnetic force when a current flows and a heat generating element that generates heat when a current flows. A straddle-type vehicle according to claim 1 or 2,
The straddle-type vehicle, wherein the power consumption unit is a device that controls vehicle behavior during traveling. A straddle-type vehicle according to claim 3, wherein
The straddle-type vehicle, wherein the power consumption unit is a shock absorber capable of changing a shock absorbing characteristic with respect to a wheel by electronic control. A straddle-type vehicle according to any one of claims 1 to 4,
At least one of the blocking condition and the return condition is a condition of a running evaluation value that changes according to the traveling of the vehicle body, and a condition of an output evaluation value that changes according to the drive output of a drive source that drives the wheels. A straddle type vehicle characterized by including. A straddle-type vehicle according to claim 5, wherein
The traveling evaluation value is set to increase as the traveling speed of the vehicle body increases.
The output evaluation value is determined to increase as the drive output of the drive source increases.
The control device determines that the blocking condition is satisfied when both the condition that the traveling evaluation value is equal to or less than a first threshold and the condition that the output evaluation value is equal to or less than a second threshold. A straddle-type vehicle that features A straddle-type vehicle according to claim 5 or 6,
The traveling evaluation value is set to increase as the traveling speed of the vehicle body increases.
The output evaluation value is determined to increase as the drive output of the drive source increases.
The control device determines that the return condition is satisfied when at least one of the condition that the traveling evaluation value is the third threshold or more and the condition that the output evaluation value is the fourth threshold or more is satisfied. A straddle-type vehicle characterized by A straddle-type vehicle according to any one of claims 1 to 7, wherein
Equipped with a power generator,
At least one of the blocking condition and the return condition is a condition of a running evaluation value that changes according to the traveling speed of the vehicle body, and a condition of a power generation evaluation value that changes according to the power generation amount by the power generation device. A straddle type vehicle characterized by including. A straddle-type vehicle according to any one of claims 1 to 8, wherein
The straddle-type vehicle, wherein the blocking condition is stricter than the returning condition. A straddle-type vehicle according to any one of claims 1 to 9,
The control device determines that the blocking condition is satisfied when any of a plurality of requirements are satisfied;
The straddle-type vehicle, wherein the control device determines that the return condition is satisfied when at least one of a plurality of requirements is satisfied. A straddle-type vehicle according to any one of claims 1 to 10, wherein
The control device determines that the blocking condition is satisfied when the state satisfying the requirement continues for a predetermined first time,
The control device determines that the return condition is satisfied when the state satisfying the requirement continues for a predetermined second time,
A straddle-type vehicle, wherein the second time is shorter than the first time.

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