WO2021261350A1 - 鞍乗型車両 - Google Patents

鞍乗型車両 Download PDF

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Publication number
WO2021261350A1
WO2021261350A1 PCT/JP2021/022840 JP2021022840W WO2021261350A1 WO 2021261350 A1 WO2021261350 A1 WO 2021261350A1 JP 2021022840 W JP2021022840 W JP 2021022840W WO 2021261350 A1 WO2021261350 A1 WO 2021261350A1
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WO
WIPO (PCT)
Prior art keywords
saddle
flow path
jack
valve
hydraulic oil
Prior art date
Application number
PCT/JP2021/022840
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
宏幸 諌山
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to JP2022531868A priority Critical patent/JP7284350B2/ja
Publication of WO2021261350A1 publication Critical patent/WO2021261350A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork

Definitions

  • the present invention relates to a saddle-mounted vehicle.
  • Patent Document 1 discloses a motorcycle.
  • the motorcycle (1) comprises a rear suspension (10).
  • the rear suspension (10) includes a damper (10A) and a spring (13).
  • the damper (10A) includes a damper tube (11) and a piston rod (12).
  • the piston rod (12) moves with respect to the damper tube (11).
  • the motorcycle (1) is equipped with a vehicle height adjusting device (40).
  • the vehicle height adjusting device (40) includes a hydraulic jack (41) and a hydraulic pump (50).
  • the hydraulic jack (41) supports one end of the spring (13).
  • the hydraulic pump (50) supplies hydraulic oil to the hydraulic jack (41).
  • the hydraulic pump (50) is driven by the expansion / contraction motion of the damper (10A). Specifically, when the motorcycle (1) travels, the piston rod (12) moves with respect to the damper tube (11) according to the unevenness of the road surface. The movement of the piston rod (12) with respect to the damper tube (11) is converted into power to drive the hydraulic pump (50).
  • Patent Document 2 discloses a vehicle height adjusting device.
  • the vehicle height adjusting device (1) is applied to the hydraulic damper (2) and the spring (3).
  • the vehicle height adjusting device (1) includes a hydraulic jack (4) and a pump (5).
  • the hydraulic jack (4) supports one end of the spring (3).
  • the hydraulic pump (5) supplies hydraulic oil to the hydraulic jack (4).
  • the hydraulic pump (5) is driven by a motor (53).
  • the power for driving the hydraulic pump (50) is the expansion / contraction motion of the damper (10A).
  • the expansion and contraction movement of the damper (10A) cannot be said to be sufficiently large as a power for adjusting the vehicle height. Therefore, in order to adjust the vehicle height, the motorcycle (1) needs to travel a relatively long distance. In order to adjust the vehicle height, the motorcycle (1) needs to run for a relatively long time. As described above, in the case of the vehicle height adjusting device (40) of Patent Document 1, it is difficult to quickly adjust the vehicle height after the motorcycle (1) has started.
  • the mileage and travel time required for vehicle height adjustment largely depend on the condition of the road surface on which the motorcycle (1) travels. For example, when the motorcycle (1) travels on a flat road surface, the mileage required for adjusting the vehicle height becomes even longer. For example, when the motorcycle (1) travels on a flat road surface, the traveling time required for adjusting the vehicle height becomes even longer. As described above, when the motorcycle (1) travels on a flat road surface, it is more difficult to quickly adjust the vehicle height after the motorcycle (1) has started.
  • the power for driving the pump (5) is the output of the motor (53).
  • the motor (53) is driven by electric power.
  • the capacity of the electric power source for example, a battery or a generator
  • the present invention has been made in view of such circumstances, and an object of the present invention is to provide a saddle-type vehicle capable of promptly adjusting the vehicle height after starting.
  • the present invention has the following configuration in order to achieve such an object. That is, the present invention It ’s a saddle-mounted vehicle. With the engine The drive wheels driven by the engine and The first suspension that suspends the drive wheels and Vehicle height adjustment mechanism and Equipped with The first suspension is The first spring that absorbs the impact on the drive wheels, A first damper that is stretchable and damps the vibration of the first spring, Equipped with The vehicle height adjustment mechanism is A first pump including a first cylinder for accommodating hydraulic oil and a first piston arranged inside the first cylinder, and A conversion mechanism that is connected to the drive wheel and the first piston and moves the first piston with respect to the first cylinder by the rotation of the drive wheel. A hydraulic circuit that communicates with the first pump and A first jack that is connected to the hydraulic circuit, connected to the first spring, and applies a load to the first spring by hydraulic oil supplied from the first pump. It is a saddle-mounted vehicle equipped with.
  • the saddle-mounted vehicle is equipped with an engine, drive wheels, and a first suspension.
  • the drive wheels are driven by the engine.
  • the first suspension suspends the drive wheels.
  • the first suspension includes a first spring and a first damper.
  • the first spring absorbs the impact received by the drive wheels.
  • the first damper is provided so as to be expandable and contractible. The first damper damps the vibration of the first spring.
  • the saddle-mounted vehicle is equipped with a vehicle height adjustment mechanism.
  • the vehicle height adjustment mechanism includes a first jack.
  • the first jack is connected to the first spring.
  • the first jack applies a load to the first spring. Therefore, the vehicle height adjusting mechanism can suitably adjust the vehicle height of the saddle-mounted vehicle.
  • the vehicle height adjustment mechanism is equipped with a first pump and a conversion mechanism.
  • the first pump includes a first cylinder and a first piston.
  • the first cylinder houses the hydraulic oil.
  • the first piston is arranged inside the first cylinder.
  • the conversion mechanism is connected to the drive wheel and the first piston.
  • the conversion mechanism moves the first piston with respect to the first cylinder by the rotation of the drive wheels. In other words, the conversion mechanism converts the rotational motion of the drive wheels into the movement of the first piston.
  • the drive wheels are driven by the engine. Therefore, the conversion mechanism converts a part of the power of the engine into the driving force of the first pump. Therefore, the driving force input to the first pump is large.
  • the vehicle height adjustment mechanism is equipped with a hydraulic circuit.
  • the hydraulic circuit is communicated with the first pump.
  • the hydraulic circuit is communicated with the first jack.
  • the first jack applies a load to the first spring by the hydraulic oil supplied from the first pump.
  • the driving force input to the first pump is large. Therefore, after the drive wheels start to rotate, the load applied to the first spring by the first jack can be quickly increased. That is, after the saddle-type vehicle starts, the vehicle height adjustment mechanism can quickly adjust the vehicle height of the saddle-type vehicle.
  • the load applied to the first spring by the vehicle height adjustment mechanism is determined by the mileage of the saddle-mounted vehicle. That is, the mileage required for the vehicle height adjustment mechanism to adjust the vehicle height of the saddle-type vehicle does not depend on the condition of the road surface on which the saddle-type vehicle travels. Therefore, regardless of the condition of the road surface on which the saddle-type vehicle travels, the vehicle height adjustment mechanism can quickly adjust the vehicle height of the saddle-type vehicle after the saddle-type vehicle starts.
  • the saddle-mounted vehicle can quickly adjust the height of the saddle-mounted vehicle.
  • the conversion mechanism is A cam that rotates integrally with the drive wheel, A first rod provided so as to be in contact with the cam, connected to the first piston, and pushed by the cam. It is preferable to provide.
  • the conversion mechanism includes a cam and a first rod.
  • the first rod is provided so as to be in contact with the cam.
  • the first rod is pushed by the cam.
  • the cam rotates integrally with the drive wheels. Therefore, the cam can efficiently push the first rod.
  • the first rod is connected to the first piston. Therefore, the conversion mechanism can efficiently move the first piston.
  • the cam rotates around the rotation axis of the drive wheel and
  • the cam preferably extends in a direction orthogonal to the rotation axis of the drive wheel.
  • the cam can efficiently transmit power to the first rod.
  • the vehicle height adjustment mechanism is A first elastic body that urges the first rod toward the cam, It is preferable to provide.
  • the state in which the first rod is in contact with the cam can be preferably maintained. Therefore, the cam can preferably push the first rod.
  • the first pump is A first main chamber partitioned by the first cylinder and the first piston, Equipped with The first main chamber stores hydraulic oil and When the cam pushes the first rod, the first main chamber contracts and
  • the hydraulic circuit is A first flow path that communicates the first main chamber and the first jack, It is preferable to provide.
  • the first main chamber is partitioned by a first cylinder and a first piston.
  • the first main room stores hydraulic oil.
  • the cam pushes the first rod contracts. Therefore, when the cam pushes the rod, the first pump discharges hydraulic oil from the first main chamber.
  • the hydraulic oil discharged by the first pump when the cam pushes the first rod has a relatively high pressure.
  • the hydraulic circuit includes a first flow path.
  • the first flow path communicates the first main chamber and the first jack. Therefore, the first flow path sends the hydraulic oil having a relatively high pressure from the first main chamber to the first jack. Therefore, the load applied to the first spring by the first jack can be quickly increased.
  • the first pump is A first sub-chamber partitioned by the first cylinder and the first piston, Equipped with The first sub-chamber stores hydraulic oil and It is preferred that the first subchamber expands when the cam pushes the first rod.
  • the first sub-chamber is partitioned by a first cylinder and a first piston.
  • the first sub-chamber stores hydraulic oil. When the cam pushes the first rod, the first subchamber expands. Therefore, the movement of the first piston can be easily controlled by the pressure of the first main chamber and the pressure of the first sub chamber.
  • the hydraulic circuit is A second flow path that communicates the first jack and the first sub-chamber, A first valve provided in the second flow path and opened when the load applied to the first spring by the first jack rises to the first threshold value. It is preferable to provide.
  • the hydraulic circuit includes a second flow path and a first valve. The second flow path communicates the first jack and the first sub-chamber. The first valve is provided in the second flow path. When the load applied to the first spring by the first jack rises to the first threshold value, the first valve opens.
  • the second flow path sends the hydraulic oil having a relatively high pressure from the first jack to the first sub-chamber.
  • the first sub-chamber extends.
  • the first sub-chamber moves the first piston and the first rod.
  • the first rod separates from the cam. After the first rod leaves the cam, the conversion mechanism does not move the first piston. Therefore, the power consumed by the vehicle height adjustment mechanism can be effectively suppressed.
  • the vehicle height adjustment mechanism is A first sensor that detects the load applied to the first spring by the first jack, and A control unit that controls the first valve based on the detection result of the first sensor, and a control unit that controls the first valve. It is preferable to provide.
  • the vehicle height adjusting mechanism includes a first sensor and a control unit. Therefore, when the load applied to the first spring by the first jack rises to the first threshold value, the control unit can appropriately open the first valve.
  • the first sensor preferably detects the stroke amount of the first jack.
  • the stroke amount of the first jack reflects only the load applied to the first spring by the first jack. Therefore, by detecting the stroke amount of the first jack by the first sensor, the first sensor can accurately detect the load applied to the first spring by the first jack. Further, the first sensor can easily detect the load applied to the first spring by the first jack.
  • the first valve is operated by the pressure of the hydraulic oil.
  • the hydraulic circuit comprises a first pilot line communicating with the first flow path.
  • the first pilot pipeline applies hydraulic oil pressure to operate the first valve to the first valve. It is preferable that the first valve is opened when the pressure of the hydraulic oil applied to the first valve by the first pilot pipeline is equal to or higher than the second threshold value.
  • the first valve is operated by the pressure of the hydraulic fluid.
  • the hydraulic circuit comprises a first pilot line.
  • the first pilot line applies hydraulic oil pressure to the first valve to operate the first valve.
  • the first valve opens.
  • the first pilot pipeline communicates with the first flow path.
  • the first pilot pipeline can operate the first valve by utilizing the pressure of the hydraulic oil in the first flow path. Further, the pressure of the hydraulic oil in the first flow path reflects the load applied to the first spring by the first jack. Therefore, even when the first valve is operated by the pressure of the hydraulic oil, the first valve can be opened at an appropriate timing. Further, the structure of the first valve can be simplified. The control of the first valve can be simplified.
  • the hydraulic circuit is A pressure holding line provided between the first pilot line and the first flow path, A first check valve provided between the pressure holding line and the first flow path, Equipped with The first check valve allows the hydraulic oil to flow from the first flow path to the pressure holding line, and the hydraulic oil flows from the pressure holding line to the first flow path. It is preferable to block the first check valve.
  • the first pilot line communicates with the first flow path via the pressure holding line and the first check valve.
  • the pressure holding line communicates with the first flow path via the first check valve. Therefore, even after the pressure of the hydraulic oil in the first flow path changes from a pressure higher than the second threshold value to a pressure lower than the second threshold value, the pressure holding line preferably holds the pressure higher than the second threshold value. can.
  • the pressure holding line supplies the hydraulic oil pressure higher than the second threshold value to the first pilot line.
  • the first pilot pipeline can apply the hydraulic oil pressure higher than the second threshold value to the first valve. Therefore, even when the pressure of the hydraulic oil in the first flow path becomes lower than the second threshold value, the first valve can suitably keep the open state.
  • the hydraulic circuit has at least the inflow of hydraulic oil into the first main chamber and the outflow of hydraulic oil from the first auxiliary chamber. It is preferable to prohibit either.
  • the extension of the first main chamber can be suitably regulated.
  • the hydraulic circuit prohibits the outflow of hydraulic oil from the first sub-chamber the contraction of the first sub-chamber can be suitably regulated.
  • the moving direction of the first piston can be suitably limited.
  • the movement of the first rod towards the cam can be suitably regulated. As a result, the first rod does not come into contact with the cam after the first valve is opened until the rotation of the drive wheel is stopped. That is, once the first rod is separated from the cam, the first rod does not come into contact with the cam again while the cam is rotating.
  • the hydraulic circuit is A tank for storing hydraulic oil and A third flow path that communicates the first main chamber and the tank,
  • the second valve provided in the third flow path and Equipped with The second valve is operated by the pressure of the hydraulic oil in the first flow path. It is preferable that the second valve is opened when the pressure of the hydraulic oil in the first flow path is equal to or higher than the third threshold value.
  • the hydraulic circuit includes a tank, a third flow path and a second valve. When the pressure of the hydraulic oil in the first flow path is equal to or higher than the third threshold value, the second valve opens. Therefore, when the pressure of the hydraulic oil in the first flow path is equal to or higher than the third threshold value, the hydraulic oil flows from the first main chamber to the tank through the third flow path. Thereby, the load of the first pump can be effectively reduced. That is, the power consumed by the first pump can be effectively suppressed.
  • the hydraulic circuit includes a second pilot line that communicates with the first flow path. It is preferable that the second pilot pipeline applies the pressure of the hydraulic oil in the first flow path to the second valve.
  • the hydraulic circuit comprises a second pilot line. Therefore, the second valve can be suitably operated by the pressure of the hydraulic oil in the first flow path.
  • the vehicle height adjustment mechanism is A second pump including a second cylinder for accommodating hydraulic oil and a second piston arranged inside the second cylinder, and Equipped with The conversion mechanism is connected to the second piston, and the rotation of the drive wheel causes the second piston to move with respect to the second cylinder.
  • the hydraulic circuit is communicated with the second pump and is connected to the second pump. It is preferable that the first jack applies a load to the first spring by the hydraulic oil supplied from the second pump.
  • the vehicle height adjustment mechanism is equipped with a second pump in addition to the first pump.
  • the second pump includes a second cylinder and a second piston.
  • the conversion mechanism is connected to the second piston.
  • the conversion mechanism moves the second piston with respect to the second cylinder by the rotation of the drive wheels.
  • the conversion mechanism converts the rotational motion of the drive wheels into the movement of the second piston.
  • the drive wheels are driven by the engine. Therefore, the conversion mechanism converts a part of the power of the engine into the driving force of the second pump. Therefore, the driving force input to the second pump is large.
  • the hydraulic circuit connects the second pump and the first jack in communication. Therefore, the first jack applies a load to the first spring by the hydraulic oil supplied from the first pump and the second pump. Therefore, the load applied to the first spring by the first jack can be increased more quickly. That is, after the saddle-type vehicle starts, the vehicle height adjustment mechanism can adjust the vehicle height of the saddle-type vehicle more quickly.
  • the conversion mechanism moves the first piston in the first positive direction with respect to the first cylinder, the conversion mechanism does not move the second piston in the first positive direction with respect to the second cylinder. Is preferable. It is possible to suitably suppress the pulsation of the power consumed by the vehicle height adjustment mechanism. As a result, the drive wheels can rotate smoothly.
  • the second suspension that suspends the driving wheel and Equipped with The second suspension is A second spring that absorbs the impact on the driven wheel,
  • the vehicle height adjustment mechanism is A second jack that is connected to the hydraulic circuit and applies a load to the second spring by the hydraulic oil supplied from the first pump. It is preferable to provide.
  • the saddle-mounted vehicle is equipped with a driving wheel and a second suspension.
  • the driven wheels are not driven by the engine.
  • the second suspension suspends the driven wheel.
  • the second suspension includes a second spring and a second damper.
  • the second spring absorbs the impact on the driven wheel.
  • the second damper is provided so as to be expandable and contractible. The second damper damps the vibration of the second spring.
  • the vehicle height adjustment mechanism is equipped with a second jack.
  • the second jack is connected to the second spring.
  • the second jack applies a load to the second spring. Therefore, the vehicle height adjusting mechanism can more preferably adjust the vehicle height of the saddle-mounted vehicle.
  • the second jack is connected to the hydraulic circuit in communication.
  • the second jack applies a load to the second spring by the hydraulic oil supplied from the first pump.
  • the driving force input to the first pump is large. Therefore, after the drive wheels start to rotate, the load applied to the second spring by the second jack can be quickly increased. That is, after the saddle-type vehicle starts, the vehicle height adjustment mechanism can quickly adjust the vehicle height of the saddle-type vehicle.
  • the hydraulic circuit is A fourth flow path that communicates the first pump and the second jack, A joint provided in the fourth flow path and capable of separating the fourth flow path, It is preferable to provide.
  • the hydraulic circuit comprises a fourth flow path and a joint. Therefore, the fourth flow path can be separated into a flow path on the first pump side and a flow path on the second jack side. Therefore, the vehicle height adjustment mechanism can be easily manufactured. The vehicle height adjustment mechanism can be easily assembled.
  • the vehicle height of the saddle-mounted vehicle can be quickly adjusted after the saddle-mounted vehicle has started.
  • FIG. 1 is a left side view of the saddle-type vehicle 1 according to the first embodiment.
  • FIG. 1 shows the front-rear direction X, the width direction Y, and the vertical direction Z of the saddle-mounted vehicle 1.
  • the front-rear direction X, the width direction Y, and the vertical direction Z are defined with reference to the driver (also referred to as a rider) who has boarded the saddle-mounted vehicle 1.
  • the front-back direction X, the width direction Y, and the vertical direction Z are orthogonal to each other.
  • the front-back direction X and the width direction Y are horizontal.
  • the vertical direction Z is vertical.
  • the saddle-mounted vehicle 1 is an off-road vehicle.
  • the saddle-mounted vehicle 1 includes a vehicle body frame 2.
  • the saddle-mounted vehicle 1 is equipped with a front suspension 3.
  • the front suspension 3 is arranged at the front of the saddle-mounted vehicle 1.
  • the front suspension 3 is supported by the vehicle body frame 2.
  • the front suspension 3 has a front axis A1.
  • the front axis A1 extends forward and downward in the side view of the vehicle.
  • the saddle-mounted vehicle 1 is equipped with a front wheel 4.
  • the front wheel 4 is arranged at the front portion of the saddle-mounted vehicle 1.
  • the front wheel 4 is supported by the front suspension 3.
  • the front suspension 3 suspends the front wheels 4.
  • the saddle-mounted vehicle 1 is provided with a handle 5 and a seat 6.
  • the handle 5 is connected to the front suspension 3.
  • the seat 6 is supported by the vehicle body frame 2.
  • the saddle-mounted vehicle 1 is equipped with an engine 7.
  • the engine 7 is supported by the vehicle body frame 2.
  • the engine 7 is fixed to the vehicle body frame 2.
  • the engine 7 is an internal combustion engine.
  • the engine 7 generates power.
  • the saddle-mounted vehicle 1 is equipped with a rear suspension 8 and a rear wheel 9.
  • the rear suspension 8 is arranged at the rear of the saddle-mounted vehicle 1.
  • the rear suspension 8 is arranged behind the front suspension 3.
  • the rear suspension 8 is supported by the vehicle body frame 2.
  • the rear wheel 9 is arranged at the rear of the saddle-mounted vehicle 1.
  • the rear wheel 9 is supported by the rear suspension 8.
  • the rear suspension 8 suspends the rear wheels 9.
  • the rear suspension 8 includes a swing arm 11.
  • the swing arm 11 is supported by the vehicle body frame 2.
  • the swing arm 11 can swing with respect to the vehicle body frame 2.
  • the swing arm 11 supports the rear wheel 9.
  • the rear suspension 8 is equipped with a shock absorber 12.
  • the shock absorber 12 is supported by the vehicle body frame 2.
  • the shock absorber 12 supports the swing arm 11.
  • the shock absorber 12 has a rear axis A2.
  • the rear axis A2 extends downward, for example.
  • the saddle-mounted vehicle 1 includes a driven sprocket 18 and a chain 19.
  • the chain 19 is wound around the driven sprocket 18.
  • the chain 19 is further wound around a drive sprocket (not shown).
  • the drive sprocket outputs the power of the engine 7.
  • the power of the engine 7 is transmitted to the driven sprocket 18 via the chain 19.
  • the driven sprocket 18 is rotated by the power transmitted to the driven sprocket 18.
  • the driven sprocket 18 rotates around the rotation axis A3.
  • the rotation axis A3 extends in the width direction Y.
  • the rear wheel 9 is connected to the driven sprocket 18.
  • the rear wheel 9 rotates integrally with the driven sprocket 18.
  • the rear wheel 9 rotates around the rotation axis A3. In this way, the power of the engine 7 is transmitted to the rear wheels 9 via the driven sprocket 18.
  • the rear wheel 9 is driven by the engine 7.
  • the power of the engine 7 is not transmitted to the front wheels 4.
  • the front wheels 4 are not driven by the engine 7.
  • the rear wheel 9 is an example of a drive wheel in the present invention.
  • the rear suspension 8 is an example of the first suspension in the present invention.
  • the front wheel 4 is an example of a driven wheel in the present invention.
  • the front suspension 3 is an example of the second suspension in the present invention.
  • the shock absorber 12 includes a first spring 13.
  • the first spring 13 absorbs the impact received by the rear wheel 9.
  • the first spring 13 extends in the direction of the rear axis A2.
  • the first spring 13 has a first end 14.
  • the first end 14 of the first spring 13 is, for example, the upper end of the first spring 13.
  • the first spring 13 can be expanded and contracted.
  • the first spring 13 is a coil spring.
  • the shock absorber 12 includes a first damper 15.
  • the first damper 15 is expandable and contractible.
  • the first damper 15 converges the expansion and contraction of the first spring 13.
  • the first damper 15 damps the vibration of the first spring 13.
  • the first damper 15 includes a damper tube 16.
  • the damper tube 16 is supported by the vehicle body frame 2.
  • the first damper 15 includes a piston rod (not shown).
  • the piston rod is connected to the damper tube 16.
  • the piston rod extends downward from the damper tube 16.
  • the piston rod supports the swing arm 11.
  • the damper tube 16 supports the first end 14 of the first spring 13.
  • the piston rod supports the second end (not shown) of the first spring 13.
  • the piston rod can move in the direction of the rear axis A2 with respect to the damper tube 16. As the piston rod moves with respect to the damper tube 16, the first damper 15 expands and contracts in the direction of the rear axis A2.
  • the saddle-mounted vehicle 1 includes a vehicle height adjusting mechanism 20.
  • the vehicle height adjusting mechanism 20 includes a first jack 21.
  • the first jack 21 is connected to the first spring 13.
  • the first jack 21 is connected to, for example, the first end 14 of the first spring 13.
  • the first jack 21 is supported by the damper tube 16.
  • the first end 14 of the first spring 13 is supported by the damper tube 16 via the first jack 21.
  • the first jack 21 applies a load to the first spring 13.
  • the load applied to the first spring 13 by the first jack 21 is abbreviated as "load L".
  • the load L is also called a preload.
  • the load L does not include, for example, the load applied to the first spring 13 by the vehicle body frame 2.
  • the load L does not include, for example, the load applied by the driver E to the first spring 13.
  • the first jack 21 changes the load L. Specifically, the first jack 21 moves the first end 14 of the first spring 13 with respect to the damper tube 16 in the direction of the rear axis A2.
  • the first spring 13 As the load L increases, the first spring 13 is compressed and the first damper 15 expands. As the load L becomes smaller, the first spring 13 expands and the first damper 15 contracts. By changing the load L, the vehicle height of the saddle-mounted vehicle 1 changes.
  • 3 (a) and 3 (b) are diagrams schematically showing the vehicle height of the saddle-mounted vehicle 1.
  • 3 (a) and 3 (b) show the saddle-mounted vehicle 1 in a simplified manner for convenience. Therefore, the shape of the saddle-mounted vehicle 1 shown in FIGS. 3 (a) and 3 (b) is different from the shape of the saddle-mounted vehicle 1 shown in FIG.
  • the load L is the first load L1.
  • the first load L1 is relatively small. Therefore, the first damper 15 (shock absorber 12) is relatively short.
  • the vehicle height of the saddle-mounted vehicle 1 is relatively low.
  • the vehicle height of the saddle-mounted vehicle 1 shown in FIG. 3A is referred to as “low position BL”.
  • the driver E riding on the saddle-mounted vehicle 1 can easily attach the foot of the driver E to the road surface G.
  • the load L is the second load L2.
  • the second load L2 is larger than the first load L1.
  • the first damper 15 is relatively long.
  • the vehicle height of the saddle-mounted vehicle 1 is relatively high.
  • the vehicle height of the saddle-mounted vehicle 1 shown in FIG. 3 (b) is referred to as "high position BH".
  • high position BH the vehicle height of the saddle-mounted vehicle 1 shown in FIG. 3 (b) is referred to as "high position BH".
  • the saddle-mounted vehicle 1 takes an appropriate posture for traveling.
  • the height H of the seat 6 is the distance Z from the road surface G to the seat 6 in the vertical direction.
  • the height H of the seat 6 is the first height H1.
  • the height H of the seat 6 is the second height H2.
  • the second height H2 is higher than the first height H1.
  • the vehicle height adjusting mechanism 20 includes a first pump 23a and a second pump 23b.
  • the first pump 23a includes a first cylinder 24a and a first piston 25a.
  • the first cylinder 24a houses the hydraulic oil.
  • the first piston 25a is arranged inside the first cylinder 24a.
  • the second pump 23b includes a second cylinder 24b and a second piston 25b.
  • the second cylinder 24b accommodates hydraulic oil.
  • the second piston 25b is arranged inside the second cylinder 24b.
  • the vehicle height adjusting mechanism 20 includes a hydraulic circuit 27.
  • the hydraulic circuit 27 is communicated with the first pump 23a, the second pump 23b, and the first jack 21.
  • the hydraulic circuit 27 sends hydraulic oil from the first pump 23a to the first jack 21.
  • the hydraulic circuit 27 sends hydraulic oil from the second pump 23b to the first jack 21.
  • the first jack 21 applies a load L to the first spring 13 by the hydraulic oil supplied from the first pump 23a and the second pump 23b.
  • the vehicle height adjusting mechanism 20 includes a conversion mechanism 29.
  • the conversion mechanism 29 is connected to the first piston 25a and the second piston 25b.
  • the conversion mechanism 29 is connected to the rear wheel 9.
  • the conversion mechanism 29 moves the first piston 25a with respect to the first cylinder 24a by the rotation of the rear wheel 9.
  • the conversion mechanism 29 moves the second piston 25b with respect to the second cylinder 24b by the rotation of the rear wheel 9. That is, the conversion mechanism 29 converts the rotation of the rear wheel 9 into the movement of the first piston 25a and the movement of the second piston 25b.
  • the conversion mechanism 29 includes a cam 31.
  • the cam 31 rotates integrally with the rear wheel 9.
  • the cam 31 rotates integrally with the driven sprocket 18.
  • the cam 31 rotates around the rotation axis A3.
  • the cam 31 is attached to, for example, a shaft member (not shown).
  • the shaft member connects the driven sprocket 18 and the rear wheel 9.
  • the cam 31 is connected to the driven sprocket 18 and the rear wheel 9 via a shaft member.
  • the cam 31 extends in a direction orthogonal to the rotation axis A3. In other words, the cam 31 extends in the radial direction of the rotation axis A3.
  • the cam 31 has a flat plate shape.
  • the cam 31 has a peripheral edge portion 32.
  • the peripheral edge portion 32 has one or more (for example, 12) mountain portions 32a and one or more (for example, 12) valley portions 32b.
  • the distance between the mountain portion 32a and the rotation axis A3 is larger than the distance between the valley portion 32b and the rotation axis A3.
  • the mountain portion 32a and the valley portion 32b are arranged alternately in the circumferential direction.
  • the conversion mechanism 29 includes a first rod 35a and a second rod 35b.
  • the first rod 35a and the second rod 35b are provided so as to be in contact with the cam 31, respectively.
  • the first rod 35a and the second rod 35b are each pushed by the cam 31.
  • the first rod 35a and the second rod 35b are respectively arranged in front of the cam 31, for example.
  • the first rod 35a and the second rod 35b are arranged in the vertical direction Z, for example.
  • the first rod 35a has a first end 36a and a second end 37a.
  • the second rod 35b has a first end 36b and a second end 37b.
  • the first end 36a of the first rod 35a and the first end 36b of the second rod 35b are in contact with the peripheral edge portion 32 of the cam 31, respectively.
  • the cam 31 pushes the first rod 35a.
  • the cam 31 does not push the first rod 35a.
  • the second rod 35b also moves with respect to the cam 31 in the same manner as the first rod 35a.
  • the cam 31 alternately pushes the first rod 35a and the second rod 35b. Specifically, when the cam 31 pushes the first rod 35a, the cam 31 does not push the second rod 35b. When the cam 31 pushes the second rod 35b, the cam 31 does not push the first rod 35a. That is, the cam 31 does not push the first rod 35a and the second rod 35b at the same time.
  • the first rod 35a and the second rod 35b are arranged with respect to the cam 31 so that when the first rod 35a comes into contact with the mountain portion 32a, the second rod 35b comes into contact with the valley portion 32b.
  • the structure of the first pump 23a will be described.
  • the first cylinder 24a has a tubular shape.
  • the first cylinder 24a includes a first end 41a and a second end 42a.
  • the first end 41a and the second end 42a of the first cylinder 24a are closed, respectively.
  • the first rod 35a penetrates the second end 42a of the first cylinder 24a.
  • the first end 36a of the first rod 35a is arranged outside the first cylinder 24a.
  • the second end 37a of the first rod 35a is arranged inside the first cylinder 24a.
  • the second end 37a of the first rod 35a is connected to the first piston 25a.
  • the first piston 25a partitions the inside of the first cylinder 24a into a first main chamber 43a and a first sub chamber 44a.
  • the first main chamber 43a and the first sub chamber 44a are partitioned by a first cylinder 24a and a first piston 25a, respectively.
  • the first main chamber 43a is arranged between the first end 41a and the first piston 25a.
  • the first sub chamber 44a is arranged between the second end 42a and the first piston 25a.
  • the first main chamber 43a and the first sub chamber 44a each store hydraulic oil.
  • the first main chamber 43a and the first sub chamber 44a are each filled with hydraulic oil.
  • the first piston 25a is movable with respect to the first cylinder 24a.
  • the cam 31 pushes the first rod 35a, the first piston 25a moves with respect to the first cylinder 24a.
  • first positive direction D1p The direction opposite to the first positive direction D1p is appropriately referred to as "first negative direction D1n".
  • first positive direction D1p The direction opposite to the first positive direction D1p is appropriately referred to as "first negative direction D1n”.
  • the first pump 23a has a first main port 45a and a first sub port 46a.
  • the first main port 45a and the first sub port 46a are attached to the first cylinder 24a.
  • the first main port 45a communicates with the first main room 43a.
  • the first sub port 46a communicates with the first sub chamber 44a.
  • the first pump 23a includes a first elastic body 47a.
  • the first elastic body 47a urges the first piston 25a in the first negative direction D1n. Therefore, the first elastic body 47a urges the first rod 35a via the piston 25a.
  • the first elastic body 47a urges the first rod 35a toward the cam 31. Specifically, the first elastic body 47a exerts a force from the first rod 35a toward the cam 31 on the first rod 35a.
  • the first rod 35a can be kept in contact with the cam 31.
  • the cam 31 rotates with the first rod 35a in contact with the cam 31, the first piston 25a reciprocates with respect to the first cylinder 24a.
  • the range in which the first piston 25a can move while the first rod 35a is in contact with the cam 31 is referred to as a normal region.
  • the first elastic body 47a is arranged in, for example, the first main chamber 43a.
  • the first elastic body 47a has, for example, a first end and a second end.
  • the first end of the first elastic body 47a is connected to the first cylinder 24a.
  • the second end of the first elastic body 47a is connected to the first piston 25a.
  • the first elastic body 47a is, for example, a spring.
  • the first pump 23a includes a first stopper 48a.
  • the first stopper 48a defines the limit position of the first piston 25a.
  • the limit position is the limit position where the first piston 25a can move in the first positive direction D1p with respect to the first cylinder 24a.
  • the first stopper 48a comes into contact with the first piston 25a.
  • the first stopper 48a prohibits the first piston 25a from moving from the limit position to the first positive direction D1p.
  • the first stopper 48a is arranged in, for example, the first main chamber 43a.
  • the first stopper 48a is fixed to, for example, the first cylinder 24a.
  • the limit position is set at a position shifted from the normal region to the first positive direction D1p. Therefore, when the first piston 25a is located at the limit position, the first rod 35a does not come into contact with the cam 31.
  • the first pump 23a and the second pump 23b are laminated, for example.
  • the second cylinder 24b comes into contact with, for example, the first cylinder 24a.
  • the second pump 23b has substantially the same structure as the first pump 23a.
  • the second cylinder 24b includes a first end 41b and a second end 42b.
  • the second pump 23b includes a second main chamber 43b and a second sub chamber 44b.
  • the second cylinder 24b includes a second main port 45b.
  • the first end 41b and the second end 42b of the second cylinder 24b are elements corresponding to the first end 41a and the second end 42a of the first cylinder 24a, respectively.
  • the second main chamber 43b, the second sub chamber 44b, and the second main port 45b are elements corresponding to the first main chamber 43a, the first sub chamber 44a, and the first main port 45a, respectively.
  • the second pump 23b does not have an element corresponding to the first sub port 46a. Instead, the second sub-chamber 44b communicates with the first sub-chamber 44a. For example, the first sub-chamber 44a and the second sub-chamber 44b are directly connected by a communication passage 49.
  • the second pump 23b includes a second elastic body 47b.
  • the second pump 23b includes a second stopper 48b.
  • the second elastic body 47b and the second stopper 48b are elements corresponding to the first elastic body 47a and the first stopper 48a, respectively.
  • the conversion mechanism 29 alternately moves the first piston 25a and the second piston 25b in the first positive direction D1p. Specifically, when the conversion mechanism 29 moves the first piston 25a with respect to the first cylinder 24a in the first positive direction D1p, the conversion mechanism 29 moves the second piston 25b with respect to the second cylinder 24b as the first positive. Do not move in the direction D1p. When the conversion mechanism 29 does not move the first piston 25a in the first positive direction D1p with respect to the first cylinder 24a, the conversion mechanism 29 moves the second piston 25b in the first positive direction D1p with respect to the second cylinder 24b. .. That is, the conversion mechanism 29 does not move the first piston 25a and the second piston 25b in the first positive direction D1p at the same time.
  • the first jack 21 includes an oil chamber 51.
  • the oil chamber 51 stores hydraulic oil.
  • the oil chamber 51 is filled with hydraulic oil.
  • the oil chamber 51 is expandable and contractible.
  • the first jack 21 includes a fixed wall 52 and a movable wall 53.
  • the fixing wall 52 is fixed to, for example, the damper tube 16.
  • the movable wall 53 is attached to the fixed wall 52.
  • the movable wall 53 is slidable with respect to the fixed wall 52.
  • the fixed wall 52 and the movable wall 53 partition the oil chamber 51.
  • the oil chamber 51 has, for example, a ring shape centered on the rear axis A2.
  • the first jack 21 includes one port 54.
  • the port 54 communicates with the oil chamber 51 of the first jack 21.
  • the port 54 is attached to, for example, a movable wall 53.
  • the first jack 21 includes a spring receiving portion 55.
  • the spring receiving portion 55 is fixed to, for example, the movable wall 53.
  • the spring receiving portion 55 is connected to the first spring 13.
  • the spring receiving portion 55 is connected to the first end 14 of the first spring 13.
  • FIGS. 4 (a), 4 (b), and 4 (c) are diagrams for explaining the movement of the first jack 21, respectively.
  • the movable wall 53 moves with respect to the fixed wall 52.
  • the spring receiving portion 55 moves integrally with the movable wall 53.
  • the spring receiving portion 55 moves in the direction of the rear axis A2.
  • the spring receiving portion 55 moves with respect to the damper tube 16.
  • second positive direction D2p the direction in which the spring receiving portion 55 moves with respect to the damper tube 16 when the oil chamber 51 is extended.
  • second negative direction D2n the direction opposite to the second positive direction D2p.
  • the direction of the load L is the second positive direction D2p.
  • the load L increases.
  • the first spring 13 is compressed.
  • the load L decreases.
  • the first spring 13 expands.
  • the load L is the first load L1.
  • the spring receiving portion 55 is located at the position Q1.
  • the load L is the second load L2.
  • the second load L2 is larger than the first load L1.
  • the spring receiving portion 55 is located at the position Q2.
  • the position Q2 is a position shifted from the position Q1 to the second positive direction D2p.
  • the load L is the third load L3.
  • the third load L3 is larger than the second load L2.
  • the spring receiving portion 55 is located at the position Q3.
  • the position Q3 is a position shifted from the position Q2 to the second positive direction D2p.
  • the first jack 21 strokes in the direction of the rear axis A2.
  • the first jack 21 has, for example, a full stroke.
  • the stroke amount of the first jack 21 is maximum.
  • the vehicle height adjusting mechanism 20 further includes a first sensor 57.
  • the first sensor 57 detects the load L.
  • the first sensor 57 detects the stroke amount of the first jack 21.
  • the stroke amount of the first jack 21 reflects only the load L. Therefore, the first sensor 57 can indirectly detect the load L by directly detecting the stroke amount of the first jack 21.
  • the stroke amount of the first jack 21 is, for example, the position of the spring receiving portion 55.
  • the stroke amount is the position of the spring receiving portion 55 with respect to the damper tube 16 or the fixed wall 52.
  • the position of the spring receiving portion 55 reflects the load L. For example, as the load L increases, the spring receiving portion 55 moves in the second positive direction D2p. Therefore, the first sensor 57 can indirectly detect the load L by directly detecting the position of the spring receiving portion 55.
  • the first sensor 57 determines whether or not the spring receiving portion 55 is located at the position Q3. For example, the first sensor 57 determines whether or not the first jack 21 has a full stroke. For example, the first sensor 57 determines whether or not the stroke amount of the first jack 21 is the maximum.
  • the first sensor 57 is attached to, for example, the damper tube 16.
  • the first sensor 57 is, for example, a stroke sensor.
  • the stroke sensor can suitably detect the stroke amount of the first jack 21.
  • the stroke sensor is, for example, a contact sensor.
  • the contact sensor can suitably detect whether or not the spring receiving portion 55 is located at the position Q3.
  • Hydraulic circuit 27 See FIG.
  • the hydraulic circuit 27 includes a tank 61.
  • the tank 61 stores hydraulic oil.
  • the hydraulic oil stored in the tank 61 is maintained at a predetermined pressure.
  • the tank 61 includes an oil chamber 62a, a gas chamber 62b, and a separator 62c.
  • the oil chamber 62a is filled with hydraulic oil.
  • the gas chamber 62b is filled with at least one of gas and air.
  • the separator 62c separates the oil chamber 62a and the gas chamber 62b.
  • the separator 62c is provided so as to be movable.
  • the tank 61 includes a first port 63 and a second port 64.
  • the first port 63 and the second port 64 communicate with the oil chamber 62a of the tank 61, respectively.
  • the hydraulic circuit 27 includes valves 66a, 66b, 67, 68, 69.
  • the valves 66a, 66b and 67-69 are, for example, 2 ports and 2 positions, respectively.
  • the valves 66a, 66b, 67-69 switch between open and closed, respectively.
  • the normal positions of the valves 66a, 66b, 68 and 69 are open, respectively.
  • the normal position of the valve 67 is closed.
  • the valves 66a, 66b and 67-69 are, for example, solenoid valves, respectively.
  • the hydraulic circuit 27 includes check valves 71a, 71b, 72a, 72b, 73.
  • the hydraulic circuit 27 includes pipelines 75a, 75b, 75c, 75d, 75e, 75f, 75g.
  • the pipeline 75a is connected to the first main port 45a, the valve 66a, and the check valves 71a and 72a.
  • the pipeline 75b is connected to the second main port 45b, the valve 66b, and the check valves 71b and 72b.
  • the pipeline 75c is connected to the first jack 21 (port 54), the valves 67 and 68, and the check valves 71a and 71b.
  • the pipeline 75d is connected to the first port 63, the valves 66a, 66b, 69, and the check valves 72a, 72b.
  • the pipeline 75e is connected to the first sub port 46a, the valve 69, and the check valve 73.
  • the pipeline 75f is connected to the valve 67 and the check valve 73.
  • the pipeline 75 g is connected to the valve 68 and the second port 64.
  • FIG. 5 is a diagram schematically illustrating the flow path of the hydraulic circuit 27.
  • the first main room 43a and the second main room 43b will be collectively referred to as the main room 43 as appropriate.
  • the first sub-chamber 44a and the second sub-chamber 44b are appropriately collectively referred to as sub-chamber 44.
  • the first main port 45a and the second main port 45b are appropriately collectively referred to as the main port 45.
  • the first sub port 46a is appropriately referred to as a sub port 46.
  • the check valve 71a and the check valve 71b are appropriately collectively referred to as a check valve 71.
  • the check valve 72a and the check valve 72b are appropriately collectively referred to as a check valve 72.
  • the valve 66a and the valve 66b are appropriately collectively referred to as a valve 66.
  • the oil chamber 51 of the first jack 21 is appropriately abbreviated as the first jack 21.
  • the above-mentioned pipes 75a-75g constitute the flow paths F1-F6. That is, the hydraulic circuit 27 includes flow paths F1-F6.
  • the flow path F1 communicates the main chamber 43 and the first jack 21.
  • the flow path F2 communicates the main chamber 43 and the tank 61.
  • the flow path F3 communicates the main chamber 43 and the sub chamber 44.
  • the flow path F4 communicates the sub chamber 44 with the tank 61.
  • the flow path F5 communicates the sub chamber 44 with the first jack 21.
  • the flow path F6 communicates the first jack 21 with the tank 61.
  • the flow paths F1-F6 partially overlap each other.
  • the flow paths F2 and F4 are each connected to the first port 63 of the tank 61.
  • the flow path F6 is connected to the second port 64 of the tank 61.
  • the flow path F1 is composed of pipelines 75a, 75b, 75c.
  • the check valve 71 is provided in the flow path F1.
  • the flow path F1 allows the hydraulic oil to flow from the main chamber 43 to the first jack 21.
  • the flow path F1 blocks the hydraulic oil from flowing from the first jack 21 to the main chamber 43.
  • the flow path F2 is composed of pipelines 75a, 75b, 75d.
  • the valve 66 and the check valve 72 are provided in the flow path F2.
  • the valve 66 and the check valve 72 are provided in parallel.
  • the flow path F2 allows the hydraulic oil to flow bidirectionally between the tank 61 and the main chamber 43.
  • the flow path F2 prevents the hydraulic oil from flowing from the main chamber 43 to the tank 61, and the flow path F2 allows the hydraulic oil to flow from the tank 61 to the main chamber 43. ..
  • the flow path F3 is composed of pipelines 75a, 75b, 75d, 75e.
  • the valves 66, 69 and the check valve 72 are provided in the flow path F3.
  • the valve 66 and the check valve 72 are provided in parallel.
  • the valves 66 and 69 are provided in series.
  • the valve 69 and the check valve 72 are provided in series.
  • the flow path F3 prevents the hydraulic oil from flowing from the main chamber 43 to the sub chamber 44, and the hydraulic oil flows from the sub chamber 44 to the main chamber 43. Allows the flow path F3 to flow.
  • the flow path F4 is composed of pipelines 75d and 75e.
  • the valve 69 is provided in the flow path F4. When the valve 69 is open, the flow path F4 allows the hydraulic oil to flow bidirectionally between the sub-chamber 44 and the tank 61. When the valve 69 is closed, the flow path F4 prohibits hydraulic oil from flowing between the sub chamber 44 and the tank 61.
  • the flow path F5 is composed of pipelines 75c, 75e, 75f.
  • the valve 67 and the check valve 73 are provided in the flow path F5.
  • the valve 67 and the check valve 73 are provided in series.
  • the flow path F5 allows the hydraulic oil to flow from the first jack 21 to the sub chamber 44, and the flow path allows the hydraulic oil to flow from the sub chamber 44 to the first jack 21.
  • F5 blocks.
  • the valve 67 is closed, the flow path F5 prohibits hydraulic oil from flowing between the sub chamber 44 and the first jack 21.
  • the flow path F6 is composed of pipelines 75c and 75g.
  • the valve 68 is provided in the flow path F6. When the valve 68 is open, the flow path F6 allows the hydraulic oil to flow bidirectionally between the first jack 21 and the tank 61. When the valve 68 is closed, the flow path F6 prohibits hydraulic oil from flowing between the first jack 21 and the tank 61.
  • FIG. 6 is a block diagram schematically showing the vehicle height adjusting mechanism 20.
  • the first pump 23a and the second pump 23b are appropriately collectively referred to as a pump 23.
  • the first cylinder 24a and the second cylinder 24b are appropriately collectively referred to as a cylinder 24.
  • the first piston 25a and the second piston 25b are appropriately collectively referred to as a piston 25.
  • the first rod 35a and the second rod 35b are appropriately collectively referred to as rods 35.
  • the power of the engine 7 is distributed to the rear wheels 9 and the conversion mechanism 29.
  • the conversion mechanism 29 uses a part of the power of the engine 7 to move the piston 25.
  • the pump 23 discharges hydraulic oil.
  • the hydraulic circuit 27 flows hydraulic oil between the pump 23 and the first jack 21.
  • the first jack 21 applies a load L to the first spring 13 by the hydraulic oil supplied from the pump 23.
  • the vehicle height adjustment mechanism 20 further includes a speed sensor 78.
  • the speed sensor 78 detects the traveling speed of the saddle-mounted vehicle 1.
  • the speed sensor 78 detects the rotational speed of at least one of the front wheels 4 and the rear wheels 9.
  • the vehicle height adjusting mechanism 20 includes a control unit 79.
  • the control unit 79 is electrically connected to the valve 66-69, the first sensor 57, and the speed sensor 78.
  • the control unit 79 acquires the detection result of the first sensor 57 and the detection result of the speed sensor 78.
  • the control unit 79 controls the valves 66-69 based on the detection results of the first sensor 57 and the speed sensor 78.
  • the control unit 79 includes a CPU (central processing unit) and a memory.
  • the memory includes, for example, ROM (read-only memory) and RAM (random access memory).
  • the ROM stores a system program, a CPU control program, and the like.
  • the RAM is used as a work area of the CPU and temporarily stores various data.
  • the CPU realizes various functions by executing a control program stored in the ROM.
  • the ECU may execute at least a part of the functions of the control unit 79.
  • the ECU is an engine control unit (EngineControlUnit).
  • the SCU may execute the function of the control unit 79.
  • the SCU is a suspension control unit (SuspensionControlUnit).
  • FIG. 7 is a flowchart illustrating the operation procedure of the saddle-mounted vehicle 1 and the vehicle height adjusting mechanism 20. An operation example of the saddle-mounted vehicle 1 and the vehicle height adjusting mechanism 20 will be described.
  • Step S1 Main switch off The main switch is off.
  • the main switch is an element of the saddle-mounted vehicle 1.
  • the main switch switches between on and off.
  • the main switch is operated, for example, by the driver.
  • the saddle-mounted vehicle 1 is stopped.
  • the engine 7 is stopped.
  • the rear wheel 9 is not rotating.
  • the control unit 79 has not started.
  • FIG. 2 shows the vehicle height adjusting mechanism 20 when the main switch is off.
  • Each of the valves 66-69 is in the normal position.
  • Valve 66 is open.
  • the main room 43 is opened to the tank 61.
  • the flow path F2 allows the hydraulic oil to flow in both directions between the tank 61 and the main chamber 43.
  • the valve 69 is open.
  • the sub-chamber 44 is opened to the tank 61.
  • the flow path F4 allows the hydraulic oil to flow in both directions between the sub chamber 44 and the tank 61.
  • the sub room 44 is opened to the main room 43.
  • the flow path F3 allows the hydraulic oil to flow in both directions between the main chamber 43 and the sub chamber 44.
  • the flow path F1 allows the hydraulic oil to flow from the main chamber 43 to the first jack 21.
  • the flow path F1 blocks the hydraulic oil from flowing from the first jack 21 to the main chamber 43.
  • expansion and contraction of the main chamber 43 and expansion and contraction of the sub chamber 44 are allowed. Movement of the piston 25 with respect to the cylinder 24 is allowed. That is, the pump 23 can be operated. For example, when pushing and walking the saddle-mounted vehicle 1, the pump 23 does not hinder the rotation of the rear wheels 9. When pushing and walking the saddle-mounted vehicle 1, the rear wheels 9 and the cam 31 rotate, the piston 25 moves with respect to the cylinder 24, and the main chamber 43 discharges hydraulic oil.
  • "pushing and walking around the saddle-mounted vehicle 1" means, for example, moving the saddle-mounted vehicle 1 only by the force of the driver E while the engine 7 is stopped.
  • Valve 68 is open.
  • the first jack 21 is opened to the tank 61.
  • the flow path F6 allows the hydraulic oil to flow in both directions between the first jack 21 and the tank 61. Therefore, the first jack 21 cannot be pressurized. Even when pushing the saddle-mounted vehicle 1 while walking, the pump 23 cannot pressurize the first jack 21.
  • Valve 67 is closed.
  • the sub-chamber 44 is blocked from the first jack 21.
  • the flow path F5 prohibits the hydraulic oil from flowing between the sub chamber 44 and the first jack 21.
  • the spring receiving portion 55 is located at position Q1.
  • the load L is the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 is the low position BL.
  • Step S2 Main switch on The main switch switches from off to on.
  • the saddle-mounted vehicle 1 is stopped.
  • the engine 7 is stopped.
  • the rear wheel 9 is not rotating.
  • the control unit 79 is activated.
  • the control unit 79 operates the valves 66-69. Valves 66, 68, 69 remain open. The valve 67 keeps closed. That is, the conditions of valves 66-69 in step S2 are the same as the conditions of valves 66-69 in step S1.
  • Step S3 Start engine 7 The engine 7 is started. The saddle-mounted vehicle 1 is stopped. The rear wheel 9 is not rotating.
  • the control unit 79 operates the valves 66-69.
  • the valve 66 switches from open to closed.
  • the flow path F2 prevents the hydraulic oil from flowing from the main chamber 43 to the tank 61.
  • the flow path F3 prevents the hydraulic oil from flowing from the main chamber 43 to the sub chamber 44.
  • the valve 68 switches from open to closed.
  • the first jack 21 is shut off from the tank 61. As a result, the hydraulic oil discharged from the main chamber 43 flows only into the first jack 21. Further, the outflow of hydraulic oil from the first jack 21 is prohibited. Therefore, the pump 23 can pressurize the first jack 21.
  • the valve 67 keeps closed.
  • Valve 69 keeps open.
  • Step S4 Start / Increase the vehicle height
  • the saddle-mounted vehicle 1 starts.
  • the rear wheel 9 starts to rotate.
  • FIG. 8 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the saddle-mounted vehicle 1 starts.
  • FIG. 8 schematically shows the flow of hydraulic oil.
  • valves 66-69 in step S4 are the same as the conditions of valves 66-69 in step S3.
  • the conversion mechanism 29 starts moving the piston 25.
  • the pump 23 begins to discharge the hydraulic oil.
  • the hydraulic circuit 27 starts feeding hydraulic oil from the pump 23 to the first jack 21.
  • the load L begins to increase.
  • the vehicle height of the saddle-mounted vehicle 1 begins to rise.
  • the cam 31 pushes the first rod 35a.
  • the first piston 25a moves in the first positive direction D1p against the elastic force of the first elastic body 47a.
  • the first main chamber 43a contracts.
  • the pressure in the first main chamber 43a rises.
  • the first pump 23a discharges hydraulic oil from the first main chamber 43a.
  • the hydraulic oil flows from the first main chamber 43a to the first jack 21 through the flow path F1.
  • the spring receiving portion 55 moves from the position Q1 to the second positive direction D2p.
  • the load L increases from the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 increases from the low position BL.
  • the first sub-chamber 44a extends.
  • the hydraulic oil flows into the first sub chamber 44a.
  • the hydraulic oil flows from the second sub chamber 44b to the first sub chamber 44a through the communication passage 49.
  • the hydraulic oil flows from the tank 61 to the first auxiliary chamber 44a through the flow path F4.
  • the second piston 25b moves in the first negative direction D1n according to the elastic force of the second elastic body 47b.
  • the second main chamber 43b extends.
  • the hydraulic oil flows into the second main chamber 43b.
  • the hydraulic oil flows from the tank 61 to the second main chamber 43b through the flow path F2.
  • the hydraulic oil flows from the sub chamber 44 to the second main chamber 43b through the flow path F3.
  • the second sub-chamber 44b contracts.
  • the hydraulic oil flows from the second sub chamber 44b to the first sub chamber 44a through the communication passage 49.
  • FIG. 9 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the saddle-mounted vehicle 1 starts.
  • the cam 31 does not push the first rod 35a.
  • the first piston 25a moves in the first negative direction D1n.
  • the first main chamber 43a extends.
  • the hydraulic oil flows into the first main chamber 43a.
  • the hydraulic oil flows from the tank 61 to the first main chamber 43a through the flow path F2.
  • the hydraulic oil flows from the sub chamber 44 to the first main chamber 43a through the flow path F3.
  • the first sub-chamber 44a contracts.
  • the hydraulic oil flows out from the first auxiliary chamber 44a.
  • the hydraulic oil flows from the first sub-chamber 44a to the second sub-chamber 44b through the communication passage 49.
  • the hydraulic oil flows from the first sub chamber 44a to the tank 61 through the flow path F4.
  • the cam 31 pushes the second rod 35b.
  • the second piston 25b moves in the first positive direction D1p.
  • the second main chamber 43b contracts.
  • the second pump 23b discharges hydraulic oil from the second main chamber 43b.
  • the hydraulic oil flows from the second main chamber 43b to the first jack 21 through the flow path F1.
  • the oil chamber 51 of the first jack 21 is further pressurized.
  • the oil chamber 51 of the first jack 21 is further extended.
  • the spring receiving portion 55 further moves in the second positive direction D2p.
  • the load L further increases.
  • the vehicle height of the saddle-mounted vehicle 1 is further increased.
  • the pump 23 can suitably pressurize the first jack 21. That is, the pump 23 can suitably drive the first jack 21.
  • the flow path F1 is an example of the first flow path in the present invention.
  • the vehicle height of the saddle-mounted vehicle 1 increases. As described above, the vehicle height of the saddle-mounted vehicle 1 is determined by the mileage of the saddle-mounted vehicle 1.
  • Step S5 Is the load L a predetermined value?
  • the control unit 79 acquires the detection result of the first sensor 57.
  • the control unit 79 determines the load L based on the detection result of the first sensor 57. Specifically, the control unit 79 determines whether or not the load L is the third load L3.
  • the control unit 79 determines whether or not the spring receiving unit 55 is located at the position Q3 based on the detection result of the first sensor 57. When the control unit 79 determines that the spring receiving unit 55 is located at the position Q3, the control unit 79 determines that the load L is the third load L3. If the control unit 79 does not determine that the spring receiving unit 55 is located at the position Q3, the control unit 79 does not determine that the load L is the third load L3.
  • step S5 is executed again. As a result, the control unit 79 monitors the load L. When the control unit 79 determines that the load L is the third load L3, the process proceeds to step S6.
  • FIG. 10 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is separated from the cam 31.
  • the control unit 79 operates the valves 66-69.
  • the valve 66 switches from closed to open.
  • the valve 67 switches from closed to open.
  • Valve 68 keeps closed.
  • the valve 69 switches from open to closed.
  • the timing at which the valve 67 switches from closed to open is the same as the timing at which the valve 66 switches from closed to open.
  • the timing at which the valve 69 switches from open to closed is the same as the timing at which the valve 66 switches from closed to open.
  • the sub room 44 is cut off from the main room 42.
  • the sub-chamber 44 is shut off from the tank 61.
  • the first jack 21 and the sub chamber 44 communicate with each other through the flow path F5.
  • the flow path F5 allows the hydraulic oil to flow from the first jack 21 to the sub chamber 44.
  • the flow path F5 prevents the hydraulic oil from flowing from the sub chamber 44 to the first jack 21.
  • the pressure in the sub chamber 44 rises due to the hydraulic pressure of the first jack 21.
  • the main chamber 43 and the tank 61 communicate with each other through the flow path F2.
  • the flow path F2 allows the hydraulic oil to flow in both directions between the tank 61 and the main chamber 43.
  • the pressure in the main chamber 43 is lower than the pressure in the sub chamber 44.
  • the first piston 25a moves in the first positive direction D1p against the elastic force of the first elastic body 47a.
  • the second piston 25b also moves in the first positive direction D1p against the elastic force of the second elastic body 47b.
  • the sub-chamber 44 extends.
  • the hydraulic oil flows from the first jack 21 to the sub chamber 44 through the flow path F5.
  • the main chamber 43 contracts.
  • the hydraulic oil flows from the main chamber 43 to the tank 61 through the flow path F2.
  • the oil chamber 51 of the first jack 21 contracts.
  • the spring receiving portion 55 moves from the position Q3 to the second negative direction D2n.
  • the load L decreases from the third load L3.
  • the vehicle height of the saddle-mounted vehicle 1 is low.
  • FIG. 11 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is separated from the cam 31.
  • the piston 25 moves to the limit position.
  • the first piston 25a and the second piston 25b come into contact with the first stopper 48a and the second stopper 48b, respectively.
  • the movement of the piston 25 stops at the limit position.
  • the flow of hydraulic oil stops.
  • the valve 69 remains closed even after the piston 25 reaches the limit position.
  • the valve 69 and the check valve 73 prohibit the hydraulic oil from flowing out from the auxiliary chamber 44.
  • the contraction of the sub-chamber 44 is regulated.
  • the movement of the piston 25 in the first negative direction D1n is restricted.
  • the piston 25 comes to rest at the limit position.
  • the sub chamber 44 keeps a pressure higher than the pressure of the main chamber 43.
  • the pressure in the main chamber 43 is equal to the pressure in the tank 61.
  • the rod 35 is separated from the cam 31.
  • the cam 31 rotates without the cam 31 coming into contact with the rod 35.
  • the cam 31 does not push the rod 35.
  • the cam 31 rotates with no load.
  • the conversion mechanism 29 does not move the piston 25.
  • the contraction of the oil chamber 51 of the first jack 21 stops.
  • the spring receiving portion 55 stands still at the position Q2.
  • the load L is maintained at the second load L2.
  • the vehicle height of the saddle-mounted vehicle 1 is maintained at the high position BH.
  • the saddle-mounted vehicle 1 continues to travel while the vehicle height of the saddle-mounted vehicle 1 is maintained at the high position BH.
  • Valve 67 is an example of the first valve in the present invention.
  • the third load L3 is an example of the first threshold value in the present invention.
  • the flow path F5 is an example of the second flow path in the present invention.
  • Step S7 Is it just before stopping?
  • the control unit 79 acquires the detection result of the speed sensor 78. Based on the detection result of the speed sensor 78, the control unit 79 determines whether the saddle-mounted vehicle 1 is about to stop. For example, the control unit 79 estimates whether or not the saddle-mounted vehicle 1 stops after a predetermined time has elapsed.
  • the predetermined time is relatively short. The predetermined time is, for example, 5 seconds or less.
  • the control unit 79 calculates the speed of the saddle-mounted vehicle 1 and the acceleration of the saddle-mounted vehicle 1 based on the detection result of the speed sensor 78.
  • the control unit 79 determines whether or not the speed of the saddle-mounted vehicle 1 satisfies the first condition.
  • the first condition is, for example, that the speed of the saddle-mounted vehicle 1 is 5 [km / h] or less.
  • the control unit 79 determines whether or not the acceleration of the saddle-mounted vehicle 1 satisfies the second condition.
  • the second condition is, for example, that the acceleration of the saddle-mounted vehicle 1 is a negative value.
  • the negative value of the acceleration of the saddle-mounted vehicle 1 corresponds to the deceleration of the saddle-mounted vehicle 1.
  • control unit 79 determines that both the first condition and the second condition are satisfied.
  • the control unit 79 determines that the saddle-mounted vehicle 1 is about to stop.
  • the control unit 79 does not determine that both the first condition and the second condition are satisfied.
  • step S7 is executed again. As a result, the control unit 79 monitors whether or not the saddle-mounted vehicle 1 is about to stop. If the control unit 79 determines that the saddle-mounted vehicle 1 is about to stop, the process proceeds to step S8.
  • FIG. 12 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the vehicle height of the saddle-mounted vehicle 1 is lowered.
  • the control unit 79 operates the valves 66-69.
  • the valve 66 remains open.
  • the valve 67 remains open.
  • the valve 68 switches from closed to open.
  • Valve 69 keeps closed.
  • the hydraulic oil flows from the first jack 21 to the tank 61 through the flow path F6.
  • the oil chamber 51 of the first jack 21 shrinks.
  • the spring receiving portion 55 moves from the position Q2 to the position Q1.
  • the load L decreases from the second load L2 to the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 drops from the high position BH to the low position BL.
  • the timing at which the saddle-mounted vehicle 1 stops and the timing at which the vehicle height of the saddle-mounted vehicle 1 becomes the low position BL are simultaneous.
  • Step S9 Did you stop?
  • the control unit 79 acquires the detection result of the speed sensor 78.
  • the control unit 79 determines whether or not the saddle-mounted vehicle 1 has stopped based on the detection result of the speed sensor 78. Specifically, the control unit 79 determines whether or not the speed of the saddle-mounted vehicle 1 is zero.
  • step S9 is executed again. As a result, the control unit 79 monitors whether or not the saddle-mounted vehicle 1 has stopped. If the control unit 79 determines that the saddle-mounted vehicle 1 has stopped, the process proceeds to step S10.
  • FIG. 13 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is brought into contact with the cam 31 again.
  • the rotation of the rear wheel 9 stops.
  • the rotation of the cam 31 also stops.
  • the control unit 79 operates the valves 66-69.
  • the valve 66 switches from open to closed.
  • the valve 67 switches from open to closed.
  • the valve 68 switches from open to closed.
  • the valve 69 switches from closed to open.
  • the flow path F2 prevents the hydraulic oil from flowing from the main chamber 43 to the tank 61.
  • the flow path F2 allows the hydraulic oil to flow from the tank 61 to the main chamber 43.
  • the flow path F3 prevents the hydraulic oil from flowing from the main chamber 43 to the sub chamber 44.
  • the flow path F3 allows the hydraulic oil to flow from the sub chamber 44 to the main chamber 43.
  • the sub chamber 44 and the tank 61 communicate with each other through the flow path F4.
  • the flow path F4 allows the hydraulic oil to flow in both directions between the sub chamber 44 and the tank 61.
  • the first jack 21 is cut off from the tank 61.
  • the first piston 25a moves from the limit position to the first negative direction D1n according to the elastic force of the first elastic body 47a.
  • the second piston 25b also moves from the limit position to the first negative direction D1n according to the elastic force of the second elastic body 47b.
  • the sub-chamber 44 contracts.
  • the main chamber 43 extends.
  • the hydraulic oil flows out from the sub chamber 44.
  • the hydraulic oil flows into the main chamber 43.
  • the hydraulic oil flows from the sub chamber 44 to the tank 61 through the flow path F4.
  • the hydraulic oil flows from the sub chamber 44 to the main chamber 43 through the flow path F3.
  • the hydraulic oil flows from the tank 61 to the main chamber 43 through the flow path F2.
  • the pressure in the sub-chamber 44 is equal to the pressure in the tank 61.
  • the rod 35 moves toward the cam 31. With the cam 31 not rotating, the rod 35 comes into contact with the cam 31 again.
  • the vehicle height adjusting mechanism 20 automatically brings the rod 35 into contact with the cam 31.
  • step S10 After the end of step S10, return to step S4.
  • the hydraulic circuit 27 in step S10 is the same as the hydraulic circuit 27 in step S3. Therefore, when the saddle-mounted vehicle 1 starts again, the vehicle height adjusting mechanism 20 can automatically raise the vehicle height of the saddle-mounted vehicle 1.
  • the saddle-mounted vehicle 1 includes an engine 7, a rear wheel 9, and a rear suspension 8.
  • the rear wheel 9 is driven by the engine 7.
  • the rear suspension 8 suspends the rear wheels 9.
  • the rear suspension 8 includes a first spring 13 and a first damper 15.
  • the first spring 13 absorbs the impact received by the rear wheel 9.
  • the first damper 15 is provided so as to be expandable and contractible.
  • the first damper 15 damps the vibration of the first spring 13.
  • the saddle-mounted vehicle 1 is provided with a vehicle height adjusting mechanism 20.
  • the vehicle height adjusting mechanism 20 includes a first jack 21.
  • the first jack 21 is connected to the first spring 13.
  • the first jack 21 applies a load L to the first spring 13. Therefore, the vehicle height adjusting mechanism 20 can suitably adjust the vehicle height of the saddle-mounted vehicle 1.
  • the vehicle height adjusting mechanism 20 includes a first pump 23a and a conversion mechanism 29.
  • the first pump 23a includes a first cylinder 24a and a first piston 25a.
  • the first cylinder 24a houses the hydraulic oil.
  • the first piston 25a is arranged inside the first cylinder 24a.
  • the conversion mechanism 29 is connected to the rear wheel 9 and the first piston 25a.
  • the conversion mechanism 29 moves the first piston 25a with respect to the first cylinder 24a by the rotation of the rear wheel 9.
  • the conversion mechanism 29 converts the rotational movement of the rear wheel 9 into the movement of the first piston 25a.
  • the rear wheels 9 are driven by the engine 7. Therefore, the conversion mechanism 29 converts a part of the power of the engine 7 into the driving force of the first pump 23a. Therefore, the driving force input to the first pump 23a is large.
  • the vehicle height adjusting mechanism 20 includes a hydraulic circuit 27.
  • the hydraulic circuit 27 is communicated with the first pump 23a.
  • the hydraulic circuit 27 is communicated with the first jack 21.
  • the first jack 21 applies a load L to the first spring 13 by the hydraulic oil supplied from the first pump 23a.
  • the driving force input to the first pump 23a is large. Therefore, after the rear wheel 9 starts to rotate, the first jack 21 can quickly increase the load L. That is, after the saddle-mounted vehicle 1 starts, the vehicle height adjusting mechanism 20 can quickly adjust the vehicle height of the saddle-mounted vehicle 1. Specifically, after the saddle-mounted vehicle 1 starts, the vehicle height adjusting mechanism 20 can quickly raise the vehicle height of the saddle-mounted vehicle 1.
  • the load L is determined by the mileage of the saddle-mounted vehicle 1. That is, the mileage required for the vehicle height adjusting mechanism 20 to adjust the vehicle height of the saddle-mounted vehicle 1 does not depend on the state of the road surface G on which the saddle-mounted vehicle 1 travels. Therefore, the vehicle height adjusting mechanism 20 can quickly adjust the vehicle height of the saddle-type vehicle 1 after the saddle-type vehicle 1 starts, regardless of the state of the road surface G on which the saddle-type vehicle 1 travels.
  • the saddle-mounted vehicle 1 can quickly adjust the vehicle height of the saddle-mounted vehicle 1.
  • the conversion mechanism 29 includes a cam 31 and a first rod 35a.
  • the first rod 35a is provided so as to be in contact with the cam 31.
  • the first rod 35a is pushed by the cam 31.
  • the cam 31 rotates integrally with the rear wheel 9. Therefore, the cam 31 can efficiently push the first rod 35a.
  • the first rod 35a is connected to the first piston 25a. Therefore, the conversion mechanism 29 can efficiently move the first piston 25a. Therefore, the conversion mechanism 29 can efficiently drive the first pump 23a.
  • the cam 31 rotates around the rotation axis A3 of the rear wheel 9.
  • the cam 31 extends in a direction orthogonal to the rotation axis A3 of the rear wheel 9. Therefore, the cam 31 can efficiently transmit power to the first rod 35a.
  • the vehicle height adjusting mechanism 20 includes a first elastic body 47a.
  • the first elastic body 47a urges the first rod 35a toward the cam 31. Therefore, the state in which the first rod 35a is in contact with the cam 31 can be preferably maintained. Therefore, the cam 31 can suitably push the first rod 35a.
  • the first pump 23a includes a first main chamber 43a.
  • the first main chamber 43a is partitioned by a first cylinder 24a and a first piston 25a.
  • the first main chamber 43a stores hydraulic oil.
  • the hydraulic circuit 27 includes a flow path F1.
  • the flow path F1 communicates the first main chamber 43a and the first jack 21. Therefore, the flow path F1 sends the hydraulic oil having a relatively high pressure from the first main chamber 43a to the first jack 21. Therefore, the first pump 23a can suitably drive the first jack 21.
  • the first jack 21 can quickly increase the load L.
  • the first pump 23a includes a first sub chamber 44a.
  • the first sub-chamber 44a is partitioned by a first cylinder 24a and a first piston 25a.
  • the first sub-chamber 44a stores hydraulic oil.
  • the cam 31 pushes the first rod 35a
  • the first subchamber 44a expands. Therefore, the movement of the first piston 25a can be easily controlled by the pressure of the first main chamber 43a and the pressure of the first sub chamber 44a.
  • the hydraulic circuit 27 includes a flow path F5 and a valve 67.
  • the flow path F5 communicates the first jack 21 and the first sub chamber 44a.
  • the valve 67 is provided in the flow path F5.
  • the flow path F5 sends the hydraulic oil having a relatively high pressure from the first jack 21 to the first sub chamber 44a.
  • the first subchamber 44a extends.
  • the first sub chamber 44a moves the first piston 25a and the first rod 35a. As a result, the first rod 35a separates from the cam 31.
  • the conversion mechanism 29 does not move the first piston 25a. That is, after the first rod 35a is separated from the cam 31, the conversion mechanism 29 does not transmit power to the first pump 23a. Therefore, the power consumed by the vehicle height adjusting mechanism 20 can be effectively suppressed. Therefore, the saddle-mounted vehicle 1 can exhibit its original running performance. Further, it is possible to effectively suppress the decrease in fuel consumption of the saddle-mounted vehicle 1. Further, the operating time of the first piston 25a can be suppressed, and the durability of the first piston 25a can be improved. Further, in order to separate the first rod 35a from the cam 31, the hydraulic pressure of the first jack 21 is used. Therefore, the control for disconnecting the first rod 35a from the cam 31 can be simplified.
  • the vehicle height adjusting mechanism 20 includes a first sensor 57 and a control unit 79.
  • the first sensor 57 detects the load L.
  • the control unit 79 controls the valve 67 based on the detection result of the first sensor 57. Therefore, when the load L rises to the third load L3, the valve 67 can be appropriately opened.
  • the first sensor 57 detects the stroke amount of the first jack 21.
  • the stroke amount of the first jack 21 reflects only the load L. Therefore, the first sensor 57 can detect the load L with high accuracy by detecting the stroke amount of the first jack 21. Further, the first sensor 57 can easily detect the load L.
  • the first sensor 57 detects the position of the spring receiving portion 55.
  • the position of the spring receiving portion 55 reflects the load L. Therefore, the first sensor 57 can suitably detect the load L.
  • the hydraulic circuit 27 prohibits the outflow of hydraulic oil from the first auxiliary chamber 44a after the valve 67 is opened until the rotation of the rear wheel 9 is stopped. Therefore, the contraction of the first sub-chamber 44a can be suitably regulated. Therefore, it is possible to suitably regulate the movement of the first piston 25a in the first negative direction D1n. Therefore, the movement of the first rod 35a toward the cam 31 can be suitably restricted. As a result, the first rod 35a does not come into contact with the cam 31 after the valve 67 is opened until the rotation of the rear wheel 9 is stopped. That is, once the first rod 35a is separated from the cam 31, the first rod 35a does not come into contact with the cam 31 again while the cam 31 is rotating. Therefore, the conversion mechanism 29 can be suitably protected from damage.
  • valve 69 is kept closed from the time the valve 67 opens until the rotation of the rear wheel 9 stops. Therefore, the valve 69 and the check valve 73 prohibit the outflow of hydraulic oil from the first auxiliary chamber 44a after the valve 67 is opened until the rotation of the rear wheel 9 is stopped. Therefore, it is possible to suitably prevent the first rod 35a from coming into contact with the rotating cam 31 again.
  • the valve 67 remains open even after the load L drops from the third load L3.
  • the valve 67 remains open from the time the valve 67 opens until the rotation of the rear wheel 9 stops.
  • the valve 67 allows hydraulic oil to flow from the first jack 21 to the auxiliary chamber 44 from the time the valve 67 opens until the rotation of the rear wheel 9 stops.
  • the valve 67 closes after the rotation of the rear wheel 9 has stopped. Therefore, the sub-chamber 44 can easily maintain a high pressure after the valve 67 is opened until the rotation of the rear wheel 9 is stopped. Therefore, it is possible to reliably prevent the first rod 35a from coming into contact with the rotating cam 31 again.
  • the vehicle height adjusting mechanism 20 includes a second pump 23b in addition to the first pump 23a.
  • the second pump 23b includes a second cylinder 24b and a second piston 25b.
  • the conversion mechanism 29 is connected to the second piston 25b.
  • the conversion mechanism 29 moves the second piston 25b with respect to the second cylinder 24b by the rotation of the rear wheel 9.
  • the conversion mechanism 29 converts the rotational movement of the rear wheel 9 into the movement of the second piston 25b.
  • the rear wheels 9 are driven by the engine 7. Therefore, the conversion mechanism 29 converts a part of the power of the engine 7 into the driving force of the second pump 23b. Therefore, the driving force input to the second pump 23b is large.
  • the hydraulic circuit 27 communicates and connects the second pump 23b and the first jack 21. Therefore, the first jack 21 applies a load L to the first spring 13 by the hydraulic oil supplied from the first pump 23a and the second pump 23b. Therefore, the first jack 21 can increase the load L more quickly. That is, after the saddle-mounted vehicle 1 starts, the vehicle height adjusting mechanism 20 can adjust the vehicle height of the saddle-mounted vehicle 1 more quickly.
  • the conversion mechanism 29 moves the first piston 25a with respect to the first cylinder 24a in the first positive direction D1p, the conversion mechanism 29 does not move the second piston 25b with respect to the second cylinder 24b in the first positive direction D1p. .. Therefore, the temporal fluctuation range of the power transmitted from the conversion mechanism 29 to the first piston 25a and the second piston 25b can be suitably suppressed. Therefore, it is possible to suitably suppress the pulsation of the power used by the vehicle height adjusting mechanism 20. As a result, the rear wheel 9 can rotate smoothly.
  • the conversion mechanism 29 includes a second rod 35b in addition to the first rod 35a.
  • the second rod 35b is provided so as to be in contact with the cam 31.
  • the second rod 35b is connected to the second piston 25b.
  • the saddle-mounted vehicle 1 according to the second embodiment is different from the saddle-mounted vehicle 1 of the first embodiment in that the vehicle height adjusting mechanism 20 is configured.
  • the same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the configuration of the second embodiment which is different from the configuration of the first embodiment, will be described.
  • FIG. 14 is a diagram showing the configuration of the vehicle height adjusting mechanism 20 of the second embodiment.
  • the first jack 21 includes a stopper 59.
  • the stopper 59 defines the limit position of the spring receiving portion 55.
  • the limit position is the limit position where the spring receiving portion 55 can move in the second positive direction D2p with respect to the damper tube 16.
  • the stopper 59 prohibits the spring receiving portion 55 from moving from the limit position to the second positive direction D2p.
  • the stroke amount of the first jack 21 is maximum.
  • the limit position of the spring receiving portion 55 is, for example, the position Q3.
  • the stopper 59 is fixed to the movable wall 53.
  • the stopper 59 comes into contact with the fixed wall 52.
  • the fixed wall 52 prohibits the stopper 59 from moving from the position Q3 to the second positive direction D2p when the stopper 59 comes into contact with the fixed wall 52.
  • Hydraulic circuit 27 The pressure of the hydraulic oil in the tank 61 is maintained at the initial pressure.
  • the hydraulic circuit 27 includes solenoid valves 81 and 82.
  • the solenoid valves 81 and 82 are, for example, 2 ports and 2 positions, respectively.
  • the solenoid valves 81 and 82 switch between open and closed, respectively.
  • the normal position of the solenoid valve 81 is open.
  • the normal position of the solenoid valve 82 is closed.
  • the hydraulic circuit 27 includes pilot valves 83a, 83b, 84, 85.
  • the pilot valves 83a, 83b, 84 and 85 are each operated by the pressure of the hydraulic fluid.
  • the pressure of the hydraulic oil that operates the pilot valves 83a, 83b, 84, 85 is referred to as a pilot pressure.
  • the pilot valve 83a When the pilot pressure of the pilot valve 83a is less than the predetermined value P3, the pilot valve 83a allows only one-way flow of hydraulic oil through the pilot valve 83a. When the pilot pressure of the pilot valve 83a is equal to or higher than the predetermined value P3, the pilot valve 83a is open.
  • the pilot valve 83b also operates in the same manner as the pilot valve 83a.
  • the pilot valve 84 When the pilot pressure of the pilot valve 84 is less than the predetermined value P4, the pilot valve 84 is closed. When the pilot pressure of the pilot valve 84 is equal to or higher than the predetermined value P4, the pilot valve 84 is open.
  • pilot valve 85 When the pilot pressure of the pilot valve 85 is less than the predetermined value P5, the pilot valve 85 is open. When the pilot pressure of the pilot valve 85 is equal to or higher than the predetermined value P5, the pilot valve 85 is closed.
  • the hydraulic circuit 27 includes check valves 86a, 86b, 87, 88.
  • the hydraulic circuit 27 includes a check valve 89.
  • the check valve 89 When the pressure of the hydraulic oil received by the check valve 89 is less than the predetermined value P9, the check valve 89 is closed. When the pressure of the hydraulic oil received by the check valve 89 is equal to or higher than the predetermined value P9, the check valve 89 allows only one-way flow of the hydraulic oil through the check valve 89.
  • the above-mentioned predetermined values P3-P5 and P9 are higher than the initial pressure, respectively.
  • the hydraulic circuit 27 includes pipelines 91a, 91b, 91c, 91d, 91e, 91f, 91g, 91h.
  • the pipeline 91a is connected to the first main port 45a, the pilot valve 83a, and the check valve 86a.
  • the pipeline 91b is connected to the second main port 45b, the pilot valve 83b, and the check valve 86b.
  • the pipeline 91c is connected to the check valves 86a, 86b, 87, 89.
  • the pipeline 91d is connected to the first jack 21, the solenoid valve 81, and the check valves 87 and 88.
  • the pipeline 91e is connected to the first port 63 and the pilot valves 83a, 83b, 85.
  • the pipeline 91f is connected to the first sub port 46a and the pilot valves 84 and 85.
  • the pipeline 91g is connected to the pilot valve 84 and the check valve 88.
  • the pipeline 91h is connected to the second port 64 and the solenoid valves 81 and 82.
  • the hydraulic circuit 27 includes a pressure holding line 92.
  • the pressure holding line 92 is connected to the solenoid valve 82 and the check valve 89.
  • the hydraulic circuit 27 includes pilot pipelines 93 and 94. Pilot lines 93, 94 supply pilot pressure.
  • the pilot line 93 branches off from the pressure holding line 92.
  • the pilot line 93 is connected to the pilot valves 84 and 85.
  • the pilot line 93 applies pilot pressure to the pilot valves 84 and 85.
  • the pilot line 94 branches from the line 91f.
  • the pilot line 94 is connected to the pilot valves 83a and 83b.
  • the pilot line 94 applies pilot pressure to the pilot valves 83a and 83b.
  • the first main room 43a and the second main room 43b will be collectively referred to as the main room 43 as appropriate.
  • the first sub-chamber 44a and the second sub-chamber 44b are appropriately collectively referred to as sub-chamber 44.
  • the check valve 86a and the check valve 86b are appropriately collectively referred to as a check valve 86.
  • the pilot valve 83a and the pilot valve 83b are appropriately collectively referred to as a pilot valve 83.
  • the above-mentioned pipes 91a-91h constitute the flow paths F1-F6. That is, also in the second embodiment, the hydraulic circuit 27 includes the flow paths F1-F6. The flow paths F1-F6 partially overlap each other.
  • the flow path F1 between the main chamber 43 and the first jack 21 is configured by the pipelines 91a-91d.
  • the check valves 86 and 87 are provided in the flow path F1.
  • Check valves 86 and 87 are provided in series.
  • the flow path F1 allows the hydraulic oil to flow from the main chamber 43 to the first jack 21.
  • the flow path F1 blocks the hydraulic oil from flowing from the first jack 21 to the main chamber 43.
  • the pressure holding line 92 branches from the flow path F1.
  • the check valve 89 is provided between the flow path F1 and the pressure holding line 92.
  • the check valve 89 prevents the hydraulic oil from flowing from the flow path F1 to the pressure holding line 92, and the hydraulic oil flows from the pressure holding line 92.
  • the check valve 89 blocks the flow into the flow path F1.
  • the check valve 89 allows the hydraulic oil to flow from the flow path F1 to the pressure holding line 92, and the hydraulic oil flows from the pressure holding line 92.
  • the check valve 89 blocks the flow into the flow path F1.
  • the solenoid valve 82 is provided between the pressure holding line 92 and the tank 61.
  • the solenoid valve 82 is open, the pressure holding line 92 is opened to the tank 61.
  • the solenoid valve 82 is closed, the pressure holding line 92 is shut off from the tank 61.
  • the pressure holding line 92 holds a pressure equal to the maximum value of the pressure of the flow path F1. ..
  • the solenoid valve 82 opens, the pressure in the pressure holding line 92 is reset to the reference pressure.
  • the flow path F2 between the main chamber 43 and the tank 61 is composed of pipelines 91a, 91b, 91e.
  • the pilot valve 83 is provided in the flow path F2.
  • the flow path F2 prevents the hydraulic oil from flowing from the main chamber 43 to the tank 61, and the hydraulic oil flows from the tank 61 to the main chamber 43. Is allowed by the flow path F2.
  • the pilot valve 83 is open, the flow path F2 allows the hydraulic oil to flow in both directions between the main chamber 43 and the tank 61.
  • the flow path F3 between the main chamber 43 and the sub chamber 44 is composed of pipelines 91a, 91b, 91e, 91f.
  • the pilot valves 83 and 85 are provided in the flow path F3.
  • the pilot valves 83 and 85 are provided in series.
  • the flow path F3 prohibits hydraulic oil from flowing between the main chamber 43 and the sub chamber 44.
  • the pilot valve 85 is open and the pilot pressure of the pilot valve 83 is less than the predetermined value P3
  • the flow path F3 blocks the hydraulic oil from flowing from the main chamber 43 to the sub chamber 44, and the sub chamber F3
  • the flow path F3 allows the hydraulic oil to flow from the chamber 44 to the main chamber 43.
  • both the pilot valves 83 and 85 are open, the flow path F3 allows the hydraulic oil to flow in both directions between the main chamber 43 and the sub chamber 44.
  • the flow path F4 between the sub chamber 44 and the tank 61 is composed of the pipelines 91e and 91f.
  • the pilot valve 85 is provided in the flow path F4. When the pilot valve 85 is open, the flow path F4 allows the hydraulic oil to flow bidirectionally between the sub chamber 44 and the tank 61. When the pilot valve 85 is closed, the flow path F4 prohibits hydraulic oil from flowing between the sub chamber 44 and the tank 61.
  • the flow path F5 between the first jack 21 and the sub chamber 44 is composed of pipelines 91d, 91f, 91g.
  • the pilot valve 84 and the check valve 88 are provided in the flow path F5.
  • the pilot valve 84 and the check valve 88 are provided in series.
  • the pilot valve 84 is open, the flow path F5 allows the hydraulic oil to flow from the first jack 21 to the sub chamber 44, and the hydraulic oil flows from the sub chamber 44 to the first jack 21.
  • Road F5 is blocked.
  • the pilot valve 84 is closed, the flow path F5 prohibits hydraulic oil from flowing between the sub chamber 44 and the first jack 21.
  • the flow path F6 between the first jack 21 and the tank 61 is composed of pipelines 91d and 91h.
  • the solenoid valve 81 is provided in the flow path F6. When the solenoid valve 81 is open, the flow path F6 allows the hydraulic oil to flow in both directions between the first jack 21 and the tank 61. When the solenoid valve 81 is closed, the flow path F6 prohibits hydraulic oil from flowing between the first jack 21 and the tank 61.
  • FIG. 15 is a block diagram schematically showing the vehicle height adjusting mechanism 20 of the second embodiment.
  • the vehicle height adjusting mechanism 20 does not include the first sensor 57 described in the first embodiment.
  • the control unit 79 controls the hydraulic circuit 27. Specifically, the control unit 79 controls the solenoid valves 81 and 82.
  • Step S1 Main switch off
  • FIG. 14 shows a vehicle height adjusting mechanism 20 when the main switch is off.
  • the solenoid valves 81 and 82 are in the normal position.
  • the main room 43 and the sub room 44 are the initial pressures, respectively.
  • the flow paths F1-F6 and the pressure holding line 92 are also the initial pressures.
  • the pilot lines 93 and 94 are also the initial pressures.
  • the pilot pressure of the pilot valve 83 is less than a predetermined value P3.
  • the pilot pressure of the pilot valve 84 is less than a predetermined value P4.
  • the pilot pressure of the pilot valve 85 is less than a predetermined value P5.
  • the pressure in the flow path F1 is less than the predetermined value P9 of the check valve 89.
  • the flow path F1 is opened only in the flow direction from the main chamber 43 to the first jack 21.
  • the flow path F2 is opened only in the flow direction from the tank 61 to the main chamber 43.
  • the flow path F3 is opened only in the flow direction from the sub chamber 44 to the main chamber 43.
  • the flow path F4 is opened in both directions.
  • the flow path F5 is closed.
  • the flow path F6 is opened in both directions.
  • the pressure holding line 92 is cut off from the flow path F1 and the tank 61.
  • the first jack 21 is the initial pressure.
  • the spring receiving portion 55 is located at the position Q1.
  • the load L is the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 is the low position BL.
  • Step S2 Main switch on The engine 7 is stopped.
  • the speed of the saddle-mounted vehicle 1 is zero.
  • the control unit 79 is activated.
  • the control unit 79 monitors whether or not the engine 7 is stopped.
  • the control unit 79 monitors the speed of the saddle-mounted vehicle 1.
  • the control unit 79 operates the solenoid valves 81 and 82.
  • the solenoid valve 81 is kept open.
  • the solenoid valve 82 is kept closed.
  • the control unit 79 controls the solenoid valve 82 based on the state of the engine 7 and the speed of the saddle-mounted vehicle 1. Specifically, when the engine 7 is stopped, the control unit 79 closes the solenoid valve 82. When the engine 7 is running and the speed of the saddle-mounted vehicle 1 is zero, the control unit 79 opens the solenoid valve 82. When the engine 7 is running and the speed of the saddle-mounted vehicle 1 is greater than zero, the control unit 79 closes the solenoid valve 82. Since the engine 7 is stopped in this step S2, the control unit 79 closes the solenoid valve 82.
  • Step S3 Engine start The engine 7 starts to operate.
  • the speed of the saddle-mounted vehicle 1 is zero.
  • the control unit 79 monitors the state of the engine 7 and the speed of the saddle-mounted vehicle 1.
  • the control unit 79 operates the solenoid valves 81 and 82.
  • the solenoid valve 81 switches from open to closed.
  • the flow path F6 is closed. It becomes possible to pressurize the first jack 21.
  • the control unit 79 opens the solenoid valve 82.
  • the solenoid valve 82 switches from closed to open.
  • the pressure holding line 92 communicates with the tank 61.
  • Step S4 Start / Increase the vehicle height
  • the saddle-mounted vehicle 1 starts.
  • the rear wheel 9 starts to rotate.
  • the speed of the saddle-mounted vehicle 1 is greater than zero.
  • the control unit 79 monitors the state of the engine 7 and the speed of the saddle-mounted vehicle 1.
  • FIG. 16 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the saddle-mounted vehicle 1 starts.
  • the control unit 79 operates the solenoid valves 81 and 82.
  • the solenoid valve 81 is kept closed. Since the engine 7 is running and the speed of the saddle-mounted vehicle 1 is higher than zero, the control unit 79 closes the solenoid valve 82.
  • the solenoid valve 82 switches from open to closed.
  • the pressure holding line 92 is cut off from the tank 61.
  • the cam 31 pushes the rod 35.
  • the piston 25 moves with respect to the cylinder 24.
  • the pressure in the main chamber 43 rises from the reference pressure.
  • the pump 23 discharges hydraulic oil from the main chamber 43.
  • the hydraulic oil flows from the main chamber 43 to the first jack 21 through the flow path F1.
  • the pressure in the oil chamber 51 of the first jack 21 rises from the reference pressure.
  • the spring receiving portion 55 moves from the position Q1 to the second positive direction D2p.
  • the load L increases from the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 increases from the low position BL.
  • FIG. 17 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is separated from the cam 21.
  • the spring receiving portion 55 reaches the limit position.
  • the spring receiving portion 55 reaches, for example, the position Q3.
  • the load L rises to, for example, a third load L3.
  • the stopper 59 comes into contact with the fixed wall 52.
  • the extension of the oil chamber 51 of the first jack 21 stops.
  • the movement of the spring receiving portion 55 stops.
  • the main chamber 43 continues to discharge hydraulic oil.
  • the pressure in the oil chamber 51 of the first jack 21 further increases.
  • the pressure in the flow path F1 also rises further.
  • the pressure in the flow path F1 becomes equal to or higher than the predetermined value P9 of the check valve 89.
  • the hydraulic oil flows from the flow path F1 to the pressure holding line 92 through the check valve 89.
  • the pressure in the pressure holding line 92 increases.
  • the pressure in the pressure holding line 92 becomes equal to the pressure in the flow path F1.
  • the pressure in the pilot line 93 is also equal to the flow path F1.
  • the pilot pressures of the pilot valves 84 and 85 increase respectively.
  • the predetermined value P9 is higher than the pressure of the hydraulic oil in the flow path F1 when the load L is the third load L3. Therefore, when the load L is less than the third load L3, the pressure of the hydraulic oil in the flow path F1 is lower than the predetermined value P9. Therefore, when the load L is less than the third load L3, the check valve 89 prevents the hydraulic oil from flowing from the flow path F1 to the pressure holding line 92. The check valve 89 prevents the hydraulic oil from flowing from the flow path F1 to the pressure holding line 92 until at least the first receiving portion 55 reaches the limit position.
  • FIG. 18 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is separated from the cam 21.
  • the pilot pressure of the pilot valve 85 becomes a predetermined value P5 or more.
  • the pilot valve 85 switches from open to closed depending on the pilot pressure of the pilot valve 85.
  • the flow paths F3 and F4 are closed.
  • the sub chamber 44 is cut off from the main chamber 43 and the tank 61.
  • the pilot pressure of the pilot valve 84 becomes a predetermined value P4 or more.
  • the pilot valve 84 switches from closed to open depending on the pilot pressure of the pilot valve 84.
  • the flow path F5 is opened only in the flow direction from the first jack 21 to the sub chamber 44.
  • the pilot valve 85 switches from open to closed, and then the pilot valve 84 switches from closed to open.
  • the predetermined value P4 is preferably set to a value higher than the predetermined value P5.
  • the pressure of the pipeline 91f and the sub chamber 44 rises from the reference pressure.
  • the pressure in the pilot line 94 also rises from the reference pressure.
  • the pilot pressure of the pilot valve 83 becomes a predetermined value P3 or more.
  • the pilot valve 83 is switched to open by the pilot pressure of the pilot valve 83.
  • the pilot valve 83 allows the hydraulic oil to flow in both directions between the main chamber 43 and the tank 61.
  • the flow path F2 between the main chamber 43 and the tank 61 is opened.
  • the piston 25 moves in the first positive direction D1p.
  • the main chamber 43 contracts.
  • the hydraulic oil flows from the main chamber 43 to the tank 61 through the flow path F2.
  • the sub-chamber 44 extends.
  • the hydraulic oil flows from the first jack 21 to the sub chamber 44 through the flow path F5.
  • the pressure in the oil chamber 51 of the first jack 21 drops.
  • the oil chamber 51 of the first jack 21 shrinks.
  • the spring receiving portion 55 moves from the position Q3 to the second negative direction D2n.
  • the load L decreases from the third load L3.
  • the pressure in the flow path F1 becomes lower than the predetermined value P9 due to the decrease in the pressure in the oil chamber 51 of the first jack 21.
  • the check valve 89 closes.
  • the check valve 89 prevents the hydraulic oil from flowing from the flow path F1 to the pressure holding line 92.
  • the pressure holding line 92 is cut off from the flow path F1.
  • the pressure holding line 92 holds a relatively high pressure.
  • the pressure holding line 92 holds a pressure higher than any of the predetermined values P4 and P5.
  • the pilot line 93 applies a pilot pressure higher than any of the predetermined values P4 and P5 to the pilot valves 84 and 85.
  • the pilot pressures of the pilot valves 84 and 85 are maintained at a pressure higher than any of the predetermined values P4 and P5.
  • the pilot valve 85 remains closed.
  • the pilot valve 84 remains open.
  • FIG. 19 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is separated from the cam 21.
  • the piston 25 stops at the limit position.
  • the extension of the sub-chamber 44 stops.
  • the contraction of the main chamber 43 stops.
  • the pilot valve 85 and the check valve 88 prohibit the hydraulic oil from flowing out from the sub chamber 44.
  • the contraction of the sub-chamber 44 is regulated.
  • the piston 25 comes to rest at the limit position.
  • the sub chamber 44 holds a pressure higher than the reference pressure.
  • the main chamber 43 has a pressure equal to the reference pressure.
  • the rod 35 is separated from the cam 31.
  • the cam 31 rotates without the cam 31 coming into contact with the rod 35.
  • the cam 31 does not push the rod 35.
  • the conversion mechanism 29 does not move the piston 25.
  • the contraction of the oil chamber 51 of the first jack 21 stops.
  • the spring receiving portion 55 stands still at the position Q2.
  • the load L is maintained at the second load L2.
  • the vehicle height of the saddle-mounted vehicle 1 is maintained at the high position BH.
  • the saddle-mounted vehicle 1 continues to travel while the vehicle height of the saddle-mounted vehicle 1 is maintained at the high position BH.
  • the flow path F1 is an example of the first flow path in the present invention.
  • the flow path F5 is an example of the second flow path in the present invention.
  • the pilot valve 84 is an example of the first valve in the present invention.
  • the third load L3 is an example of the first threshold value in the present invention.
  • the predetermined value P4 of the pilot valve 84 is an example of the second threshold value in the present invention.
  • the pilot line 93 is an example of the first pilot line in the present invention.
  • the check valve 89 is an example of the first check valve in the present invention.
  • Step S7 Is it just before stopping?
  • the control unit 79 monitors the speed of the saddle-mounted vehicle 1. Based on the detection result of the speed sensor 78, the control unit 79 determines whether the saddle-mounted vehicle 1 is about to stop. If the control unit 79 does not determine that the saddle-mounted vehicle 1 is about to stop, step S7 is executed again. As a result, the control unit 79 monitors whether or not the saddle-mounted vehicle 1 is about to stop. If the control unit 79 determines that the saddle-mounted vehicle 1 is about to stop, the process proceeds to step S8.
  • FIG. 20 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the vehicle height of the saddle-mounted vehicle 1 is lowered.
  • the control unit 79 operates the solenoid valves 81 and 82.
  • the solenoid valve 81 switches from closed to open.
  • the solenoid valve 82 keeps closed.
  • the hydraulic oil flows from the first jack 21 to the tank 61 through the flow path F6.
  • the pressure in the oil chamber 51 of the first jack 21 drops to the initial pressure.
  • the oil chamber 51 of the first jack 21 shrinks.
  • the spring receiving portion 55 moves from the position Q2 to the position Q1.
  • the load L decreases from the second load L2 to the first load L1.
  • the vehicle height of the saddle-mounted vehicle 1 drops from the high position BH to the low position BL.
  • Step S9 Did you stop?
  • the control unit 79 determines whether or not the saddle-mounted vehicle 1 has stopped based on the detection result of the speed sensor 78. If the control unit 79 does not determine that the saddle-mounted vehicle 1 has stopped, step S9 is executed again. As a result, the control unit 79 monitors whether or not the saddle-mounted vehicle 1 has stopped. If the control unit 79 determines that the saddle-mounted vehicle 1 has stopped, the process proceeds to step S10.
  • FIG. 21 is a diagram schematically showing a vehicle height adjusting mechanism 20 when the rod 35 is brought into contact with the cam 31 again.
  • the rotation of the rear wheel 9 stops.
  • the rotation of the cam 31 also stops.
  • the control unit 79 operates the valves 81 and 82.
  • the solenoid valve 81 switches from open to closed.
  • the flow path F6 is closed.
  • the first jack 21 is shut off from the tank 61.
  • the solenoid valve 82 switches from closed to open.
  • the pressure holding line 92 communicates with the tank 61.
  • the hydraulic oil flows from the pressure holding line 92 to the tank 61.
  • the pressure in the pressure holding line 92 drops to the reference pressure.
  • the pressure in the pilot line 93 also drops to the initial pressure.
  • the pilot pressure of the pilot valve 84 is lower than the predetermined value P4.
  • the pilot valve 84 switches from open to closed.
  • the flow path F5 is closed.
  • the sub-chamber 44 is blocked from the first jack 21.
  • the pilot pressure of the pilot valve 85 is lower than the predetermined value P5.
  • the pilot valve 85 switches from closed to open.
  • the flow path F4 is opened.
  • the flow path F3 is also opened.
  • the sub chamber 44 and the tank 61 communicate with each other through the flow path F4.
  • the piston 25 moves from the limit position to the first negative direction D1n.
  • the sub-chamber 44 contracts.
  • the main chamber 43 extends.
  • the hydraulic oil flows out from the sub chamber 44.
  • the hydraulic oil flows into the main chamber 43.
  • the hydraulic oil flows from the sub chamber 44 to the tank 61 through the flow path F4.
  • the hydraulic oil flows from the sub chamber 44 to the main chamber 43 through the flow path F3.
  • the hydraulic oil flows from the tank 61 to the main chamber 43 through the flow path F2.
  • the hydraulic pressure of the sub chamber 44 becomes equal to the hydraulic pressure of the tank 61.
  • the pressure in the sub-chamber 44 drops to the initial pressure.
  • the pressure in the pipeline 91f also drops to the initial pressure.
  • the pilot pressure of the pilot valve 83 becomes lower than the predetermined value P3.
  • the pilot valve 83 switches from open.
  • the pilot valve 83 prevents the hydraulic oil from flowing from the main chamber 43 to the tank 61.
  • the pilot valve 83 prevents the hydraulic oil from flowing from the main chamber 43 to the sub chamber 44.
  • the flow path F2 is opened only in the flow direction from the tank 61 to the main chamber 43.
  • the flow path F3 is opened only in the flow direction from the sub chamber 44 to the main chamber 43.
  • the rod 35 moves toward the cam 31.
  • the rod 35 comes into contact with the cam 31 again.
  • With the cam 31 not rotating, the rod 35 comes into contact with the cam 31 again.
  • step S10 After the end of step S10, return to step S4.
  • the hydraulic circuit 27 in step S10 is the same as the hydraulic circuit 27 in step S3. Therefore, when the saddle-mounted vehicle 1 starts again, the vehicle height adjusting mechanism 20 can automatically raise the vehicle height of the saddle-mounted vehicle 1.
  • the second embodiment also has the same effect as the first embodiment. For example, after the saddle-mounted vehicle 1 starts, the vehicle height of the saddle-mounted vehicle 1 can be adjusted quickly. Further, in the second embodiment, the following effects are obtained.
  • the hydraulic circuit 27 includes a flow path F5 and a pilot valve 84.
  • the pilot valve 84 opens. Therefore, the first rod 35a can be suitably separated from the cam 31. Therefore, the power consumed by the vehicle height adjusting mechanism 20 can be effectively suppressed.
  • the pilot valve 84 is operated by the pressure of the hydraulic oil.
  • the hydraulic circuit 27 includes a pilot line 93.
  • the pilot line 93 applies the pilot pressure of the pilot valve 84 to the pilot valve 84.
  • the pilot pipeline 93 communicates with the flow path F1. Therefore, the pilot line 93 can operate the pilot valve 84 by using the pressure of the hydraulic oil in the flow path F1.
  • the pilot line 93 can increase the pilot pressure of the pilot valve 84 by utilizing the pressure of the hydraulic oil in the flow path F1. Further, the pressure of the hydraulic oil in the flow path F1 reflects the load L.
  • the pilot valve 84 can be opened at an appropriate timing.
  • the configuration of the hydraulic circuit 27 can be simplified as compared with the solenoid valve and the like.
  • the hydraulic circuit 27 can be configured at low cost.
  • the function of the control unit 79 can be simplified.
  • the pilot valve 84 remains open even after the pressure of the hydraulic oil in the flow path F1 drops from the predetermined value P4.
  • the pilot valve 84 is kept in the open state from the time when the pilot valve 84 is opened until the rotation of the rear wheel 9 is stopped.
  • the pilot valve 84 closes after the rotation of the rear wheel 9 has stopped. Therefore, it is possible to reliably prevent the first rod 35a from coming into contact with the rotating cam 31 again.
  • the hydraulic circuit 27 includes a pressure holding line 92 and a check valve 89.
  • the pressure holding line 92 is provided between the pilot line 93 and the flow path F1.
  • the check valve 89 is provided between the pressure holding line 92 and the flow path F1. That is, the pilot line 93 communicates with the flow path F1 via the pressure holding line 92 and the check valve 89.
  • the pressure holding line 92 communicates with the flow path F1 via the check valve 89.
  • the check valve 89 allows the hydraulic oil to flow from the flow path F1 to the pressure holding line 92, and the check valve 89 prevents the hydraulic oil from flowing from the pressure holding line 92 to the flow path F1. do.
  • the pressure holding line 92 preferably keeps the pressure higher than the predetermined value P4. be able to. Therefore, even after the pressure of the hydraulic oil in the flow path F1 becomes lower than the predetermined value P4, the pressure holding line 92 can supply the pressure of the hydraulic oil higher than the predetermined value P4 to the pilot line 93. Even after the pressure of the hydraulic oil in the flow path F1 becomes lower than the predetermined value P4, the pilot line 93 can apply a pilot pressure higher than the predetermined value P4 to the pilot valve 84. Therefore, the pilot valve 84 can be suitably kept open even after the pressure of the hydraulic oil in the flow path F1 becomes lower than the predetermined value P4.
  • the hydraulic circuit 27 prohibits the outflow of hydraulic oil from the first auxiliary chamber 44a after the pilot valve 84 is opened until the rotation of the rear wheel 9 is stopped. Therefore, the contraction of the first sub-chamber 44a can be suitably regulated. Therefore, it is possible to suitably regulate the movement of the first piston 25a in the first negative direction D1n. Therefore, the movement of the first rod 35a toward the cam 31 can be suitably restricted. As a result, the first rod 35a does not come into contact with the cam 31 after the pilot valve 84 is opened until the rotation of the rear wheel 9 is stopped. That is, once the first rod 35a is separated from the cam 31, the first rod 35a does not come into contact with the cam 31 again while the cam 31 is rotating. Therefore, the conversion mechanism 29 can be suitably protected from damage.
  • the pilot valve 85 is kept closed from the time when the pilot valve 84 is opened until the rotation of the rear wheel 9 is stopped. Therefore, after the pilot valve 84 is opened until the rotation of the rear wheel 9 is stopped, the pilot valve 85 and the check valve 88 prohibit the outflow of hydraulic oil from the first auxiliary chamber 44a. Therefore, it is possible to suitably prevent the first rod 35a from coming into contact with the rotating cam 31 again.
  • the number of solenoid valves 81 and 82 included in the hydraulic circuit 27 is relatively small. Therefore, the hydraulic circuit 27 can be constructed at low cost.
  • the number of valves operated by the control unit 79 (that is, solenoid valves 81 and 82) is relatively small. Therefore, the arithmetic processing of the control unit 79 can be simplified.
  • the vehicle height adjusting mechanism 20 of the second embodiment does not include the first sensor 57. Therefore, the configuration of the vehicle height adjusting mechanism 20 can be simplified.
  • the present invention is not limited to the above embodiment, and can be modified as follows.
  • the conversion mechanism 29 includes a cam 31 and a rod 35.
  • the conversion mechanism 29 may include a crank mechanism.
  • the crank mechanism may move the first piston 25a with respect to the first cylinder 25a by the rotation of the rear wheel 9.
  • the conversion mechanism 29 may include a link mechanism.
  • the link mechanism may move the first piston 25a with respect to the first cylinder 25a by the rotation of the rear wheel 9.
  • the conversion mechanism 29 includes a cam 31 and a rod 35.
  • the conversion mechanism 29 may include a clutch that connects and disconnects the transmission of power.
  • the clutch may be provided between the cam 31 and a shaft member (not shown) to which the cam 31 is attached.
  • the cam 31 may be connected to the rear wheel 9 via a clutch.
  • the cam 31 may be connected to the driven sprocket 18 via a clutch.
  • the clutch may be provided in the power transmission path between the cam 31 and the piston 25.
  • the clutch is, for example, a centrifugal clutch or a plate clutch.
  • the first pump 23a and the second pump 23b are arranged so as to be arranged in the vertical direction Z.
  • the first pump 23a and the second pump 23b may be arranged so as to be aligned in the circumferential direction of the cam 31, respectively.
  • the first pump 23a and the second pump 23b may be arranged radially with respect to the rotation axis A3, respectively.
  • the first elastic body 47a is arranged inside the first cylinder 24a. However, it is not limited to this. The first elastic body 47a may be arranged outside the first cylinder 24a. In the first and second embodiments, the first elastic body 47a is connected to the first piston 25a. However, it is not limited to this. For example, the first elastic body 47a may be connected to the first rod 35a. Also in these modified embodiments, the first elastic body 47a can suitably urge the first rod 35a toward the cam 31.
  • the second elastic body 47b may be changed in the same manner.
  • the hydraulic circuit 27 prohibits the outflow of hydraulic oil from the first sub chamber 44a from the time the valve 67 opens until the rotation of the rear wheel 9 stops.
  • the hydraulic circuit 27 has at least the inflow of hydraulic oil into the first main chamber 43a and the outflow of hydraulic oil from the first sub chamber 44a. Either may be prohibited.
  • the hydraulic circuit 27 prohibits the inflow of hydraulic oil into the first main chamber 43a from the time the valve 67 opens until the rotation of the rear wheel 9 stops, the extension of the first main chamber 43a can be suitably regulated.
  • the movement of the first piston 25a in the first negative direction D1n can be suitably regulated. Therefore, it is possible to suitably regulate the movement of the first rod 35a toward the cam 31.
  • the second embodiment may be changed in the same manner.
  • the rod 35 is separated from the cam 31 (step S6).
  • the rod 35 does not have to be separated from the cam 31. That is, the rod 35 may always be in contact with the cam 31 while the saddle-mounted vehicle 1 is traveling.
  • FIG. 22 is a diagram showing the configuration of the vehicle height adjusting mechanism 20 of the modified embodiment.
  • the same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the hydraulic circuit 27 includes a valve 101.
  • the valve 101 is provided in the flow path F2 between the main chamber 43 and the tank 61.
  • the valve 101 is operated by the pressure of the hydraulic oil in the flow path F1.
  • the valve 101 opens. Therefore, when the pressure of the hydraulic oil in the flow path F1 is equal to or higher than the predetermined value P11, the flow path F2 can release the hydraulic oil discharged from the first main chamber 43a to the tank 61.
  • the load on the pump 23 can be effectively reduced. That is, the power consumed by the pump 23 can be effectively suppressed.
  • the hydraulic circuit 27 includes a pilot line 104.
  • the pilot line 104 communicates with the flow path F1.
  • the pilot line 104 applies hydraulic oil pressure to the valve 101 to operate the valve 101.
  • the pressure of the hydraulic oil for operating the valve 101 is called the pilot pressure of the valve 101.
  • the valve 101 opens.
  • the hydraulic circuit 27 further includes a check valve 102.
  • the hydraulic circuit 27 includes pipelines 103a, 103b, 103c instead of the pipelines 75c and 75g.
  • the pipeline 103a is connected to the check valves 71a, 71b, 102 and the valve 101.
  • the pipeline 103b is connected to the first jack 21, the valve 68, and the check valve 102.
  • the pipeline 103c is connected to the second port 64 and the valves 68 and 101.
  • the pilot line 104 branches from the line 103b.
  • the pilot line 104 is connected to the valve 101. When the pilot pressure of the valve 101 is less than the predetermined value P11, the valve 101 is closed. When the pilot pressure of the valve 101 is equal to or higher than the predetermined value P11, the valve 101 is open.
  • the flow path F1 is composed of pipelines 75a, 75b, 103a, 103b.
  • the flow path F2 is composed of pipelines 75a, 75b, 75d, 103a, 103c.
  • the pilot pressure applied to the valve 101 by the pilot line 104 corresponds to the pressure of the hydraulic oil in the flow path F1.
  • the predetermined value P11 is preferably, for example, substantially equal to the pressure of the hydraulic oil in the flow path F1 when the load L is the second load L2.
  • the valve 101 is also called an unload valve.
  • the valve 101 when the pressure of the hydraulic oil in the flow path F1 rises to a predetermined value P11 or more, the valve 101 switches from closed to open. As a result, the flow path F2 begins to send the hydraulic oil discharged from the main chamber 43 to the tank 61.
  • the pump 23 does not pressurize the first jack 21.
  • the load on the pump 23 is reduced.
  • the load L does not increase from the second load L2.
  • the load L does not rise to, for example, the third load L3.
  • the load L is maintained at the second load L2.
  • the flow path F5 and the valve 67 of the first embodiment can be omitted. This makes it possible to further simplify the configuration of the hydraulic circuit 27. Further, the sub chamber 44, the flow paths F3, and F4 shown in FIG. 22 may be omitted. This makes it possible to further simplify the configuration of the hydraulic circuit 27.
  • the flow path F1 is an example of the first flow path in the present invention.
  • the flow path F2 is an example of the third flow path in the present invention.
  • the valve 101 is an example of the second valve in the present invention.
  • the predetermined value P11 is an example of the third threshold value in the present invention.
  • the pilot line 104 is an example of the second pilot line in the present invention.
  • the vehicle height adjusting mechanism 20 includes a first pump 23a and a second pump 23b. That is, the number of pumps 23 provided in the vehicle height adjusting mechanism 20 is two. However, it is not limited to this. The number of pumps 23 provided in the vehicle height adjusting mechanism 20 may be one or three or more.
  • FIG. 23 is a diagram showing the configuration of the vehicle height adjusting mechanism 20 of the modified embodiment.
  • the same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the vehicle height adjusting mechanism 20 does not include the second pump 23b.
  • the number of pumps 23 provided in the vehicle height adjusting mechanism 20 is one. Therefore, according to the present modification, the configuration of the vehicle height adjusting mechanism 20 can be further simplified.
  • the number of mountain portions 32a possessed by the cam 31 is twelve. However, it is not limited to this. As shown in FIG. 23, the number of mountain portions 32a included in the cam 31 may be appropriately changed. Similarly, the number of valley portions 32b of the cam 31 may be appropriately changed.
  • the vehicle height adjusting mechanism 20 applies a load L to the first spring 13 of the rear suspension 8. However, it is not limited to this.
  • the vehicle height adjusting mechanism 20 may further apply a load to the front suspension 3.
  • FIG. 24 is a diagram showing the configuration of the vehicle height adjusting mechanism 20 of the modified embodiment.
  • the same components as those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.
  • the front suspension 3 includes a second spring 113.
  • the second spring 113 absorbs the impact received by the front wheel 4.
  • the second spring 113 extends in the direction of the front axis A1.
  • the front axis A1 is also shown in FIG.
  • the second spring 113 has a first end 114.
  • the first end 114 of the second spring 113 is, for example, the upper end of the second spring 113.
  • the second spring 113 is expandable and contractible.
  • the second spring 113 is a coil spring.
  • the front suspension 3 is equipped with a second damper 115.
  • the second damper 115 is expandable and contractible.
  • the second damper 115 converges the expansion and contraction of the second spring 113.
  • the second damper 115 damps the vibration of the second spring 113.
  • the second damper 115 accommodates the second spring 113.
  • the second damper 115 includes an upper cylinder 116.
  • the upper cylinder 116 is supported by the vehicle body frame 2.
  • the second damper 115 includes a lower cylinder (not shown).
  • the lower cylinder is connected to the upper cylinder 116.
  • the lower cylinder extends downward from the upper cylinder 116.
  • the lower cylinder supports the front wheel 4.
  • the upper cylinder 116 supports the first end 114 of the second spring 113.
  • the lower cylinder supports the second end (not shown) of the second spring 113.
  • the second spring 113 is housed inside the upper cylinder 116 and inside the lower cylinder.
  • the lower cylinder can move in the direction of the front axis A1 with respect to the upper cylinder 116.
  • the second damper 115 expands and contracts in the direction of the front axis A1.
  • the vehicle height adjustment mechanism 20 includes a second jack 121.
  • the second jack 121 is connected to the second spring 113.
  • the second jack 121 is connected to, for example, the first end 114 of the second spring 113.
  • the second jack 121 is supported by the upper cylinder 116.
  • the first end 114 of the second spring 113 is supported by the upper cylinder 116 via the second jack 121.
  • the second jack 121 applies a load to the second spring 113.
  • the second jack 121 is provided with an oil chamber 122.
  • the oil chamber 122 stores hydraulic oil.
  • the oil chamber 122 is filled with hydraulic oil.
  • the oil chamber 122 is expandable and contractible.
  • the oil chamber 122 is formed inside, for example, the upper cylinder 116.
  • the oil chamber 122 has, for example, a ring shape centered on the front axis A1.
  • the second jack 121 includes one port 124.
  • the port 124 communicates with the oil chamber 122 of the second jack 121.
  • the port 124 is attached to, for example, the upper cylinder 116.
  • the second jack 121 includes a spring receiving portion 125.
  • the spring receiving portion 125 is arranged at the lower part of the oil chamber 122.
  • the oil chamber 122 is partitioned by an upper cylinder 116 and a spring receiving portion 125.
  • the spring receiving portion 125 is slidable with respect to the upper cylinder 116.
  • the spring receiving portion 125 is connected to the second spring 113.
  • the spring receiving portion 125 is connected to the first end 114 of the second spring 113.
  • the spring receiving portion 55 moves in the direction of the front axis A1.
  • the spring receiving portion 55 moves with respect to the upper cylinder 116.
  • FIG. 24 shows the first end 114 and the spring receiving portion 125 when the oil chamber 122 is extended by a solid line.
  • FIG. 24 shows the first end 114 and the spring receiving portion 125 when the oil chamber 122 is contracted by a broken line.
  • the load applied to the second spring 113 by the second jack 121 is relatively large.
  • the load applied to the second spring 113 by the second jack 121 is relatively small.
  • the second spring 113 As the load applied to the second spring 113 by the second jack 121 increases, the second spring 113 is compressed and the second damper 115 expands. As the load applied to the second spring 113 by the second jack 121 becomes smaller, the second spring 113 expands and the second damper 115 contracts. Therefore, the vehicle height of the saddle-mounted vehicle 1 changes as the load applied to the second spring 113 by the second jack 121 changes.
  • the second jack 121 is connected to the hydraulic circuit 27 in communication.
  • the hydraulic circuit 27 sends hydraulic oil from the pump 23 to the second jack 121.
  • the hydraulic circuit 27 sends hydraulic oil from the main chamber 43 to the second jack 121.
  • the second jack 121 applies a load to the second spring 113 by the hydraulic oil supplied from the pump 23.
  • the hydraulic circuit 27 includes a joint 127 and a pipeline 128.
  • the pipeline 75c is further connected to the joint 127.
  • the pipeline 128 is connected to the port 124 of the second jack 121 and the joint 127.
  • the pipelines 75a, 75b, 75c, 128 form a flow path F7 that communicates the main chamber 43 and the second jack 121. That is, the hydraulic circuit 27 includes a flow path F7.
  • the joint 127 is provided in the flow path F7.
  • the joint 127 connects the pipeline 74c and the pipeline 128.
  • the joint 127 can separate the pipe line 74c and the pipe line 128.
  • the flow path F7 is an example of the fourth flow path in the present invention.
  • the hydraulic pressure of the second jack 121 is substantially equal to the hydraulic pressure of the first jack 21. That is, the load applied by the second jack 121 to the second spring 113 is substantially equal to the load L applied by the first jack 21 to the first spring 13.
  • the vehicle height adjusting mechanism 20 includes a first jack 21 and a second jack 121. Therefore, the vehicle height adjusting mechanism 20 can more preferably adjust the vehicle height of the saddle-mounted vehicle 1. For example, the height of the front part of the saddle-mounted vehicle 1 and the height of the rear part of the saddle-mounted vehicle 1 can be well balanced.
  • the second jack 121 is connected to the hydraulic circuit 27 in communication.
  • the second jack 121 applies a load to the second spring 113 by the hydraulic oil supplied from the first pump 23a.
  • the driving force input to the pump 23 is large. Therefore, after the rear wheel 9 starts to rotate, the load applied to the second spring 113 by the second jack 121 can be quickly increased. That is, after the saddle-mounted vehicle 1 starts, the vehicle height adjusting mechanism 20 can quickly adjust the vehicle height of the saddle-mounted vehicle 1.
  • the hydraulic circuit 27 includes a flow path F7.
  • the flow path F7 communicates the first main chamber 43a and the second jack 121. Therefore, the flow path F7 sends the hydraulic oil having a relatively high pressure from the first main chamber 43a to the second jack 121. Therefore, the first pump 23a can suitably drive the second jack 121. The load applied to the second spring 113 by the second jack 121 can be quickly increased.
  • the hydraulic circuit 27 includes a joint 127. Therefore, the flow path F7 can be easily separated into the pipelines 75a, 75b, 75c and the pipeline 128. Therefore, the vehicle height adjusting mechanism 20 can be easily manufactured.
  • the vehicle height adjusting mechanism 20 can be easily assembled. For example, in the vehicle height adjusting mechanism 20, the elements related to the front suspension 3 and the elements related to the rear suspension 8 can be assembled separately.
  • the position of the spring receiving portion 55 is exemplified as the stroke amount of the first jack 21. That is, the first sensor 57 detects the position of the spring receiving portion 55.
  • the stroke amount may be the length of the first jack 21.
  • the first sensor 57 may detect the length of the first jack 21.
  • the first sensor 57 may detect the length of the first jack 21 in the direction of the rear axis A2.
  • the stroke amount may be the position of the movable wall 53.
  • the first sensor 57 may detect the position of the movable wall 53.
  • the first sensor 57 may detect the position of the movable wall 53 with respect to the damper tube 16 or the fixed wall 52.
  • the stroke amount may be the length of the oil chamber 51.
  • the first sensor 57 may detect the length of the oil chamber 51.
  • the first sensor 57 may detect the length of the oil chamber 51 in the direction of the rear axis A2.
  • the stroke amount may be the position of the first end 14 of the first spring 13.
  • the first sensor 57 may detect the position of the first end 14 of the first spring 13.
  • the first sensor 57 may detect the position of the first end 14 of the first spring 13 with respect to the damper tube 16 or the fixed wall 52.
  • the length of the first jack 21, the position of the movable wall 53, the length of the oil chamber 51, and the position of the first end 14 of the first spring 13 each reflect the load L.
  • the first sensor 57 directly detects at least one of the length of the first jack 21, the position of the movable wall 53, the length of the oil chamber 51, and the position of the first end 14 of the first spring 13. By doing so, the first sensor 57 can indirectly detect the load L.
  • the first sensor 57 determines, for example, whether or not the stroke amount of the first jack 21 is the maximum. That is, the first embodiment exemplifies the maximum stroke amount as the stroke amount of the first jack detected by the first sensor 57. However, it is not limited to this.
  • the stroke sensor may measure the stroke amount of the first jack 21.
  • the stroke amount of the first jack 21 detected by the first sensor 57 may include a stroke amount other than the maximum stroke amount.
  • the stroke amount of the first jack 21 detected by the first sensor 57 may include a stroke amount less than the maximum stroke amount.
  • the first sensor 57 is, for example, a stroke sensor, and the stroke sensor is, for example, a contact sensor.
  • the stroke sensor may be a non-contact sensor.
  • the stroke sensor may be a displacement sensor that detects the position of an object (for example, the spring receiving portion 55).
  • the stroke sensor may be a side length sensor that detects the length of an object (for example, an oil chamber 51).
  • the first sensor 57 is, for example, a stroke sensor. In the first embodiment, the first sensor 57 indirectly detects the load L. However, it is not limited to this.
  • the first sensor 57 may be a load sensor. The first sensor 57 may directly detect the load L.
  • the spring receiving portion 55 is fixed to the movable wall 53. However, it is not limited to this.
  • the spring receiving portion 55 does not have to be fixed to the movable wall 53.
  • the spring receiving portion 55 may be indirectly connected to the movable wall 53.
  • the first jack 21 includes a spring receiving portion 55.
  • the first jack 21 does not have to include the spring receiving portion 55.
  • the movable wall 53 may be directly connected to the first spring 13.
  • the movable wall 53 may be directly connected to the first end 14 of the first spring 13.
  • the stopper 59 is in contact with the fixed wall 52.
  • the stopper 59 may be in contact with the damper tube 16.
  • the stopper 59 may come into contact with the damper tube 16 when the spring receiving portion 55 is in the limit position.
  • the damper tube 16 may prohibit the spring receiving portion 55 from moving from the limit position to the second positive direction D2p when the stopper 59 comes into contact with the damper tube 16.
  • the stopper 59 can suitably define the limit position of the spring receiving portion 55.
  • an off-road type vehicle as a saddle-type vehicle 1 is exemplified.
  • the saddle-mounted vehicle 1 may be changed to another type of vehicle such as a scooter type, a street type, a sports type, an off-road type, and a vehicle for traveling on rough terrain (ALL-TERRAIN VEHICLE).
  • the vehicle height adjusting mechanism 20 can be suitably applied even to a vehicle having a relatively low ground clearance.
  • the vehicle having a relatively low ground clearance is, for example, a scooter type vehicle or a sports type vehicle.
  • the saddle-mounted vehicle 1 has one front wheel 4. However, it is not limited to this. The number of front wheels 4 included in the saddle-mounted vehicle 1 may be two. In the first and second embodiments, the saddle-mounted vehicle 1 has one rear wheel 9. Not limited to this. The number of rear wheels 9 included in the saddle-mounted vehicle 1 may be two.
  • the engine 7 is fixed to the vehicle body frame 2. That is, the engine 7 cannot swing with respect to the vehicle body frame 2. However, it is not limited to this.
  • the engine 7 may be swingable with respect to the vehicle body frame 2.
  • the engine 7 may be a unit swing type engine.
  • the saddle-mounted vehicle 1 includes an engine 7 (internal combustion engine) as a power source.
  • engine 7 internal combustion engine
  • the saddle-mounted vehicle 1 may include an electric motor as a power source in addition to the engine 7.
  • each configuration is further changed as appropriate by replacing or combining with the configurations of other modified embodiments. You may.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
PCT/JP2021/022840 2020-06-25 2021-06-16 鞍乗型車両 WO2021261350A1 (ja)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5923786A (ja) * 1982-07-29 1984-02-07 ヤマハ発動機株式会社 自動二輪車の緩衝装置
JPH01195194A (ja) * 1988-01-29 1989-08-07 Honda Motor Co Ltd 自動二輪のサスペンション装置
JPH01212686A (ja) * 1988-02-19 1989-08-25 Honda Motor Co Ltd 電子制御サスペンション装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5923786A (ja) * 1982-07-29 1984-02-07 ヤマハ発動機株式会社 自動二輪車の緩衝装置
JPH01195194A (ja) * 1988-01-29 1989-08-07 Honda Motor Co Ltd 自動二輪のサスペンション装置
JPH01212686A (ja) * 1988-02-19 1989-08-25 Honda Motor Co Ltd 電子制御サスペンション装置

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