JPS62238184A - 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.

[Prior art]

The feeling characteristics for human vibration include 2011z
Ergonomic studies have revealed that there are frequency ranges in which people experience 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. This front-wheel steering motorcycle has at least two resonance points in the frequency range of 20Hz or less between the vibrations received by the front wheels and the vibrations received by the rear wheels, and the magnitude of the peak value is the same as 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 system 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 further improve the driving feeling. Our goal is to provide the following.

[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 vehicle speed, steering angle, yaw angular velocity, and roll angular velocity are controlled by the vehicle speed, steering angle, yaw angular velocity, and roll angular velocity. Preferably, the steering angle ratio is further controlled by a roll angle, and the larger the 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. Furthermore, the yaw angular velocity refers to the velocity of the swing angle (ie, yaw angle) at which the vehicle body rotates or vibrates around a vertical axis in a plan view. Further, the roll angle refers to the angle at which the vehicle body tilts from the vertical axis when viewed from the front, that is, the bank angle, and the roll angular velocity refers to the angular velocity when the roll angle (bank angle) changes. The roll angle may be detected directly, but since the roll angle is the integral of the roll angular velocity, it may be obtained by measuring the roll angular velocity and performing an integral calculation.

〔Example〕

FIG. 1 schematically shows a motorcycle with front and rear wheel steering equipped with a steering control device according to the present invention, in which 1 is an engine, 2
is the front wheel and 3 is the rear wheel. Front wheel 2 is front fork 4
．． 4, and its front forks 4, 4 are supported via brackets 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 of the vehicle body (not shown), and a rear wheel 3 is supported at its rear end.
It is designed to be driven by the engine 1 via the engine 12. The shaft 9 of the rear end 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 detection means 14 provided on the front wheels 2, upper acceleration detection means 15a and lower acceleration detection means 15b for detecting the roll angular velocity dφ/dt and roll angle φ of the vehicle body, and detecting the yaw angular velocity dρ/dt of the vehicle body. It is driven by a drive signal issued from the control section 11 based on each signal from the front acceleration detection means 16a and the lower acceleration detection means 16b.

Among these, the upper and lower detection means 15a and 15b for detecting the roll angular velocity dφ/dL and the roll angle φ are, for example, as schematically shown in FIG. 4 or FIG.
A measuring device that measures the acceleration when the weight W moves inertially can be used. This measuring device is installed at two locations above and below the vehicle body (for example, near the seat not shown) and at the bottom (for example, above the rear arm 8).
By comparing the acceleration values measured at the locations, the roll angular velocity dφ/dt and the roll angle φ can be detected.

The measuring device shown in Fig. 4 has springs 41.4 at both ends of the weight W.
The measuring instrument shown in FIG. 5 has a weight W suspended through a loft 51 in a pendulum shape. In both cases, the weight W is installed so that it vibrates (tilts) in the left-right direction of the vehicle body, and this installation allows the weight W to move over a distance l.
Alternatively, since the angle β changes, it is possible to detect the acceleration when the angle β changes.

Further, as the front and rear acceleration means 16a and 16b for detecting the yaw angular velocity dρ/dt, the same measuring device (as schematically shown in FIG. 4 or 5) can be used. front and rear (for example, above the head vibro) and rear (for example, near the seat (not shown))
By installing the yaw angular velocity dρ/dt at each location and comparing the acceleration values measured at two locations before and after the
can be detected.

The above-mentioned yaw angular velocity and yaw angle can be easily detected by a gyro or the like, without using the acceleration detecting means as in the above-described embodiment. These selections may be appropriately determined based on cost, maintenance, and the like.

Each detection means 13, 14.15a as described above.

The signals detected by the controllers 15b, 16a, and 16b are transmitted to the controller 1 as shown in the block diagram shown in FIG.
1, the signals θ and ■ from the steering angle detecting means 13 and the vehicle speed detecting means 14 are processed by the steering angle determining means 13a and the vehicle speed determining means 14a, respectively, and the partial steering angle ratio Kg corresponding to each detection signal is + Figure out.

The acceleration signals GU and G from the upper and lower acceleration detection means 15a and 15b are calculated by the roll angular velocity calculation means 17.
is converted into a roll angular velocity dφ/dt and processed by the roll angular velocity discrimination means 17a, and simultaneously converted into a roll angle φ by the roll angle calculation means 18 and processed by the roll angle discrimination means 18a, corresponding to these signals. Determine the partial steering angle ratio. Furthermore, the acceleration signals GF, G, and l from the front and rear acceleration detection means 16a and 16b are converted into a yaw angular velocity dρ/dt by the yaw angular velocity calculation means 19, and the yaw angular velocity discrimination means 1
9a, the partial steering angle ratio corresponding to the signal is determined.

Next, the partial steering angle ratios Kg, Kx, Ka set as described above are calculated by the calculation means 20 as Kst
=1 +Kz +Kz +4 to calculate the steering angle ratio Kn, and this steering angle ratio) (st) drives the servo motor IO via the drive circuit 21.

Control based on such signals increases the yaw angular velocity dρ as the vehicle speed V increases and the steering angle θ increases.
/dt, roll angle φ, and roll angular velocity dφ/dt are larger, K,,K.

, to 1. 4 is selected to be large, and the calculated steering angle ratio KSf is thereby made large.

The flow chart shown in Fig. 3 shows an example of this.
When the vehicle speed exceeds oks/h, K+=0.2, but when the vehicle speed does not reach K1-0.1.

Regarding the steering angle θ, the boundary is 46, and when it is 4 degrees or more, 2 = 0.05, but when it does not reach that angle, 2 = 0. It is made to be OIXθ.

Also, the yaw angular velocity dρ/dt is 30°/sec.
is the boundary, and when it is 30'/sec or more, K.

= 0.03, but at a yaw angular velocity that does not reach that value, it is set to 3 = 0.01.

Furthermore, the roll angular velocity dφ/dt is 40°/se
K when the speed is 40”/sec or more with c as the boundary.

is made to be larger than it is when it does not reach it. Moreover, 156 is set as the boundary for the roll angle φ, and when the roll angular velocity is 40"/sec or more and the roll angle is 15" or more, 4=0.04, but this roll angle is not reached. Tokihani 4-0゜02
I'm trying to make it happen. Conversely, when the roll angular velocity does not reach 40'/sec, the roll angle is 15'/sec.
When the roll angle is 6 or more, it is set to =0.02, but when this roll angle is not reached, it is set to =0.01.

The values of 2°K3+4 for each partial steering angle ratio shown in this embodiment are merely examples, and instead of being set to such constants, they may be set as variables for the vehicle speed. Further, in the above embodiment, the roll angle φ is used as a control factor, which can further improve the driving feeling, but the present invention does not necessarily require control using the roll angle φ. Even if the control is limited to the roll angular velocity dφ/dt, the desired objective can be achieved.

According to the above-mentioned steering control device, by controlling the steering angle ratio Kst of the rear wheel 3 to the front wheel 2 as described above, the steering angle ratio Kst of the rear wheel 3 to the front wheel 2 is controlled as described above.
The magnitude of the peak value of the resonance point in the frequency range below 0 tlz 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 driving 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. The steering angle is controlled by the yaw angular velocity and roll angular velocity of the vehicle body, and the larger the vehicle speed, steering angle, yaw angular velocity, and roll angular velocity are, the larger the steering angle ratio is.This configuration reduces the resonance that occurs in the frequency range of 20 tlz or less. The magnitude of the peak value of a point can be reduced. 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 charts, FIGS. 4 and 5, are schematic diagrams each schematically illustrating the acceleration measuring device. 1-Engine, 2-Front wheel, 3-Rear wheel, 7...-
Handle, 10-- Servo motor, 11-
Control unit, 13-- Rudder angle detection means, 14-.
・Vehicle speed detection means, 15a... Upper acceleration detection means (roll angle and roll angular velocity detection means), 15b
... lower acceleration detection means (roll angle and roll angular velocity detection means), 16a... front acceleration detection means (yaw angular velocity detection means), 16b - rear acceleration detection means (yaw 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 response to the steering of the front wheels, the steering angle ratio of the rear wheels to the front wheels is calculated as follows: the vehicle speed and the steering angle of the front wheels, as well as the yaw angular velocity and roll angular velocity of the vehicle body. A steering control device for a motorcycle, characterized in that the larger the vehicle speed, steering angle, yaw angular velocity, and roll angular velocity are, the larger the steering angle ratio is. (2) The steering control device for a motorcycle according to claim 1, wherein the steering angle ratio is further controlled by the roll angle of the vehicle body, and the larger the roll angle, the larger the steering angle ratio.