JPS62238182A - Steering controller for motorcycle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a steering control device for a front and rear wheel steering motorcycle.

[Conventional wave (nei)]

The feeling characteristics for human vibration include 2011z
Ergonomic studies have revealed that there are frequency ranges that cause discomfort due to the following vibrations.

On the other hand, motorcycles have been proposed in which the rear wheels are also steered in response to the steering of the front wheels. In this type of motorcycle with front and rear wheel steering, the vehicle body has at least two resonance points of vibrations received from the front wheels and vibrations received from the rear wheels in the frequency range of 20Hz or less, and the magnitude of the peak value is determined by the vehicle speed. It has been found that this becomes uncomfortable for the rider as it increases in size.

[Purpose of the invention]

An object of the present invention is to provide a steering control device for a motorcycle with front and rear wheel steering, which can reduce vibrations that cause discomfort to the rider regardless of the driving condition, and which further improves the driving feeling. There is a particular thing.

[Structure of the invention]

To achieve the above object, the present invention provides a motorcycle with front and rear wheel steering in which the rear wheels are also steered in accordance with the steering of the front wheels. The steering angle ratio is controlled based on the equivalent roll angular velocity, and the larger the vehicle speed and steering angle 2 equivalent roll circumferential velocity, the greater the steering angle ratio. Preferably, the steering angle is further controlled by an equivalent roll angle, and the larger the equivalent roll angle, the larger the steering angle ratio.

In the present invention, the steering angle refers to the deflection angle of the wheels (front wheels, rear wheels) with respect to the traveling direction of the vehicle. In addition, the equivalent roll angle is the angle at which the vehicle body rotates (tilts) around the center axis, which is the axis that connects the center of ground contact of the front wheels and the center of ground contact of the rear wheels5, and the equivalent roll angular velocity is , the 0 equivalent roll angle, which is the angular velocity when the equivalent roll angle changes, may be directly detected, but since the integral of the equivalent roll angular velocity is the equivalent roll angle, the equivalent roll angular velocity can be detected by It may also be obtained by measuring and performing an integral calculation.

(Embodiment) FIG. 1 schematically shows a motorcycle with front and rear wheel steering equipped with a steering control device according to the present invention.
is the front wheel and 3 is the rear wheel. Front wheel 2 is front fork 4
．． 4, and its front fork 4.4 is supported via a bracket 5.5 to the head vibro of the vehicle body so as to be rotatable left and right. A handle 7 is attached to the upper surface of the upper bracket 5, and the front wheels 2 are steered left and right by the handle 7.

Further, a rear arm 8 is pivotally supported at the rear part of the vehicle body (not shown), and a rear wheel 3 is supported at its rear end, and the rear wheel 3 is driven by the engine 1 via a chino 12. The shaft 9 of the rear wheel 3 is supported by the rear end of the rear arm 8 so as to be rotatable in the front-rear direction, and the shaft 9 is driven back and forth by a servo motor 10 provided on the vehicle body. is now being steered.

The servo motor 10 includes means 1 for detecting the steering angle θ of the front wheels 2.
3. Vehicle speed V detection means 14 provided on the front wheels 2, equivalent roll angular velocity dφ/15t provided separately on the upper and lower parts of the vehicle body
It is driven by a drive signal issued from the control section 11 based on each signal from the detection means 15a and 15b.

Of these, means L5a for detecting the equivalent roll angular velocity dφ/dt
, 15b, for example, FIG. 4 or ! A measuring device as schematically shown in FIG. 5 that measures the acceleration when the weight iiW inertially moves can be used. This measuring device is installed at two locations on the vehicle body (for example, near the seat (not shown)) and at the bottom (for example, above the rear arm 8), and by comparing the acceleration values measured at these two locations, the equivalent Roll angular velocity dφ/dt can be detected. The measuring device shown in Fig. 4 uses springs 4 at both ends of the weight W.
1.41 and placed horizontally.
The measuring device shown in the figure has a weight W suspended via a rod 51 in a pendulum shape. In this case, the outer frame of the measuring instrument is such that the weight W always vibrates (tilts) in a direction perpendicular to the axis connecting the ground contact center of the front wheel 2 and the ground contact center of the rear wheel 3 in plan view. Therefore, it must be rotatably supported on the vehicle body. With this kind of installation, the weight W always moves the distance in the direction perpendicular to the above axis! Alternatively, since the angle β changes, the acceleration at the time of the change can be detected and the equivalent roll angular velocity dφ/dt can be calculated.

Each detection means 13, 14.15a as described above.

As shown in the block diagram shown in FIG. 2, the signals detected by the steering angle detection means 15b and the signals θ and ■ of the steering angle detection means 13 and the vehicle speed detection means 14 are respectively detected by the steering angle determination means 13a and the vehicle speed determination means 13a in the control unit 11. 2 to the partial steering angle ratio corresponding to each detected signal.
, determine K1. On the other hand, equivalent roll angular velocity 15a, 1
The signal dφ/dt based on 5b is processed by the equivalent roll angular velocity determining means 16a, and at the same time is integrated by the equivalent roll angle calculating means 16ab to calculate the equivalent roll angle φ, and then processed by the equivalent roll angle determining means 16c. , the partial steering angle ratio corresponding to these signals is determined. Next, these partial steering angle ratios Kz, ni+, and Kx are calculated by the calculation means 17 according to the formula Ksy-, +Kz, and J to calculate the steering angle ratio of 3T, and this steering angle ratio KSf
The servo motor 10 is driven by the drive circuit 18.

Control based on each of these signals increases K as the vehicle speed V increases, the steering angle θ increases, and the equivalent roll angle φ and equivalent roll angular velocity dφ/dt increase.
1. The ff1tR is set such that Kt and Kz become large, and the steering angle ratio Kst calculated thereby is made large.

The flow chart shown in FIG.
When the vehicle speed exceeds 0/h, the value is 0.2, but when the vehicle speed does not reach that value, the value is K.

= 0.1. Also, regarding the rudder angle θ, the boundary is 4°, and when it is 4″ or more, it is !=0.05
However, when that angle is not reached, Kt ”'0.
It is made to be OI Xθ.

Furthermore, the equivalent roll angular velocity dφ/dt is 40°/
See is set as a boundary, and when the speed exceeds 40@/sec, it is set to be larger than when it does not reach it. Moreover, when the equivalent roll angle φ is set at 15'' and the above equivalent roll angular velocity is 40'/see or more, when the equivalent roll angle is 15'' or more, Kff=0
．． 06, but if this equivalent roll angle is not reached, K
.

= 0.04. On the other hand, if the equivalent roll angular velocity does not reach 40"/sec,
When the equivalent roll angle is 15'' or more, 3 = 0.03, but when this equivalent roll angle is not reached, 2 = 0.0
I'm trying to make it 2.

+, Kg for each partial steering angle ratio shown in this example.

The value of K3 is just an example, and it may be set as a variable of the vehicle speed V instead of being set as such a constant. Also,
In the above embodiment, the equivalent roll angle φ is used as a control factor, which can further improve the driving feeling, but in the present invention, the equivalent roll angle φ
Control is not necessarily required, and even if the control is limited to the equivalent roll angular velocity dφ/dt, the intended purpose can be achieved.

According to the above-mentioned steering control device, by controlling the steering angle ratio KST of the rear wheel 3 with respect to the front wheel 2 as described above, the steering angle ratio KST of the rear wheel 3 with respect to the front wheel 2 is controlled as described above.
0) The magnitude of the peak value of the resonance point in the frequency region below 1z can be reduced regardless of the driving condition. Therefore, by reducing the magnitude of the peak value of such a resonance point, the discomfort caused to the rider can be reduced and the riding feeling can be improved.

〔Effect of the invention〕

As described above, in a motorcycle with front and rear wheel steering in which the rear wheels are also steered in accordance with the steering of the front wheels, the steering control device of the present invention adjusts the steering angle ratio of the rear wheels to the front wheels based on the vehicle speed and the front wheels. These vehicle speeds are controlled by the steering angle and the equivalent roll angular velocity of the vehicle body.

Since the steering angle ratio is increased as the steering angle 3 equivalent roll peripheral speed increases, this configuration can reduce the magnitude of the peak value of the resonance point that occurs in the frequency region of 2011z or less. Therefore, by reducing the magnitude of the peak value of this resonance point, the discomfort caused to the rider can be reduced regardless of the driving condition, and the driving feeling can be further improved.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of a front and rear wheel steering motorcycle equipped with a steering control device according to an embodiment of the present invention, Fig. 2 is a block diagram of the control device, and Fig. 3 is a flowchart of the control device. The diagrams illustrating the chart, FIGS. 4 and 5 are schematic diagrams each schematically illustrating the measuring device. 1-・Engine, 2-・Front wheel, 3-・Rear wheel, 7-
... Steering wheel, 10--Servo motor, 11--Control unit, 13--Steering angle detection means, 14--Vehicle speed detection means, 15a, 15b--Equivalent roll angular velocity detection means.

Claims (2)

[Claims] (1) In a motorcycle with front and rear wheel steering in which the rear wheels are also steered in accordance with the steering of the front wheels, the steering angle ratio of the rear wheels to the front wheels is controlled by the vehicle speed, the steering angle of the front wheels, and the equivalent roll angular velocity of the vehicle body. A steering control device for a motorcycle, characterized in that the larger the vehicle speed, steering angle, and equivalent roll angular velocity, the larger the steering angle ratio. (2) The steering control device for a motorcycle according to claim 1, wherein the steering angle ratio is further controlled by an equivalent roll angle of the vehicle body, and the larger the equivalent roll angle, the larger the steering angle ratio.