JP6636210B1 - Control device, suspension system - Google Patents

Abstract

The control device controls the damping force of the damping device for damping the force generated between the vehicle body and the front wheels, using the longitudinal acceleration Gx of the vehicle body and the rotational acceleration Af of the front wheels.

Description

  The present invention relates to a control device and a suspension system.

2. Description of the Related Art Conventionally, there has been proposed a control device that can optimize a vehicle body posture even when vehicle behavior becomes unstable.
For example, a suspension control device described in Patent Literature 1 includes a basic input amount calculation unit that calculates a basic input amount of a vehicle based on a wheel speed variation detected by a wheel speed sensor, and a first A first target current setting means for setting a target current; a second target current setting means for setting a second target current based on a vehicle acceleration detected by the acceleration sensor; and a vehicle behavior control device for controlling vehicle behavior. Damper control means for controlling the damper based on the first target current during operation and based on the second target current during operation of the vehicle behavior control device.

JP-A-2005-47906

In order to stabilize the behavior of the vehicle, it is desirable to reduce the vibration generated in the suspension. The technology disclosed in Patent Document 1 has room for further improvement in stabilizing the behavior of the vehicle.
SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device and the like for controlling a damping force of a damping device so as to stabilize a behavior of a vehicle.

The present inventors analyzed the vehicle behavior after the brake operation, more specifically, the time change of the front wheel speed, the rear wheel speed, and the suspension behavior after the brake operation. The present inventors also analyzed the behavior of the vehicle after the throttle grip operation. As a result, it has been found that the behavior of the vehicle can be stabilized by controlling the damping force of the damping device using the longitudinal acceleration of the vehicle body and the rotational acceleration of the wheels. The present inventors have completed the present invention based on such findings.
Hereinafter, the present invention will be described. In the following description, reference numerals in the accompanying drawings are added in parentheses to facilitate understanding of the present invention, but the present invention is not limited to the illustrated embodiments.
In the first mode, the damping force of the damping devices (21d, 22d) for damping the force generated between the vehicle body (10) and the wheels (2, 3) is determined by the longitudinal acceleration (Gx) of the vehicle body (10). ) and, controlled using the front wheel (2) rotating acceleration (Af), a control device (100, 400, 500), a first damping device disposed in the front wheel (2) side (21d) And the second damping device (22d) disposed on the rear wheel (3) side, in which the relative displacement between the vehicle body (10) and the front wheel (2) increases . The longitudinal acceleration (Gx) is determined in advance by controlling one or both of the damping forces in the compression direction in which the relative displacement between the vehicle body (10) and the rear wheel (3) is reduced . 0 (g) less than the first predetermined value is (Gx1) or less, and, the Wherein when the rotation acceleration (Af) is predetermined 0 second predetermined value greater than (g) (Af1) above, the longitudinal acceleration (Gx) is the first predetermined value of the wheel (2) ( Gx1), or a control device (100) that controls the damping force to be greater than when the rotational acceleration (Af) of the front wheel (2) is less than the second predetermined value (Af1). , 400, 500) .
Also, in the first embodiment, wherein when the rotational acceleration (Af) is greater than the longitudinal acceleration (Gx) said adjustable brake device the braking torque generated in the front wheel (2) of the front wheel (2) It may be determined that the antilock brake system (80) is operating so as to control the slip state of the front wheel (2) by controlling (60).
In the first embodiment, when it is determined that the anti-lock brake system (80) is operating, it is more than when it is not determined that the anti-lock brake system (80) is operating. Control may be performed to increase the damping force.
In the second embodiment, the damping force of the damping devices (21d, 22d) for damping the force generated between the vehicle body (10) and the wheels (2, 3) is obtained by using the longitudinal acceleration of the vehicle body (10). (Gx) and a control device (600, 700, 800) for controlling using the rotational acceleration (Ar) of the rear wheel (3), wherein the first damping device ( 21d) a damping force in a compression direction in which a relative displacement between the vehicle body (10) and the front wheel (2) is reduced , and a second damping device (22d) disposed on the rear wheel (3) side. ), One or both of the damping forces in the elongation direction in which the relative displacement between the vehicle body (10) and the rear wheel (3) is increased is controlled, and the longitudinal acceleration (Gx) is set in advance. a defined 0 third predetermined value greater than (g) (Gx3) above, and the one , Wherein when rotational acceleration (Ar) is the fourth predetermined value (Ar @ 1) below is less than 0 (g) a predetermined, the longitudinal acceleration (Gx) is the third of the rear wheel (3) The damping force is controlled to be larger than when the value is less than a predetermined value (Gx3) or when the rotational acceleration (Ar) of the rear wheel (3) is larger than the fourth predetermined value (Ar1). Control devices (600, 700, 800) .
Also, in the second embodiment, wherein when the rotational acceleration (Ar) is smaller than the longitudinal acceleration (Gx) of the rear wheel (3), the control to suppress idling of the rear wheel (3) It may be determined that the traction control system (90) is operating.
In the second embodiment, when it is determined that the traction control system (90) is operating, the damping force is greater than when it is not determined that the traction control system (90) is operating. May be controlled to be larger.
In the third embodiment, the damping force is controlled by the control device (100, 400, 500, 600, 700, 800) and the control device (100, 400, 500, 600, 700, 800). A suspension system (20) comprising a suspension (21, 22).

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus etc. which can control the damping force of a damping device so that the behavior of a vehicle may be stabilized can be provided.

FIG. 1 is a diagram illustrating a schematic configuration of a motorcycle 1 according to a first embodiment. It is a figure showing the schematic structure of damping device 200 concerning a 1st embodiment. FIG. 2 is a diagram illustrating a schematic configuration of a control device 100 according to the first embodiment. It is a schematic diagram of a control map showing an example of a relation between reference current Ibf and speed Vpf. FIG. 3 is a diagram illustrating a schematic configuration of a correction unit 122 according to the first embodiment. 5 is a flowchart illustrating a procedure of a setting process performed by a correction unit 122. FIG. 9 is a diagram illustrating a behavior when a brake operation is performed in a first comparative vehicle. FIG. 5 is a diagram showing a behavior when a brake operation is performed in the motorcycle 1. It is a figure showing the schematic structure of correction part 422 of control device 400 concerning a 2nd embodiment. It is a figure showing the schematic structure of correction part 522 of control device 500 concerning a 3rd embodiment. It is a figure showing the schematic structure of correction part 622 of control device 600 concerning a 4th embodiment. It is a figure showing the schematic structure of correction part 722 of control device 700 concerning a 5th embodiment. It is a figure showing the schematic structure of correction part 822 of control device 800 concerning a 6th embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
<First embodiment>
FIG. 1 is a diagram showing a schematic configuration of a motorcycle 1 according to the first embodiment.
FIG. 2 is a diagram illustrating a schematic configuration of the damping device 200 according to the first embodiment.
FIG. 3 is a diagram illustrating a schematic configuration of the control device 100 according to the first embodiment.
The motorcycle 1 includes a front wheel 2 as a front wheel, a rear wheel 3 as a rear wheel, and a vehicle body 10. The vehicle body 10 has a body frame 11 that forms the framework of the motorcycle 1, a handlebar 12, a brake lever 13, and a seat 14. A throttle grip 17 is provided at the right end of the handle 12 when viewed from the driver sitting on the seat 14, the throttle grip 17 being rotatable with respect to the axis of the handle 12 and instructing the motorcycle 1 to accelerate.
The motorcycle 1 has a front wheel-side suspension 21 that connects the front wheel 2 and the vehicle body 10. Further, the motorcycle 1 includes two brackets 15 that hold two suspensions 21 disposed on the left and right sides of the front wheel 2, respectively, and a shaft 16 disposed between the two brackets 15. The suspension 21 includes a suspension spring 21s that absorbs an impact applied to the front wheel 2 from a road surface or the like, and a damping device 21d that dampens vibration of the suspension spring 21s.

Further, the motorcycle 1 has a suspension 22 on the rear wheel side. The suspension 22 includes a suspension spring 22s that absorbs a shock applied to the rear wheel 3 from a road surface or the like, and a damping device 22d that dampens vibration of the suspension spring 22s.
In the following description, the damping device 21d and the damping device 22d may be collectively referred to as a "damping device 200".

The motorcycle 1 has a stroke sensor 31 that detects the amount of expansion and contraction of the suspension 21 and a stroke sensor 32 that detects the amount of expansion and contraction of the suspension 22. In the following description, the stroke sensor 31 and the stroke sensor 32 may be collectively referred to as “stroke sensor 30”.
Further, the motorcycle 1 has a wheel speed sensor 41 for detecting a rotation speed of the front wheel 2 and a wheel speed sensor 42 for detecting a rotation speed of the rear wheel 3.
Further, the motorcycle 1 has a longitudinal G sensor 50 as an example of a longitudinal acceleration sensor that detects the longitudinal acceleration of the motorcycle 1.
Further, the motorcycle 1 includes a control device 100 that controls the damping force of the damping device 21d and the damping force of the damping device 22d using the detection values of the stroke sensors 31, 32, the wheel speed sensors 41, 42, and the front and rear G sensor 50. I have.
The suspension system 20 according to the present invention is a system including suspensions 21 and 22 and a control device 100.

  Further, the motorcycle 1 includes a brake device 60 on the front wheel 2 side. The brake device 60 includes a disk 61 provided on the outer peripheral side of the hub of the front wheel 2 and rotating integrally with the front wheel 2, and a caliper 62 that sandwiches the disk 61 and applies a braking force (frictional force) to the front wheel 2. Have. The motorcycle 1 has a front-wheel-side master cylinder (not shown) that supplies a brake pressure (oil pressure) for pinching to the caliper 62.

  Further, the motorcycle 1 includes a disc-type brake device 70 on the rear wheel 3 side. The brake device 70 is provided on the outer peripheral side of the hub of the rear wheel 3 and rotates integrally with the rear wheel 3. A caliper that sandwiches the disk 71 and applies a braking force (frictional force) to the rear wheel 3. 72. Further, the motorcycle 1 has a brake pedal 73 and a rear-wheel-side master cylinder (not shown) that supplies a brake pressure to the caliper 72 in accordance with the operation of the brake pedal 73.

Further, the motorcycle 1 has an antilock brake system (Antilock Brake System) 80 in the pipe connecting the front wheel master cylinder and the caliper 62 and in the pipe connecting the rear wheel master cylinder and the caliper 72. It has. The anti-lock brake system 80 includes a caliper 62, a caliper 62, and a caliper 62 that are set to a desired slip ratio in order to avoid slip (lock) of the front wheel 2 and the rear wheel 3 during braking of the front wheel 2 and the rear wheel 3. The brake pressure of 72 is controlled. Hereinafter, the antilock brake system 80 may be referred to as “ABS80”.
Further, the motorcycle 1 performs a control to reduce the driving torque of the rear wheel 3 when the slip of the rear wheel 3 which is the driving wheel is detected, thereby controlling the traction control system (Traction) for suppressing the slip of the rear wheel 3. Control System) 90. The control performed by the traction control system 90 to reduce the drive torque of the rear wheel 3 includes a control to reduce an output torque of an engine (not shown) (hereinafter, also referred to as “engine torque”) and a brake device 70. For example, control for applying a brake to the rear wheel 3 can be exemplified. Hereinafter, the traction control system 90 may be referred to as “TCS90”.

(Attenuation device)
The damping device 200 includes a cylinder 210 filled with hydraulic oil, a piston 221, and a piston rod 222. An end 210 a on one side (the upper side in FIG. 2) of the cylinder 210 is connected to the vehicle body 10. The piston rod 222 holds the piston 221 at one end, and the other (lower in FIG. 2) end 222a is connected to the wheel.
Since the piston 221 is housed in the cylinder 210, the cylinder 210 is divided into an oil chamber 211 in which the pressure of the hydraulic oil increases in the compression stroke and an oil chamber 212 in which the pressure of the hydraulic oil increases in the extension stroke. I have.

  The damping device 200 has a first oil passage 231 connected to the oil chamber 211 in the cylinder 210, and a second oil passage 232 connected to the oil chamber 212 in the cylinder 210. Further, the damping device 200 includes a third oil passage 233 provided between the first oil passage 231 and the second oil passage 232, and a damping force control valve 240 provided in the third oil passage 233. ing. Further, the damping device 200 includes a first branch passage 251 connecting the first oil passage 231 and one end of the third oil passage 233, and the other end of the first oil passage 231 and the third oil passage 233. And a second branch 252 that connects In addition, the damping device 200 includes a third branch passage 253 that connects the second oil passage 232 and one end of the third oil passage 233, and the other end of the second oil passage 232 and the third oil passage 233. And a fourth branch 254 that connects

Further, the damping device 200 has a first check valve 271 provided in the first branch 251 and a second check valve 272 provided in the second branch 252. Further, the damping device 200 has a third check valve 273 provided in the third branch 253 and a fourth check valve 274 provided in the fourth branch 254. Further, the damping device 200 has a reservoir 290 having a function of storing hydraulic oil and supplying and discharging hydraulic oil, and a reservoir passage 291 connecting the reservoir 290 and the other end of the third oil passage 233. ing.
The damping force control valve 240 has a solenoid, and the pressure of the hydraulic oil passing through the valve can be controlled by controlling the amount of current supplied to the solenoid. The damping force control valve 240 according to the present embodiment increases the pressure of hydraulic oil passing through the valve as the amount of current supplied to the solenoid increases. The amount of current supplied to the solenoid is controlled by the control device 100.

When the piston 221 moves toward the oil chamber 211, the oil pressure in the oil chamber 211 increases. Then, the hydraulic oil in the oil chamber 211 flows to the damping force control valve 240 via the first oil passage 231 and the first branch passage 251. By adjusting the pressure of the hydraulic oil passing through the damping force control valve 240 with the valve pressure of the damping force control valve 240, the compression-side damping force is adjusted. The hydraulic oil that has passed through the damping force control valve 240 flows into the oil chamber 212 via the fourth branch passage 254 and the second oil passage 232.
On the other hand, when the piston 221 moves toward the oil chamber 212, the oil pressure in the oil chamber 212 increases. Then, the operating oil in the oil chamber 212 flows to the damping force control valve 240 via the second oil passage 232 and the third branch passage 253. When the pressure of the hydraulic oil passing through the damping force control valve 240 is adjusted by the valve pressure of the damping force control valve 240, the extension-side damping force is adjusted. The hydraulic oil that has passed through the damping force control valve 240 flows into the oil chamber 211 via the second branch passage 252 and the first oil passage 231.

(Control device 100)
The control device 100 is an arithmetic and logic operation circuit including a CPU, a ROM, a RAM, a backup RAM, and the like.
As shown in FIG. 3, a front-wheel-side stroke signal sf obtained by converting the stroke amount of the suspension 21 detected by the stroke sensor 31 into an output signal is input to the control device 100. Further, a stroke signal sr on the rear wheel side, in which the stroke amount of the suspension 22 detected by the stroke sensor 32 is converted into an output signal, is input to the control device 100. In addition, a front-wheel-side rotation speed signal vwf obtained by converting the rotation speed of the front wheel 2 detected by the wheel speed sensor 41 into an output signal is input to the control device 100. Further, the control device 100 receives a rear wheel-side rotation speed signal vwr obtained by converting the rotation speed of the rear wheel 3 detected by the wheel speed sensor 42 into an output signal. The control device 100 receives an output signal g or the like obtained by converting an acceleration in the front-rear direction of the vehicle body 10 detected by the front-rear G sensor 50 into an output signal.

The control device 100 controls the damping force by controlling the amount of current supplied to the solenoid of the damping force control valve 240. Specifically, the control device 100 increases the amount of current supplied to the solenoid of the damping force control valve 240 when increasing the damping force, and increases the amount of current supplied to the solenoid of the damping force control valve 240 when decreasing the damping force. Reduce the amount of current supplied to the solenoid.
The control device 100 uses the stroke signals sf and sr from the stroke sensor 30 to calculate the speed Vpf, which is the speed of change in the stroke amount of the suspension 21, and the speed Vpr, which is the speed of change in the stroke amount of the suspension 22. The calculation unit 110 is provided. Further, the control device 100 includes a setting unit 120 for setting target currents Itf and Itr to be supplied to the solenoid of the damping force control valve 240, and a driving unit 130 for driving the damping force control valve 240.

The calculating unit 110 calculates the front-wheel-side speed Vpf by calculating the amount of change in the stroke amount of the suspension 21 per unit time. Further, the calculation unit 110 calculates the change amount of the stroke amount of the suspension 22 per unit time, thereby calculating the rear-wheel-side speed Vpr. In the following description, the sign of the speed Vp in the extension direction of the suspensions 21 and 22 is positive, and the sign of the speed Vp in the compression direction of the suspensions 21 and 22 is negative.
The setting unit 120 will be described later in detail.

The driving unit 130 includes, for example, a transistor (Field Effect Transistor: FET) as a switching element, which is connected between the positive line of the power supply and the solenoid coil of the damping force control valve 240.
More specifically, the drive unit 130 performs the switching operation of the transistor such that the target current supplied to the damping force control valve 240 of the damping device 21d becomes the target current Itf set by the setting unit 120. Further, the drive unit 130 performs the switching operation of the transistor such that the target current supplied to the damping force control valve 240 of the damping device 22d becomes the target current Itr set by the setting unit 120.

(Setting unit 120)
The setting unit 120 sets a front-wheel-side target current Itf to be supplied to the solenoid of the damping force control valve 240 of the damping device 21d based on the speed Vpf and the like calculated by the calculation unit 110. Further, the setting unit 120 sets a rear wheel side target current Itr to be supplied to the solenoid of the damping force control valve 240 of the damping device 22d based on the speed Vpr and the like calculated by the calculating unit 110.
The setting unit 120 includes a reference unit 121 that sets reference currents Ibf and Ibr that serve as references when setting the target currents Itf and Itr. The setting unit 120 includes a correction unit 122 that sets correction currents Icf and Icr for correcting the reference currents Ibf and Ibr according to the running state of the motorcycle 1.
The setting unit 120 finally sets the target currents Itf and Itr by adding the reference currents Ibf and Ibr set by the reference unit 121 and the correction currents Icf and Icr set by the correction unit 122. The target setting unit 123 is provided.

FIG. 4 is a schematic diagram of a control map showing an example of the relationship between the reference current Ibf and the speed Vpf.
The reference unit 121 calculates a reference current Ibf according to the speed Vpf. For example, the reference unit 121 substitutes the speed Vpf into a control map illustrated in FIG. 4 showing the relationship between the reference current Ibf and the speed Vpf, which is created based on an empirical rule and recorded in a ROM in advance. The reference current Ibf is calculated.
In the control map illustrated in FIG. 4, when the speed Vpf is negative, when the speed Vpf is equal to or higher than the first predetermined speed V1, the current amount increases as the speed Vpf decreases, and the speed Vpf becomes lower than the first predetermined speed V1. When the voltage is smaller than V1, the current is set to be constant. When the speed Vpf is positive, the current amount increases as the speed Vpf increases when the speed Vpf is equal to or lower than the second predetermined speed V2, and the current amount increases when the speed Vpf is higher than the second predetermined speed V2. It is set to be.
Note that the method of calculating the reference current Ibr by the reference unit 121 is the same as the method of calculating the reference current Ibf, and a detailed description thereof will be omitted. Further, a control map showing an example of a relationship between the reference current Ibr and the speed Vpr is the same as a control map showing an example of a relationship between the reference current Ibf and the speed Vpf, and thus a detailed description is omitted. However, in the control map showing the relationship between the reference current Ibr and the speed Vpr, the specific values of the first predetermined speed V1, the second predetermined speed V2, and the constant current amount are the values of the reference current Ibf and the speed Vpf. It may be the same as the case of the control map indicating the relationship, or may be different.

(Correction unit 122)
FIG. 5 is a diagram illustrating a schematic configuration of the correction unit 122 according to the first embodiment.
The correction unit 122 determines whether the longitudinal acceleration Gx detected by the longitudinal G sensor 50 is equal to or less than a predetermined value Gx1 and determines that the longitudinal acceleration Gx is equal to or less than the predetermined value Gx1. Has a first determination unit 151 that outputs the fact. The predetermined value Gx1 can be exemplified as a value less than 0 (g).

Further, the correction unit 122 includes a calculation unit 161 that calculates the rotational acceleration of the front wheel 2 and a conversion unit 162 that converts the unit of the rotational acceleration calculated by the calculation unit 161 into a gravitational acceleration. The calculating unit 161 calculates the rotational acceleration (km / h / s) of the front wheel 2 using the rotational speed signal vwf from the wheel speed sensor 41 (by differentiating). The conversion unit 162 converts the unit of the rotational acceleration (km / h / s) of the front wheel 2 calculated by the calculation unit 161 into a gravitational acceleration (g), and outputs the converted value. Hereinafter, the value of the rotational acceleration of the front wheel 2 converted into the unit of gravitational acceleration (g) by the conversion unit 162 may be referred to as a front wheel acceleration Af (g).
Then, the correction unit 122 determines whether or not the front wheel acceleration Af is equal to or greater than a predetermined value Af1. If the correction unit 122 determines that the front wheel acceleration Af is equal to or greater than the predetermined value Af1, it outputs the fact. The second determination unit 163 performs the determination. The predetermined value Af1 can be exemplified as a value larger than 0 (g).

  Further, the correction unit 122 has an expansion / contraction determining unit 181 that determines whether the expansion / contraction direction of the suspension 21 is the expansion direction or the compression direction, and outputs the fact when it is determined that the suspension 21 is the expansion direction. are doing. The expansion / contraction determining unit 181 determines that the direction is the extension direction when the speed Vpf> 0.

Further, the correction unit 122 includes a correction setting unit 190 that sets the correction current Icf using the determination result of the first determination unit 151, the determination result of the second determination unit 163, and the determination result of the expansion / contraction determination unit 181. ing.
In the correction setting unit 190, the first determination unit 151 determines that the longitudinal acceleration Gx is equal to or less than the predetermined value Gx1, and the second determination unit 163 determines that the front wheel acceleration Af is equal to or more than the predetermined value Af1, and When the extension / contraction determination unit 181 determines that the extension / contraction direction of the suspension 21 is the extension direction, a predetermined amount I0 is set as the correction current Icf. That is, the correction setting unit 190 sets the predetermined amount I0 as the correction current Icf when the longitudinal acceleration Gx ≦ the predetermined value Gx1, the front wheel acceleration Af ≧ the predetermined value Af1, and Vpf> 0. The predetermined amount I0 can be exemplified as a positive current amount described with reference to FIG. 4 and smaller than the reference current Ibf when the speed Vpf is higher than the second predetermined speed V2.
On the other hand, in other cases, the correction setting unit 190 determines whether longitudinal acceleration Gx> predetermined value Gx1, or front wheel acceleration Af <predetermined value Af1, or if the direction of expansion and contraction of the suspension 21 is the extension direction. If not, the correction current Icf is set to zero.
The correction setting unit 190 sets the correction current Icr to 0.

  The first determination unit 151, the calculation unit 161, the conversion unit 162, the second determination unit 163, the expansion / contraction determination unit 181, and the correction setting unit 190 repeat the above-described processing every predetermined period (for example, 1 millisecond). Do.

Next, a procedure of a setting process of the correction current Icf performed by the correction unit 122 will be described with reference to a flowchart.
FIG. 6 is a flowchart illustrating an example of a procedure of a setting process performed by the correction unit 122.
The correction unit 122 repeatedly executes this process at predetermined intervals (for example, 1 millisecond).
First, the correction unit 122 determines whether the longitudinal acceleration Gx detected by the longitudinal G sensor 50 is equal to or less than a predetermined value Gx1 (Gx ≦ Gx1) (S601). This is a process determined by the first determination unit 151. If the longitudinal acceleration Gx is equal to or less than the predetermined value Gx1 (Yes in S601), it is determined whether the front wheel acceleration Af output from the conversion unit 162 is equal to or more than the predetermined value Af1 (Af ≧ Af1) (S602). . This is a process determined by the second determination unit 163. Then, when the front wheel acceleration Af is equal to or greater than the predetermined value Af1 (Yes in S602), it is determined whether or not the expansion and contraction direction of the suspension 21 is the extension direction (S603). This is the processing determined by the expansion / contraction determination unit 181. If the direction is the extension direction (Yes in S603), the correction current Icf is set to the predetermined amount I0 (S604).
On the other hand, when the longitudinal acceleration Gx is not equal to or smaller than the predetermined value Gx1 (No in S601), the correction current Icf is set to 0 (S605). If the front wheel acceleration Af is not equal to or larger than the predetermined value Af1 (No in S602), the correction current Icf is set to 0 (S605). If the direction is not the extension direction (No in S603), the correction current Icf is set to 0 (S605).

The control device 100 configured as described above operates as follows.
FIG. 7 is a diagram illustrating a behavior when a brake operation is performed in the first comparative vehicle.
FIG. 8 is a diagram showing a behavior of the motorcycle 1 when a brake operation is performed.
Hereinafter, a motorcycle that does not include the correction unit 122 of the control device 100 and does not add the correction currents Icf and Icr to the motorcycle 1 is referred to as a first comparative vehicle.
In the first comparative vehicle, when a sudden braking operation is started by suddenly depressing the brake lever 13, the brake pressure of the caliper 62 increases, and a braking torque acts on the front wheels 2. As a result, as shown in FIG. 7, the rotation speed of the front wheel 2 is sharply lower than the rotation speed of the rear wheel 3. Thereafter, when the slip ratio of the front wheels 2 reaches the set value, the brake pressure of the caliper 62 is reduced by the ABS 80, and the braking torque is reduced. When the front wheel 2 starts accelerating due to the decrease in the braking torque, and the slip ratio of the front wheel 2 decreases, the brake pressure is increased to increase the braking torque again. The above cycle is repeated until the first comparative vehicle stops.

Focusing on the suspension 21 on the front wheel 2 side, when the braking torque of the front wheel 2 increases, the suspension 21 contracts, and thereafter, the braking torque decreases and the front wheel 2 accelerates, so that the suspension 21 expands. Therefore, after the sudden braking operation is performed, the cycle of increasing and decreasing the braking torque is repeated until the first comparative vehicle stops, whereby the contraction operation and the extension operation of the suspension 21 are repeated, and vibration occurs. It will be easier.
Focusing on the front wheel acceleration Af, the front wheel acceleration Af becomes negative because the brake pressure of the caliper 62 is increased and the braking torque is increased. Thereafter, when the brake pressure of the caliper 62 is reduced by the ABS 80, the braking torque is reduced and the front wheel 2 is accelerated, so that the front wheel acceleration Af becomes positive. The longitudinal acceleration Gx is negative after the brake operation is performed and until the first comparative vehicle stops.

  In the motorcycle 1, the correction setting unit 190 of the correction unit 122 determines that the longitudinal acceleration Gx is equal to or less than the predetermined value Gx1 and the front wheel acceleration Af is equal to or more than the predetermined value Af1, and the expansion and contraction direction of the suspension 21 is the extension direction. When (Vpf> 0), a predetermined amount I0 is set as the correction current Icf. Therefore, when Vpf> 0, the predetermined value Gx1 is a value less than 0 (g) (negative value), and the predetermined value Af1 is a value (positive value) larger than 0 (g). In other words, if Af> Gx, the brake pressure of the caliper 62 is reduced by the ABS 80 to reduce the braking torque, and when the front wheel 2 is accelerated, a predetermined amount I0 is set as the correction current Icf. . As a result, the target current Itf (= Ibf + I0) increases, and the damping force in the extension direction increases. As a result, the suspension 21 becomes difficult to extend. That is, the brake pressure of the caliper 62 is reduced by the ABS 80, and when the braking torque is reduced and the front wheel 2 is accelerated, the suspension 21 becomes difficult to extend. As a result, even if the cycle of increasing and decreasing the braking torque is repeated until the motorcycle 1 stops after the sudden braking operation is performed, vibration is less likely to occur. Further, even if vibration occurs, the amplitude is reduced. That is, according to control device 100, the behavior of motorcycle 1 is stabilized even when a sudden braking operation is performed. Therefore, the steering feeling is improved.

In addition, when a sudden braking operation is performed, if the suspension 21 becomes difficult to expand when the braking torque is reduced due to the brake pressure being reduced by the ABS 80, then the brake pressure is increased again to increase the braking torque. The spring force when increased increases. As a result, the contact load between the front wheel 2 and the road surface increases early. Then, when the brake pressure is increased again to increase the braking torque and the slip ratio reaches the set value, the brake pressure is reduced by the ABS 80. As a result, the cycle of the cycle in which the brake pressure is increased again after the brake pressure is reduced, and then the brake pressure is reduced again is shortened, so that the suspension 21 operates in the extension direction, the operation in the compression direction, and the operation in the extension direction. The cycle of switching to the operation is shortened. Further, since the cycle is shortened, the motorcycle 1 stops early.
As described above, according to the control device 100, even if a sudden braking operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. Thereby, the behavior of the motorcycle 1 is stabilized, and the driver is less likely to feel swinging. Therefore, by having the control device 100, it is possible to provide the motorcycle 1 in which the behavior when a sudden braking operation is performed is stable and the steering feeling can be improved.

As described above, the control device 100 determines the damping force of the damping device 21d for damping the force generated between the vehicle body 10 and the front wheels 2 as an example of the wheels, by using the longitudinal acceleration Gx of the vehicle body 10 and the front wheel 2 The control is performed using the front wheel acceleration Af as an example of the rotational acceleration.
As exemplified in the case where the sudden braking operation is performed, the longitudinal acceleration Gx and the front wheel acceleration Af are indices for grasping the behavior of the motorcycle 1. Therefore, the behavior of the vehicle can be stabilized by controlling the damping force of the damping device 21d using these values.

  For example, the front wheel acceleration Af is equal to or greater than a predetermined value Af1 that is a value greater than 0 (g) when the longitudinal acceleration Gx is less than 0 (g) or less, that is, when the vehicle body 10 is decelerating. That is, the situation where the front wheels 2 are accelerating is a situation that does not occur when the brake operation is not performed. In such a situation, it is possible to suppress the operation of the suspension 21 from becoming unstable by increasing the damping force of the damping device 21d. If the front wheel 2 is accelerating while the vehicle body 10 is decelerating, it is considered that the suspension 21 is operating in the extension direction even though the vehicle body 10 is decelerating. By increasing the damping force in the extension direction of the device 21d, it is possible to suppress the operation of the suspension 21 from becoming unstable.

Further, the control device 100 operates the ABS 80 so as to control the slip state of the front wheel 2 by controlling the brake device 60 as an example of a braking device capable of adjusting the braking torque generated in the front wheel 2 (the caliper 62). The brake pressure is reduced). Then, when the control device 100 determines that the ABS 80 is operating, the control device 100 increases the damping force more than when it is not determined that the ABS 80 is operating. When the longitudinal acceleration Gx is equal to or less than the predetermined value Gx1, and the front wheel acceleration Af is equal to or more than the predetermined value Af1, the control device 100 controls the brake device 60 to control the slip state of the front wheels 2 so that the ABS 80 controls the slip state. Judge that it is working.
The present inventors have conducted intensive studies and found that when the brake pressure of the caliper 62 is reduced by the ABS 80, for example, when the longitudinal acceleration Gx is equal to or less than -0.3 (g), the front wheel acceleration Af becomes zero. It has been found that a unique situation of .1 (g) or more can occur. Therefore, for example, by setting the predetermined value Gx1 to -0.3 (g) and setting the predetermined value Af1 to 0.1 (g), the brake pressure is reduced by the ABS 80 during a sudden braking operation. The generated vibration can be suppressed with high accuracy.

In the first embodiment described above, the correction current Icf may not be constant. For example, a larger value may be set as the longitudinal acceleration Gx is smaller.
Further, the correction unit 122 may not output the correction current Icr instead of outputting 0 as the correction current Icr.

<Second embodiment>
FIG. 9 is a diagram illustrating a schematic configuration of the correction unit 422 of the control device 400 according to the second embodiment.
The control device 400 according to the second embodiment differs from the control device 100 according to the first embodiment in a correction unit 422 corresponding to the correction unit 122. Hereinafter, points different from the control device 100 will be described. The control device 100 and the control device 400 having the same function are denoted by the same reference numerals, and detailed description thereof will be omitted.

The correction unit 422 determines whether the expansion / contraction direction of the suspension 22 is the expansion direction or the compression direction, and outputs the fact in the case of determining that it is the compression direction, instead of the expansion / contraction determination unit 181. An expansion / contraction judging unit 486 is provided. When the speed Vpr <0, the expansion / contraction determination unit 486 determines that the direction is the compression direction.
Further, the correction unit 422 sets the correction current Icr using the determination result of the first determination unit 151, the determination result of the second determination unit 163, and the determination result of the expansion / contraction determination unit 486, instead of the correction setting unit 190. And a correction setting unit 490 for performing the correction.
The correction setting unit 490 determines that the longitudinal acceleration Gx is equal to or less than the predetermined value Gx2 by the first determination unit 151, and that the second determination unit 163 determines that the front wheel acceleration Af is equal to or more than the predetermined value Af2, and When the expansion / contraction determination unit 486 determines that the expansion / contraction direction of the suspension 22 is the compression direction, a predetermined amount I1 is set as the correction current Icr. That is, the correction setting unit 490 sets the predetermined amount I1 as the correction current Icr when the longitudinal acceleration Gx ≦ the predetermined value Gx2, the front wheel acceleration Af ≧ the predetermined value Af2, and Vpr <0. The predetermined amount I1 can be exemplified as a positive current amount smaller than the reference current Ibr when the speed Vpr is lower than the first predetermined speed V1.
On the other hand, in other cases, the correction setting unit 490 determines whether the longitudinal acceleration Gx> the predetermined value Gx2, or the front wheel acceleration Af <the predetermined value Af2, or the expansion / contraction direction of the suspension 22 is in the compression direction. If not, the correction current Icr is set to zero.
Further, the correction setting unit 490 sets the correction current Icf to 0.
The above-described expansion / contraction judging section 486 and correction setting section 490 repeatedly perform the above-described processing at predetermined intervals (for example, 1 millisecond).

  In the first comparative vehicle, when a sudden braking operation is performed by the brake lever 13 being suddenly depressed, focusing on the rear wheel-side suspension 22, when the braking torque of the front wheel 2 increases, the suspension 22 elongates. As a result, the suspension torque is reduced and the front wheel 2 is accelerated, so that the suspension 22 contracts. Therefore, after the sudden braking operation is performed, the cycle of increasing and decreasing the braking torque is repeated until the first comparative vehicle stops, whereby the extension operation and the contraction operation of the suspension 22 are repeated, and vibration occurs. It will be easier.

On the other hand, in the motorcycle having the control device 400 according to the second embodiment, the correction setting unit 490 of the correction unit 422 determines that the longitudinal acceleration Gx is equal to or less than the predetermined value Gx2 and the front wheel acceleration Af is equal to or smaller than the predetermined value Af2. In the above case, when the direction of expansion and contraction of the suspension 22 is the compression direction (Vpr <0), the predetermined amount I1 is set as the correction current Icr. Therefore, when Vpr <0, the predetermined value Gx2 is a value less than 0 (g) (negative value), and the predetermined value Af2 is a value (positive value) larger than 0 (g). ), That is, when Af> Gx, the brake pressure of the caliper 62 is reduced by the ABS 80, the braking torque is reduced, and when the front wheel 2 is accelerated, the predetermined amount I1 is set as the correction current Icr. I do. As a result, the target current Itr increases, and the damping force in the compression direction increases. As a result, the suspension 22 does not easily shrink. That is, when the brake pressure of the caliper 62 is reduced by the ABS 80 and the braking torque is reduced and the front wheel 2 is accelerated, the suspension 22 is less likely to contract. As a result, even if the cycle of increasing and decreasing the braking torque is repeated until the motorcycle 1 stops after the sudden braking operation is performed, vibration is less likely to occur. Further, even if vibration occurs, the amplitude is reduced. Furthermore, the cycle of a cycle in which the brake pressure is increased again after the brake pressure is reduced and then reduced again is shortened.
As described above, according to the control device 400, even if the sudden braking operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. Thereby, the behavior of the motorcycle 1 is stabilized, and the driver is less likely to feel swinging. Therefore, by having the control device 400, it is possible to provide a motorcycle in which the behavior when a sudden braking operation is performed is stable and the steering feeling can be improved.

Note that, in the above-described second embodiment, the correction current Icr may not be constant. For example, a larger value may be set as the longitudinal acceleration Gx is smaller.
Further, the correction unit 422 may not output the correction current Icf instead of outputting 0 as the correction current Icf.
Further, the predetermined value Gx2 in the second embodiment may be the same as or different from the predetermined value Gx1 in the first embodiment.
Further, the predetermined value Af2 in the second embodiment may be the same as or different from the predetermined value Af1 in the first embodiment.

<Third embodiment>
FIG. 10 is a diagram illustrating a schematic configuration of the correction unit 522 of the control device 500 according to the third embodiment.
The control device 500 according to the third embodiment differs from the control device 100 according to the first embodiment in a correction unit 522 corresponding to the correction unit 122. Hereinafter, points different from the control device 100 will be described. The control device 100 and the control device 500 having the same function are denoted by the same reference numerals, and detailed description thereof will be omitted.

The correction unit 522 includes an expansion / contraction determination unit 486 included in the correction unit 422 according to the second embodiment, in addition to the expansion / contraction determination unit 181.
The correction unit 522 sets the correction current Icf using the determination result of the first determination unit 151, the determination result of the second determination unit 163, and the determination result of the expansion / contraction determination unit 181 instead of the correction setting unit 190. In addition, a correction setting unit 590 that sets the correction current Icr using the determination result of the first determination unit 151, the determination result of the second determination unit 163, and the determination result of the expansion / contraction determination unit 486.

The correction setting unit 590 sets the correction current Icf by using the same method as the correction setting unit 190. Further, the correction setting unit 590 sets the correction current Icr using the same method as the correction setting unit 490 according to the second embodiment.
That is, the correction setting unit 590 sets the predetermined amount I0 as the correction current Icf when Vpf> 0 when the longitudinal acceleration Gx ≦ the predetermined value Gx1 and the front wheel acceleration Af ≧ the predetermined value Af1. Further, when the longitudinal acceleration Gx ≦ Gx2 and the front wheel acceleration Af ≧ the predetermined value Af2, and when Vpr <0, the correction setting unit 590 sets the predetermined amount I1 as the correction current Icr.
On the other hand, the correction setting unit 590 sets the correction currents Icf and Icr to 0 in cases other than the above.
According to the control device 500 according to the third embodiment, the effects provided by the control device 100 according to the first embodiment and the effects provided by the control device 400 according to the second embodiment can be achieved. That is, according to control device 500, even if a sudden braking operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. As a result, the behavior of the motorcycle is stabilized, and the driver is less likely to feel rocking. Therefore, by having the control device 500, it is possible to provide a motorcycle in which the behavior when a sudden braking operation is performed is stable and the steering feeling can be improved.

<Fourth embodiment>
FIG. 11 is a diagram illustrating a schematic configuration of the correction unit 622 of the control device 600 according to the fourth embodiment.
The control device 600 according to the fourth embodiment is different from the control device 100 according to the first embodiment in a correction unit 622 corresponding to the correction unit 122. Hereinafter, points different from the control device 100 will be described. The control device 100 and the control device 600 having the same function are denoted by the same reference numerals, and detailed description thereof will be omitted.

The correction unit 622 determines whether the longitudinal acceleration Gx detected by the longitudinal G sensor 50 is equal to or greater than a predetermined value Gx3, and determines that the longitudinal acceleration Gx is equal to or greater than the predetermined value Gx3. Has a third determination unit 652 that outputs the fact. The predetermined value Gx3 can be exemplified as a value larger than 0 (g).
In addition, instead of the calculating unit 161 and the converting unit 162, the correcting unit 622 includes a calculating unit 671 for calculating the rotational acceleration of the rear wheel 3, and a converting unit for converting the unit of the rotational acceleration calculated by the calculating unit 671 into a gravitational acceleration. 672. The calculating unit 671 calculates the rotational acceleration (km / h / s) of the rear wheel 3 using the rotational speed signal vwr from the wheel speed sensor 42 (by differentiating). The conversion unit 672 converts the unit of the rotational acceleration (km / h / s) of the rear wheel 3 calculated by the calculation unit 671 into a gravitational acceleration (g), and outputs the converted value. Hereinafter, the value of the rotational acceleration (km / h / s) of the converted rear wheel 3 whose unit is converted into the gravitational acceleration (g) by the conversion unit 672 may be referred to as a rear wheel acceleration Ar (g). is there.
Then, instead of the second determination unit 163, the correction unit 622 determines whether the rear wheel acceleration Ar is equal to or less than a predetermined value Ar1, and the rear wheel acceleration Ar is equal to or less than the predetermined value Ar1. If it is determined that there is a fourth determination unit 673 that outputs that fact.

  The correction unit 622 determines whether the expansion / contraction direction of the suspension 22 is the extension direction or the compression direction, and outputs the fact in the case of determining that the suspension direction is the extension direction, instead of the extension / contraction determination unit 181. An expansion / contraction judging unit 687 is provided. The expansion / contraction determining unit 687 determines that the direction is the extension direction when the speed Vpr> 0.

Also, the correction unit 622 sets the correction current Icr using the determination result of the third determination unit 652, the determination result of the fourth determination unit 673, and the determination result of the expansion / contraction determination unit 687 instead of the correction setting unit 190. And a correction setting unit 690 for performing the correction.
The third determination unit 652 determines that the longitudinal acceleration Gx is equal to or greater than the predetermined value Gx3, and the fourth determination unit 673 determines that the rear wheel acceleration Ar is equal to or less than the predetermined value Ar1. When the extension / contraction determining unit 687 determines that the extension / contraction direction of the suspension 22 is the extension direction, a predetermined amount I2 is set as the correction current Icr. That is, the correction setting unit 690 sets the predetermined amount I2 as the correction current Icr when the longitudinal acceleration Gx ≧ the predetermined value Gx3, the rear wheel acceleration Ar ≦ the predetermined value Ar1, and Vpr> 0. The predetermined amount I2 can be exemplified as a positive current amount described with reference to FIG. 4 and smaller than the reference current Ibr when the speed Vpr is higher than the second predetermined speed V2.
On the other hand, in other cases, the correction setting unit 690 determines whether the longitudinal acceleration Gx <the predetermined value Gx3, or the rear wheel acceleration Ar> the predetermined value Ar1, or the expansion / contraction direction of the suspension 22 is the extension direction. If not, the correction current Icr is set to 0.
Further, the correction setting unit 690 sets the correction current Icf to 0.
The third determination unit 652, the calculation unit 671, the conversion unit 672, the fourth determination unit 673, the expansion / contraction determination unit 687, and the correction setting unit 690 repeat the above-described process at predetermined intervals (for example, 1 millisecond). Do.

The control device 600 configured as described above operates as follows.
Hereinafter, a motorcycle that does not include the correction unit 622 of the control device 600 and does not apply the correction currents Icf and Icr to a motorcycle that has the control device 600 is referred to as a second comparative vehicle.
In the second comparative vehicle, when a rapid acceleration operation is performed by rapidly turning the throttle grip 17, the engine torque sharply increases, and the driving torque of the rear wheel 3 sharply increases. The rotation speed of the rear wheel 3 increases more rapidly than the rotation speed. When the rear wheel 3 idles, the drive torque of the rear wheel 3 is reduced by the TCS 90. When the rear wheel 3 starts to decelerate due to the decrease in the driving torque and the rear wheel 3 does not run idle, the TCS 90 stops operating and the driving torque increases again. The above cycle is repeated until the throttle grip 17 of the second comparative vehicle is returned.

Focusing on the suspension 22 on the rear wheel 3 side, when the driving torque of the rear wheel 3 decreases, the suspension 22 expands, and thereafter, the driving torque increases and the rear wheel 3 accelerates, so that the suspension 22 contracts. Therefore, the cycle of decreasing and increasing the driving torque is repeated until the throttle grip 17 is suddenly turned and then returned again, so that the extension operation and the contraction operation of the suspension 22 are repeated, and vibration is likely to occur.
When focusing on the rear wheel acceleration Ar, the rear wheel acceleration Ar becomes positive because the throttle grip 17 is rapidly turned to increase the driving torque. Thereafter, when the drive torque is reduced by the TCS 90, the rear wheel 3 is decelerated, and the rear wheel acceleration Ar becomes negative. After the rapid acceleration is performed, the longitudinal acceleration Gx is positive until the second comparative vehicle reaches a constant speed.

  In the motorcycle having the control device 600, the correction setting unit 690 of the correction unit 622 determines that the longitudinal acceleration Gx is equal to or more than a predetermined value Gx3 and the rear wheel acceleration Ar is equal to or less than a predetermined value Ar1. When the expansion direction is the expansion direction (Vpr> 0), a predetermined amount I2 is set as the correction current Icr. Therefore, when Vpr> 0, the predetermined value Gx3 is a value (positive value) larger than 0 (g), and the predetermined value Ar1 is a value (negative value) less than 0 (g). In other words, if Ar <Gx, the drive torque of the rear wheel 3 is reduced by the TCS 90, and when the drive torque decreases and the rear wheel 3 decelerates, the correction current Icr is determined by a predetermined amount I2. Set. As a result, the target current Itr increases, and the damping force in the extension direction increases. As a result, the suspension 22 becomes difficult to extend. That is, the drive torque of the rear wheel 3 is reduced by the TCS 90, and when the rear wheel 3 decelerates, the suspension 22 becomes difficult to expand. As a result, even if the cycle of increasing and decreasing the driving torque is repeated until the throttle grip 17 is returned after the rapid acceleration operation is performed, vibration is less likely to occur. Further, even if vibration occurs, the amplitude is reduced. That is, according to control device 600, the behavior of the motorcycle having control device 600 is stabilized even when a rapid acceleration operation is performed. Therefore, the steering feeling is improved.

Further, when the rapid acceleration operation is performed, if the suspension 22 becomes difficult to expand due to the drive torque of the rear wheel 3 being reduced by the operation of the TCS 90, the TCS 90 is not operated thereafter and the drive of the rear wheel 3 is performed. The spring force when the torque increases increases. As a result, the ground contact load of the rear wheel 3 with the road surface increases early. When the TCS 90 is deactivated and the driving torque increases, and the rear wheel 3 idles again, the driving torque of the rear wheel 3 is reduced by the TCS 90. Thus, the cycle of the cycle in which the TCS 90 is operated again after the TCS 90 is deactivated and then the TCS 90 is deactivated again is shortened, so that the suspension 22 operates in the extension direction, the operation in the compression direction, and the operation in the extension direction. The cycle of switching to the operation is shortened. In addition, since the cycle is shortened, the speed of the motorcycle having the control device 600 increases early.
As described above, according to control device 600, even when the rapid acceleration operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. Thereby, the behavior of the motorcycle having the control device 600 is stabilized, and the driver is less likely to feel swinging. Therefore, by having the control device 600, it is possible to provide a motorcycle in which the behavior when the rapid acceleration operation is performed is stable and the steering feeling can be improved.

As described above, the control device 600 determines the damping force of the damping device 22d for damping the force generated between the vehicle body 10 and the rear wheel 3 as an example of the wheel by using the longitudinal acceleration Gx of the vehicle body 10 and the rear wheel The control is performed using the rear wheel acceleration Ar as an example of the rotational acceleration of No. 3.
As exemplified in the case where the rapid acceleration operation is performed, the longitudinal acceleration Gx and the rear wheel acceleration Ar are indices for grasping the behavior of the motorcycle having the control device 600. Therefore, the behavior of the vehicle can be stabilized by controlling the damping force of the damping device 22d using these values.

  For example, when the longitudinal acceleration Gx is greater than or equal to a predetermined value Gx3 that is greater than 0 (g), that is, when the vehicle body 10 is accelerating, the rear wheel acceleration Ar is a value that is less than 0 (g). Hereinafter, the situation where the rear wheel 3 is decelerating is a situation that does not occur when the acceleration operation is not performed. In such a situation, it is possible to suppress the operation of the suspension 22 from becoming unstable by increasing the damping force of the damping device 22d. If the rear wheel 3 is decelerating while the vehicle body 10 is accelerating, the suspension 22 is considered to be operating in the extension direction even though the vehicle body 10 is accelerating. By increasing the damping force in the extension direction of the damping device 22d, it is possible to suppress instability.

  The control device 600 can also be regarded as a device that determines whether or not the TCS 90 that controls the rear wheels 3 to suppress idling is operating. Then, when determining that TCS 90 is operating, control device 600 increases the damping force more than when it is not determined that TCS 90 is operating. When longitudinal acceleration Gx is equal to or greater than predetermined value Gx3 and rear wheel acceleration Ar is equal to or less than predetermined value Ar1, control device 600 determines that TCS 90 is operating to suppress idle rotation of rear wheel 3. I do.

In the fourth embodiment described above, the correction current Icr may not be constant. For example, a larger value may be set as the longitudinal acceleration Gx is larger.
Further, the correction unit 622 may not output the correction current Icf instead of outputting 0 as the correction current Icf.

  The control device 600 according to the fourth embodiment includes, in addition to the correction unit 622, the correction unit 122 included in the control device 100 according to the first embodiment, and the control device 400 according to the second embodiment. The correction unit 422 may include any one of the correction units selected from the group including the correction unit 422 and the correction unit 522 included in the control device 500 according to the third embodiment. Then, the target setting unit 123 calculates the target currents Itf and Itr using the correction currents Icf and Icr set by the correction unit 622 and the correction currents Icf and Icr set by one correction unit (for example, the correction unit 122). May be set. For example, the target setting unit 123 includes the reference currents Ibf and Ibr set by the reference unit 121, the correction currents Icf and Icr set by the correction unit 622, and the correction current Icf set by one correction unit (for example, the correction unit 122). , Icr may be set as the target currents Itf and Itr.

<Fifth embodiment>
FIG. 12 is a diagram illustrating a schematic configuration of a correction unit 722 of a control device 700 according to the fifth embodiment.
The control device 700 according to the fifth embodiment differs from the control device 600 according to the fourth embodiment in a correction unit 722 corresponding to the correction unit 622. Hereinafter, points different from the control device 600 will be described. The control device 600 and the control device 700 having the same function are denoted by the same reference numerals, and detailed description thereof will be omitted.

Instead of the expansion / contraction determination unit 687, the correction unit 722 determines whether the suspension 21 is in the expansion direction or the compression direction, and if it determines that the suspension 21 is in the compression direction, outputs an effect to that effect. 782. When the speed Vpf <0, the expansion / contraction determining unit 782 determines that the direction is the compression direction.
Further, the correction unit 722 sets the correction current Icf using the determination result of the third determination unit 652, the determination result of the fourth determination unit 673, and the determination result of the expansion / contraction determination unit 782 instead of the correction setting unit 690. And a correction setting unit 790.
The third determination unit 652 determines that the longitudinal acceleration Gx is equal to or greater than the predetermined value Gx4, and the fourth determination unit 673 determines that the rear wheel acceleration Ar is equal to or less than the predetermined value Ar2, and When the expansion / contraction determination unit 782 determines that the expansion / contraction direction of the suspension 21 is the compression direction, the predetermined amount I3 is set as the correction current Icf. That is, the correction setting unit 790 sets the predetermined amount I3 as the correction current Icf when the longitudinal acceleration Gx ≧ the predetermined value Gx4, the rear wheel acceleration Ar ≦ the predetermined value Ar2, and Vpf <0. The predetermined amount I3 can be exemplified as a positive current amount described with reference to FIG. 4 and smaller than the reference current Ibf when the speed Vpf is lower than the first predetermined speed V1.
On the other hand, in other cases, that is, when the longitudinal acceleration Gx <the predetermined value Gx4 or the rear wheel acceleration Ar> the predetermined value Ar2, or when the suspension 21 is not in the compression direction. , The correction current Icf is set to 0.
Further, the correction setting unit 790 sets the correction current Icr to 0.
The above-described expansion / contraction judging unit 782 and correction setting unit 790 repeatedly perform the above-described processing every predetermined period (for example, 1 millisecond).

  In the second comparative vehicle, when a rapid acceleration operation is performed by rapidly turning the throttle grip 17, focusing on the suspension 21 on the front wheel 2 side, the suspension 21 contracts when the driving torque of the rear wheel 3 decreases. After that, the suspension 21 is extended by increasing the driving torque and accelerating the rear wheel 3. Therefore, after the rapid acceleration operation is performed, the cycle of decreasing and increasing the driving torque is repeated until the throttle grip 17 is returned, so that the contraction operation and the extension operation of the suspension 21 are repeated, and vibration is likely to occur. Become.

On the other hand, in the motorcycle having the control device 700, the correction setting unit 790 of the correction unit 722 of the control device 700 determines that the longitudinal acceleration Gx is equal to or more than the predetermined value Gx4 and the rear wheel acceleration Ar is equal to or less than the predetermined value Ar2. In some cases, when the expansion and contraction direction of the suspension 21 is the compression direction (Vpf <0), a predetermined amount I3 is set as the correction current Icf. Therefore, when Vpf <0, the predetermined value Gx4 is a value (positive value) larger than 0 (g), and the predetermined value Ar2 is a value (negative value) less than 0 (g). In other words, when Ar <Gx, when the drive torque of the rear wheel 3 is reduced by the TCS 90 and the rear wheel 3 is decelerated, a predetermined amount I3 is set as the correction current Icf. As a result, the target current Itf increases, and the damping force in the compression direction increases. As a result, the suspension 21 does not easily shrink. That is, the drive torque of the rear wheel 3 is reduced by the TCS 90, and the suspension 21 is less likely to shrink when the rear wheel 3 decelerates. As a result, even if the cycle of increasing and decreasing the driving torque is repeated until the throttle grip 17 is returned after the rapid acceleration operation is performed, vibration is less likely to occur. Further, even if vibration occurs, the amplitude is reduced. Further, the cycle of the cycle in which the TCS 90 is operated again after the TCS 90 is deactivated and then again deactivated is shortened.
As described above, according to control device 700, even if the rapid acceleration operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. As a result, the behavior of the motorcycle is stabilized, and the driver is less likely to feel rocking. Therefore, by having the control device 700, it is possible to provide a motorcycle in which the behavior when a sudden acceleration operation is performed is stable and the steering feeling can be improved.

In the fifth embodiment described above, the correction current Icf may not be constant. For example, a larger value may be set as the longitudinal acceleration Gx is larger.
Further, the correction unit 722 may not output the correction current Icr, instead of outputting 0 as the correction current Icr.
Further, the predetermined value Gx4 in the fifth embodiment may be the same as or different from the predetermined value Gx3 in the fourth embodiment.
Further, the predetermined value Ar2 in the fifth embodiment may be the same as or different from the predetermined value Ar1 in the fourth embodiment.

  The control device 700 according to the fifth embodiment includes, in addition to the correction unit 722, the correction unit 122 included in the control device 100 according to the first embodiment and the control device 400 according to the second embodiment. The correction unit 422 may include any one of the correction units selected from the group including the correction unit 422 and the correction unit 522 included in the control device 500 according to the third embodiment. Then, the target setting unit 123 calculates the target currents Itf and Itr using the correction currents Icf and Icr set by the correction unit 722 and the correction currents Icf and Icr set by one correction unit (for example, the correction unit 122). May be set. For example, the target setting unit 123 includes the reference currents Ibf and Ibr set by the reference unit 121, the correction currents Icf and Icr set by the correction unit 722, and the correction current Icf set by one correction unit (for example, the correction unit 122). , Icr may be set as the target currents Itf and Itr.

<Sixth embodiment>
FIG. 13 is a diagram illustrating a schematic configuration of the correction unit 822 of the control device 800 according to the sixth embodiment.
The control device 800 according to the sixth embodiment is different from the control device 600 according to the fourth embodiment in a correction unit 822 corresponding to the correction unit 622. Hereinafter, points different from the control device 600 will be described. The control device 600 and the control device 800 having the same function are denoted by the same reference numerals, and detailed description thereof will be omitted.

The correction unit 822 includes an expansion / contraction determination unit 782 included in the correction unit 722 according to the fifth embodiment, in addition to the expansion / contraction determination unit 687.
Also, the correction unit 822 sets the correction current Icf using the determination result by the third determination unit 652, the determination result by the fourth determination unit 673, and the determination result by the expansion / contraction determination unit 782, instead of the correction setting unit 690. In addition, a correction setting unit 890 that sets the correction current Icr using the determination result of the third determination unit 652, the determination result of the fourth determination unit 673, and the determination result of the expansion / contraction determination unit 687.

The correction setting unit 890 sets the correction current Icr by using the same method as the correction setting unit 690. The correction setting unit 890 sets the correction current Icf by using the same method as the correction setting unit 790 according to the fifth embodiment.
That is, when the longitudinal acceleration Gx ≧ the predetermined value Gx3 and the rear wheel acceleration Ar ≦ the predetermined value Ar1 and Vpr> 0, the correction setting unit 890 sets the predetermined amount I2 as the correction current Icr. In addition, when the longitudinal acceleration Gx ≧ Gx4 and the rear wheel acceleration Ar ≦ the predetermined value Ar2, the correction setting unit 890 sets the predetermined amount I3 as the correction current Icf when Vpf <0.
On the other hand, the correction setting unit 890 sets the correction currents Icf and Icr to 0 in cases other than the above.
According to the control device 800 according to the sixth embodiment, the effects provided by the control device 600 according to the fourth embodiment and the effects provided by the control device 700 according to the fifth embodiment can be achieved. That is, according to the control device 800, even if the sudden acceleration operation is performed, the amplitude of the vibration can be reduced, and the cycle of the vibration can be shortened. As a result, the behavior of the motorcycle is stabilized, and the driver is less likely to feel rocking. Therefore, by having the control device 800, it is possible to provide a motorcycle in which the behavior when a rapid acceleration operation is performed is stable and the steering feeling can be improved.

  The control device 800 according to the sixth embodiment includes, in addition to the correction unit 822, the correction unit 122 included in the control device 100 according to the first embodiment and the control device 400 according to the second embodiment. The correction unit 422 may include any one of the correction units selected from the group including the correction unit 422 and the correction unit 522 included in the control device 500 according to the third embodiment. Then, the target setting unit 123 calculates the target currents Itf and Itr using the correction currents Icf and Icr set by the correction unit 822 and the correction currents Icf and Icr set by one correction unit (for example, the correction unit 122). May be set. For example, the target setting unit 123 includes the reference currents Ibf and Ibr set by the reference unit 121, the correction currents Icf and Icr set by the correction unit 822, and the correction current Icf set by one correction unit (for example, the correction unit 122). , Icr may be set as the target currents Itf and Itr.

  Note that the components of the control device (for example, the control device 100) in each of the above-described embodiments may be realized by hardware or may be realized by software. When some or all of the components of the present invention are implemented by software, the software (computer program) can be provided in a form stored in a computer-readable recording medium. The “computer-readable recording medium” is not limited to a portable recording medium such as a flexible disk or a CD-ROM, but may be an internal storage device in a computer such as various RAMs or ROMs or an external storage device such as a hard disk. Including.

DESCRIPTION OF SYMBOLS 1 ... motorcycle, 2 ... front wheel, 3 ... rear wheel, 10 ... vehicle main body, 20 ... suspension system, 21 ... suspension, 21d ... 1st damping device, 22 ... suspension, 22d ... 2nd damping device, 60 ... braking device , 80: anti-lock brake system, 90: traction control system, 100, 400, 500, 600, 700, 800: control device, 110: calculation unit, 120: setting unit, 121: reference unit, 122, 422, 522, 622, 722, 822: correction unit, 200: damping device, 240: damping force control valve

Claims (7)

A control device that controls a damping force of a damping device that damps a force generated between a vehicle body and wheels using a longitudinal acceleration of the vehicle body and a rotational acceleration of a front wheel ,
The first damping device disposed in the front wheel side, the relative displacement is large elongation direction of the damping force between the front wheel and the vehicle body, and, in a second damping device which is arranged on the rear wheel side, wherein Controlling one or both of the damping forces in the compression direction in which the relative displacement between the vehicle body and the rear wheel is reduced ,
The longitudinal acceleration is equal to or less than a first predetermined value that is less than a predetermined 0 (g) , and the rotational acceleration of the front wheel is equal to or more than a second predetermined value that is greater than a predetermined 0 (g). In this case, if the longitudinal acceleration is greater than the first predetermined value, or the rotational acceleration of the front wheel is controlled to be larger than the second predetermined value, so that the damping force is larger.
Control device. When the rotational acceleration of the front wheel is greater than the longitudinal acceleration, an anti-lock brake system is operated to control a braking device capable of adjusting a braking torque generated in the front wheel to control a slip state of the front wheel. The control device according to claim 1, wherein the control device determines that there is. The control according to claim 2 , wherein when it is determined that the antilock brake system is operating, the damping force is controlled to be larger than when it is not determined that the antilock brake system is operating. Control device. A control device that controls a damping force of a damping device that damps a force generated between a vehicle body and wheels using a longitudinal acceleration of the vehicle body and a rotational acceleration of a rear wheel ,
The first damping device disposed on the front wheel side, relative displacement is reduced damping force of the compression direction between the front wheel and the vehicle body, and, in the second damping device disposed in the rear-wheel, the Controlling one or both of the damping forces in the extension direction in which the relative displacement between the vehicle body and the rear wheel increases ,
The longitudinal acceleration is equal to or greater than a third predetermined value greater than a predetermined 0 (g) , and the rotational acceleration of the rear wheel is equal to or less than a fourth predetermined value that is less than a predetermined 0 (g). In some cases, when the longitudinal acceleration is less than the third predetermined value, or when the rotational acceleration of the rear wheel is larger than the fourth predetermined value, control is performed such that the damping force is larger.
Control device. 5. The control device according to claim 4 , wherein when the rotational acceleration of the rear wheel is smaller than the longitudinal acceleration, it is determined that the traction control system that controls the rear wheel to suppress idling is operating. The control device according to claim 5 , wherein when it is determined that the traction control system is operating, the damping force is controlled to be larger than when it is not determined that the traction control system is operating. . A control device according to claims 1 6, and a suspension damping force is controlled by the control device, the suspension system.

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